ZL 3

Text as of: 09. 01. 2023

CHANGE SHEET

Date of issue of the change Edited/deleted/new paragraphs: Date of inclusion Ranked
       

Content

TITLE 1. - INTRODUCTORY PROVISIONS
TITLE 2. - THEORETICAL PREPARATION OF THE PILOT
TITLE 3. – PRACTICAL PILOT SCHEME
TITLE 4. - PILOT GROUND TRAINING
TITLE 5. - PILOT FLIGHT TRAINING
TITLE 6. – PILOT TEST
TITLE 7. – TOWER QUALIFICATIONS
TITLE 8. – AUXILIARY ENGINE QUALIFICATIONS
TITLE 9. – TANDEM QUALIFICATION
TITLE 10. – TEST PILOT QUALIFICATIONS
TITLE 11. – INSTRUCTOR QUALIFICATIONS
TITLE 12. - APPENDICES

 

Chapter 1. Introductory provisions

1.1. This hang glider pilot training syllabus (hereinafter referred to as "ZK") determines the content and sequence of the training and is binding for all its participants. The instructor conducting the training is responsible for its observance.

1.2. A student can be enrolled in training after reaching the age of 15. For persons under the age of 18, the consent of the legal representatives is required in the identity card.

1.3. Practical training can only be started with a medical certificate on medical fitness in the personal certificate.

1.4. Training can be carried out in pilot training centers or individually by an instructor after the approval of the traffic inspector confirmed in the personal sheet before the start of practical training. In the personal sheet, it is necessary to indicate in which center the training took place.

1.5. The responsible person of the relevant pilot training center is responsible for compliance with the conditions set by the LA 1 regulation, the training curriculum, for the maintenance of the ZK, for the fulfillment of binding regulations and for keeping the documentation of the pilot training center.

1.6. Training within the pilot training center must be documented by records of student personal sheets and copies of student personal sheets after the training, which must be archived for the duration of the pilot training center's operation or authorization.

1.7. The instructor conducting the training must have available in printed form:

  • teaching aids and publications for training,
  • LAA CR regulations:
    1. LA 1,
    2. LA 2,
    3. ZL 1,
    4. ZL 3,
  • flight rules L 2,
  • a map of the Czech Republic with valid flight information,
  • Act No. 49/1997 Coll. and Decree No. 108/1997 Coll. to the necessary extent and valid wording.

1.8. During the practical training, he must have available:

  • means for providing first aid,
  • link for connecting to the emergency medical assistance center,
  • wind direction and strength indicator,
  • emergency vehicle.

1.9. Training documentation is kept in the form of personal sheets during the training and after its completion in the form of copies of personal sheets.

1.10. Theoretical preparation must ensure complete mastery of the issue within the scope of the required knowledge. The number of hours determined by the syllabus for individual chapters is minimal. Participation is recorded in a personal sheet and the completion of the chapter is confirmed here by the signature of the instructor and the student.

1.11. When evaluating students in the practical part of the training, instructors are required to use the following grading scale:

  • 1 excellent without errors,
  • 2 very good minor errors corrected correctly and in a timely manner,
  • 3 well errors are corrected,
  • 4 insufficient errors corrected late or not at all.

1.12. The number of flights and hours of individual exercises in the curriculum are minimal. A student can only complete the exercise if, in the last three years, he has been graded at worst with a grade of 2 - very good. The completion of the exercise must be confirmed in the personal sheet by the signature of the instructor and the student.

1.13. Before each new exercise of the syllabus, the flight instructor demonstrates with the school glider and verifies whether it is realistic to fulfill it on the given terrain under the given conditions.

1.14. A student in training may only perform flights specified by the instructor under his supervision.

1.15. The final test is carried out by the traffic inspector.

1.16. Meteorological conditions during practical training must correspond to VFR flight conditions according to ZL 1. The instructor assesses their suitability, especially the direction and strength of the wind, taking into account the students' abilities, the aerial terrain and the performance of the ZK used

1.17. Appropriate protective equipment, harnesses and certified protective helmets are used for training.

1.18. A ZK controlled by a student must be marked with a clearly visible ribbon in the case of other air traffic in the area.

1.19. ZK must have a valid technical license issued by the LAA of the Czech Republic and take out liability insurance for damages caused by operation.

1.20. If the instructor conducts training on several types of ZK, before switching to a more powerful one, he will explain to the student the differences in reactions to driving interventions and draw his attention to higher performance. The instructor decides in which phase of the training the student starts flights on a more powerful glider and how many flights of which exercise he must repeat.

 

Chapter 2. Theoretical preparation of the PILOT

2.1. Theoretical preparation is the first part of ZL pilot training. It is carried out by an instructor or lecturers with adequate knowledge of the given subject. Participation in this training is evaluated and recorded by the instructor leading the training. The sequence of theoretical preparation must be such that a correct understanding of the material of the given subject is always ensured well in advance of the practical part of the training.

2.2. Scope of theoretical teaching:

Subjects taught minimum scope of teaching

Aerodynamics and flight mechanics 4 hours

Meteorology 4 hours

Construction and maintenance of ZK 2 hours

Air navigation 2 hours

Regulations 4 hours

Health science 1 hour

A total of 17 hours

2.3. Areas of required knowledge:

2.3.1. Aerodynamics and flight mechanics

  • Air pressure (static, dynamic, total), flow in a tube of unequal cross-section.
  • Types of resistance, influence on ZK flight.
  • Wrapping of an air profile, generation of lift, dependence on wrapping speed.
  • Weight, lift and drag of a glider in straight flight and in a turn.
  • Effect of changes in angle of attack on ZK, air flow separation.
  • Calculation of surface load.
  • Speed ​​polar, speed of max. gliding with the effect of wind and increased descent.
  • Laminar flow, turbulent flow, separation of streamlines, flow behind the glider.
  • Influence of slenderness, camber, twist and surface loading on glider properties.
  • The role of the self-stabilizing airfoil for the longitudinal stability of the autowing.
  • Gravity steering - principle, efficiency, advantages and disadvantages compared to aerodynamics.

2.3.2. Meteorology

  • Temperature, pressure and their change with height.
  • Dry and moist adiabata, dew point.
  • Cloud types, cloud types and connection with weather.
  • Pressure formations and fronts. Speed ​​of progress.
  • Wind, its creation, speed and measurement. Turbulence.
  • Conditions for the formation of slope and wave flow.
  • Thunderstorms and their dangerous effects on flying.
  • Conditions for the emergence of thermal flow.
  • Mountain and valley flow, hairdryer and breeze.

2.3.3. Construction and maintenance of ZK

  • Materials duralumin, steel, glass and carbon laminate, dacron, mylar, threads, straps, screws and fittings.
  • Ropes and termination methods.
  • Stresses in tension, compression, buckling, bending and shear, static and dynamic.
  • Pipe properties depending on its length, cross-section and wall thickness.
  • Stress and wear of ZK during flight, landing, assembly, transport and storage.
  • Effect of pilot hinge position and trailing edge clearance on steering forces.
  • ZK weight, speed and angle limits limiting aerobatics.
  • Strength limits for the pilot's sling, harness and reserve parachute.
  • Operating multiples, safety factor.
  • Conditions for obtaining and extending the validity of a technical license.

2.3.4. Air navigation

  • The shape of the globe, parallels and meridians.
  • Use of time in aviation - UTC, CET, SEL.
  • Sunrise and sunset - shift in seasons.
  • Maps and compass - display, scales, topographic situation.
  • GPS – principle, display, use.
  • Comparative navigation.
  • Procedure for setting the altimeter.

2.3.5. Regulations

  • Act No. 49/1997 Coll., on civil aviation and implementing decrees as amended - parts relating to the operation of PK/ZK.
  • ZL 1 – in full.
  • L 2 – content, scope, including supplements, related to PK/ZK operation.
  • Division of the airspace of the Czech Republic - the situation in the division of the airspace of the Czech Republic.
  • AIP, AUP, NOTAM - content, access to current information.

2.3.6. Hygienics

  • Principles of summoning medical assistance.
  • Resuscitation process – mouth-to-mouth breathing, heart massage.
  • Order of treatment of life-threatening injuries – arterial and venous bleeding, respiratory arrest, cardiac arrest, pneumothorax.
  • Fracture treatment.
  • Strangulation of arterial bleeding.
  • Risk of post-impact shock.
  • Action in case of suspected spinal injury, in case of shock.
  • Effects on the pilot in flight.
  • Preventing health risks from flying - clothing, helmet, protector, drinking regime.

 

Chapter 3. Pilot practical training scheme

3.1. Ground training for pilot qualification

Exercise number Job name Training period
4.1 Getting to know ZK and the harness 1,0 hour
4.2 Familiarization with the technique of piloting 1,5 hours
4.3 Setting up the glider before take off 0,5 hours
4.4 Lying flight training 1,0 hour

3.2. Flight training for pilot qualification

Exercise number Job name Number of flights
5.1 Takeoff and landing 10 years
5.2 Direct flight 10 years
5.3 30 to 90 degree turns 10 years
5.4 Short flights lying down 10 years
5.5 180 degree turns 20 years
5.6 360 degree turn 10 years

Chapter 4. PILOT ground training

4.1. Getting to know ZK and the harness

Instruktor the students will be guided through the assembly of the glider and familiarize them with the important nodes of the structure, with the elements ensuring the geometry of the bearing surface, with the pilot's suspension and with the training harness for stand-up flight. Furthermore, the instructor will familiarize the students with the principles of using a rescue parachute, its care and maintenance.

Terms of fulfillment: The student can assemble the glider himself into flight condition, carry out a pre-flight inspection of the glider and harness, and also assemble and pack the glider himself.

4.2. Familiarization with the technique of piloting

Instruktor students practice the basic elements of piloting. It uses instructions "attract" to increase flight speed, "imprint" for its reduction, "left" to turn left and "transport" to turn right. The instructor can use an auxiliary sling or directly the school ZK firmly hung so high that the student's feet in the harness do not touch the ground. However, these primitive simulators do not create steering forces similar to those in flight, and the student's interventions in the steering are not manifested in any way. Therefore, the instructor must explain the reaction of the flying ZK to the student with a comment.

Terms of fulfillment: The student flawlessly and automatically responds to the instructor's commands with body movements.

4.3. Setting up the glider before take off

Disciple is attached to the ZK in the training harness, grabs the glider by the side tubes of the control trapeze and lifts it until the suspension is taut. At the same time, the arms push into the side tubes of the trapeze so that the ZK is oriented against the wind with the correct angle of attack and that the left and right wings are at the same height.

Terms of fulfillment: The student is able to engage with ZK and maintain the pre-start position with the correct angle of attack.

4.4. Lying flight training

After completing exercises 5.1., 5.2. and 5.3. the instructor may perform a retraining to flying lying down.

Instruktor introduces students to the harness for prone flight, explains the differences in its use and draws attention to the lower position of the trapeze during take-off. Pupils practice changing the position of the pilot's body to the prone position and back on an auxiliary hanger or a suitably attached glider. For fore-aft driving, the supine position is more advantageous and the pupil has a greater range for push-off and pull-in. When the center of gravity is deflected to the sides, it is necessary to eliminate the rotation of the body around the vertical axis with the lever of the arm, during which the center of gravity of the student would remain in place.

Terms of fulfillment: The student on the trainer goes from a standing position to a lying position and back. When instructed by the instructor to turn while lying down, he deflects his whole body to the appropriate side so that his body remains parallel to the axis of flight.

 

Chapter 5. PILOT flight training

Before starting flight training, the student must complete exercises 4.1., 4.2. and 4.3. ground training

5.1. Takeoff and landing

The instructor chooses the starting point on a slight windward slope so that its slope is less than or equal to the glide of the practice ZK. After setting up the glider before take-off, the student starts to take off smoothly until the sail is tensioned into the flight shape. With increasing speed, the student perceives how the buoyancy of the ZK increases. From a certain point, the glider no longer needs to carry. On the contrary, the glider gradually begins to lift the student, so that less and less weight remains on his legs. If in this phase the angle of attack is too small and the student's run is unnecessarily fast, he must push back the control bar slightly. If, on the other hand, the angle of attack is too large, the student cannot achieve sufficient speed for the excessive resistance of the ZK. Therefore, it must pull the bar weakly until the resistance decreases and then it can continue to accelerate. When the maximum running speed is reached, the student begins to smoothly push back the control bar, the glider detaches from the ground and after a few meters of flight it lands smoothly with the control bar completely pushed back. The further the ZK flies, the better the student performs the exercise. During the take-off, short flight and landing, the ZK student holds the control bar by the side tubes. If during the run-up there is a directional deviation or a tilt to the wing, the student must interrupt the exercise by gradually reducing the running speed.

Terms of fulfillment: The student perceives the increase in buoyancy and resistance depending on the angle of attack and the speed of the ZK. It can maintain the optimal angle of attack during the run-up. It makes short flights using the ground effect.

5.2. Direct flight

On a steeper slope, the ZK detaches from the ground, the student increases the flight speed by slightly pulling the crossbar and then touches the lower crossbar first with one hand and then with the other hand. It checks the flight direction by looking at a distant reference point and corrects it in the event of a directional deviation. If the flight height exceeds 5 meters, the student can practice increasing the flight speed by pulling the trapeze and returning to the optimal flight speed by releasing it. Before landing, he gradually touches the side bars with both hands and at the appropriate moment slowly pushes the bar so that during the landing there is no rise and loss of speed at a height greater than 0,5 meters above the ground. As the flight speed decreases, the student proportionally increases the speed of pushing off the trapeze so that a landing occurs at the maximum angle of attack and the minimum speed of ZK against the ground.

Terms of fulfillment: The student maintains a direct flight. It moves to the horizontal tube of the bars and back without interfering with the steering. During landing, the ZK must not deviate from the flight axis by more than 30 degrees, nor must it touch the ground with the leading edge or the crossbar, even if it is equipped with wheels.

5.3. 30 to 90 degree turns

The instructor determines the starting point and two turning points in a row in the direction against the wind, so that the student reaches a height of 5 to 10 meters above them and that the student is able to circle the first point from one side, the second from the other side with turns of 30 to 90 degrees and before landing align the glider against the wind. The student gets used to the delay between turning the body to the side and turning the glider, as well as the delay when ending the turn.

Terms of fulfillment: The student is able to fly around predetermined points on the ground with slight turns.

5.4. Short flights lying down

After the completion of the ground training of lying flights 4.4. the instructor may include flight training in a lie-down harness. First, the student practices short flights in an upright position without touching the lower bar. In the following short flights, after take-off and after stabilization of direction and speed of flight, it goes into a lying position and returns to an upright position in time before landing. At the same time, he is careful not to deviate the center of gravity during the turning of the body to the lying position or back and thus not affect the direction and speed of the flight.

Terms of fulfillment: The student goes from standing to lying down and back without losing control of the glider. When lying down, he controls the deviations of the whole body laterally so that the axis of the body remains parallel to the axis of flight.

5.5. 180 degree turns

The instructor can start this exercise only after completing exercises 5.1., 5.2. and 5.3. Of the total number of exercises, at least 10 must be lying down. The student can also start with a winch/unwinder under the conditions set for the training of the "lift" qualification.

The instructor determines the starting point and two turning points on the contour of the slope at least 50 meters apart. The student gradually flies around the points by approaching them along the slope and around them by turning away from the slope. Before a turn, it will slightly increase the speed and after bringing it to the required tilt, it will push back the control bar slightly so that there is no excessive descent during the turn.

If the slope is well inflated, the exercise is greatly facilitated. Turns at pivot points are easier and the flight takes place in the upslope region of the downslope flow. If the ZK has enough height after flying around the second point, the student can continue flying around the turning points alternately.

After completing the pitching exercise, the student may still be too high to fly directly into the wind over an area suitable for landing. The instructor therefore always designates an area of ​​approximately 100 x 100 meters for landing during these flights. The student must fly a flat eight along its leeward side for as long as his height is optimal for landing as close as possible to its center. During the descent, the student must not stop watching the landing site and must not fly too far so as not to land back on them. As the student's experience increases, the instructor chooses new, more difficult landing spots to make the situation closer to landing in unfamiliar terrain.

Conditions for fulfillment: The student flies around the designated turning points and does not stray too far from the slope. Lands on the area designated by the instructor.

5.6. 360 degree turn

The instructor can start this exercise only after completing exercises 5.1., 5.2. and 5.3. Of the total number of exercises, at least 5 must be lying down. The student can also start with a winch/unwinder under the conditions set for the training of the "lift" qualification.

The instructor determines the starting point so that the height of the practice ZK above the terrain is at least 50 meters at the point of the turn. Before the turn, the student noticeably accelerates the flight, tilts the ZK to a 30-degree angle and accelerates the turn by slightly pushing back. In advance of completing the entire turn, the student deflects the body to the opposite side so that the ZK continues to fly straight against the wind. The exercise requires a lot of self-confidence from the student, because it is difficult to interrupt the exercise from a certain stage of the turn.

The wind force for this exercise must not be too great and the slope must be high and steep enough so that the ZK is not in danger of hitting the bottom of the slope when flying downwind.

Just like when practicing 180 degree turns, the instructor determines the landing area in advance and the student must land as close to the center as possible.

Terms of fulfillment: The student performs 360-degree turns to both sides with sufficient vigor. He has a correct estimate of the height needed to complete this turn safely. Lands on the area designated by the instructor.

 

Chapter 6. PILOT Test

6.1. The exam can be taken after completing all the theoretical preparation chapters and all the practical training exercises. First, the student must pass the theory exam and then the practical exam within 90 days. Later, the theory test must be repeated. The test is conducted by a traffic inspector whose share in practical training did not exceed 50%.

6.1.1. Theory

A trial test for expertise ZK pilot approved by the chief traffic inspector. The traffic inspector will confirm the result of the theory test in the personal sheet. In case of failure, the test can be repeated after 14 days at the earliest.

6.1.2. Practice

The practical test consists of at least two horizontal flights with turns of 180 or 360 degrees and landing in a predetermined area. The test is successful when both flights are evaluated with the worst grade 3. The test result is confirmed by the traffic inspector in the personal sheet. In case of failure, the test can be repeated after 14 days at the earliest.

 

The theoretical and practical part of the exam can be repeated a maximum of four times. In the case of exhausting the maximum number of attempts, the pupil will be assigned the necessary scope of supplementary training.

 

 

Chapter 7. LIFT qualification

7.1. Requirements for the organization of lift qualification training:

1) the training is conducted by an operation inspector with lift qualifications,
2) the winch or towing SFD must be approved for this purpose by the LAA CR,
3) the maximum wind force is 6 m/s along the runway axis, the lateral component is a maximum of 2 m/s, without turbulence.

7.2. Requirements for the inclusion of a pilot in training:

7.2.1 When towing with a winch

  • at least 18 years of age,
  • pilot or student qualification after completing exercises 5.1, 5.2 and 5.3.

7.2.2 When towing with an air tow

  • at least 18 years of age,
  • pilot qualifications,
  • raid on ZK at least 150 take-offs,
  • the pilot is able to drive his ZK at speeds up to 70 km/h.

7.3. Theoretical preparation

7.3.1. General towing rules

The pilot familiarizes himself with signaling for tensioning the rope and starting.
Before the start, the pilot first attaches himself to the ZK and only then to the towed rope.
When starting from the feet, the pilot keeps the rope taut and the angle of attack ZK larger.
When starting from the cart, the pilot holds the cart and releases it only when the lift of the ZK starts to lift the pilot and the cart.

7.3.2. Rules for towing with a winch

Immediately after take-off, the pilot must not sharply increase the angle of attack, so that the ZK does not go into kite mode.
After the winch is signaled to turn off or after the thrust drops, the pilot turns off and stabilizes the ZK speed.
When the switch fails, the pilot circles and twists the rope so that it does not go taut and he lands at the winch.

7.3.3. Rules of towing by aerofoil

A 50 to 100 m long towing rope made of a low-flexible material with a circular cross-section must be connected to a towing SFD burst fuse with a maximum strength of 1 N.
After starting up and reaching a speed of 35 km/h, the towed ZK starts to rise rapidly. The ZK pilot must stop this climb at a height of 5 m, do not climb further and only accelerate. At a speed of 55 to 65 km/h, even the trailing SFD detaches from the ground. The ZK pilot must intercept its climb and follow it up.
The ZK pilot must accurately copy the height and direction of the trailing SFD. If he fails to do so, his ZK begins to sway uncontrollably or rapidly overshoots the trailing SFD, he must immediately shut down.
The lift driver watches the towed ZK in the mirror and gives him instructions for ascent, descent and shutdown in the agreed manner. If the towed ZK nevertheless finds itself 15 m higher or 25 m lower than the towed SFD, the tow rope operator must switch off the rope.
When turning, the pilot of the towed ZK must turn with a delay in order to maintain the same turning radii as the towing aircraft.

7.4. Ground training

The pilot in harness, with the help of a coiner or scale and a suitable sling, verifies that:

  • the left and right harness release loops alone support the entire weight of the pilot in the harness,
  • on the release attached to the harness at a pull of 800 N, it can be easily reached with the left and right hand,
  • the release operated with one hand at a pull of 0 to 800 N easily disengages the rope and does not injure the pilot,
  • the break safety device between the release and the tow rope is not stronger than 1 N for a winch launch or 600 N and at the same time than 1% of the pilot's weight in harness for a tow launch.

The pilot learns to store his ZK in the launch carriage and adjust the height of the fork supporting the rear keel so that the angle of attack is only slightly greater than the angle of flight. With the correct height of the fork, the keel rises by 10 cm when sufficient speed is reached, and only with further acceleration does the entire ZK rise.

The pilot learns to adjust his harness and ZK so that no part of him can catch on the tow rope or the launch cart during the launch.

7.5. Flight training

The inspector shows the pilot in training the take-off of an experienced pilot, whose flight he comments on. This is followed by take-offs of a pilot in training to a height of at least 200 m AGL, which the inspector evaluates separately.

7.6. Terms of fulfillment

Completion of at least six take-offs. At least the last three take-offs must be evaluated by the examining inspector as the worst grade 2, when possible deviations were corrected in time by intervention in the control.

 

Chapter 8. qualification AUXILIARY ENGINE

8.1. Requirements for the organization of auxiliary engine qualification training:

  • the training is conducted by an instructor with auxiliary engine qualification,
  • ZK must be equipped with wheels on the crossbar and lateral demarcation ropes to prevent the collision of the propeller,
  • maximum wind force 6 m/s along the runway axis, lateral component maximum 2 m/s, no turbulence.

8.2. Requirements for the inclusion of a pilot in training:

  • at least 18 years of age,
  • raid on ZK at least 100 take-offs,
  • unpowered raid on ZK, on ​​which the training will take place, at least 20 launches and 5 hours.

8.3. Scope of theoretical teaching:

Subjects taught minimum scope of teaching

Aerodynamics and mechanics of flight with aux. 2 hours by motorbike

Regulations and procedures for flying with an auxiliary engine 2 hours

Engines and propellers 2 hours

A total of 6 hours

8.4. Areas of required theoretical knowledge:

8.4.1. Aerodynamics and mechanics of flight with an auxiliary engine

  • Methods of inducing propeller thrust.
  • Propeller aerodynamics, important work modes, efficiency.
  • Aerodynamic characteristics of fixed and adjustable propeller.
  • Propeller jet effect, reaction moment, gyroscopic effect.
  • Aircraft coordinate system, MZK control means, efficiency, advantages and disadvantages.
  • Individual phases of take-off and landing.
  • Gradeability, performance curves, min. and max. speed.
  • Effect of altitude on climbability, theoretical and practical approach.

8.4.2. Aviation regulations, auxiliary engine flight procedures

  • Pre-flight inspection of ZK with auxiliary engine.
  • Fueling, safety measures.
  • Starting the auxiliary engine, engine test.
  • Selecting a flight route, going around and flying over obstacles.
  • Conditions for the arrival of a ZK with an auxiliary engine at an uncontrolled airport, procedure with and without a radio station.
  • Joint operation of ZK with an auxiliary engine and aircraft at an uncontrolled airport.
  • Separate operation of ZK with an auxiliary motor, surface parameters and obstacle planes.

8.4.3. Engines and propellers

  • The duty cycle of a two-stroke and four-stroke engine.
  • Two-stroke and four-stroke engine lubrication methods.
  • Methods of cooling petrol engines.
  • Composition and preparation of the mixture sucked into the cylinders.
  • Carburetor, principle, advantages and disadvantages.
  • Fuel injection, types, description, advantages and disadvantages.
  • Fuel systems, types, description, advantages and disadvantages.
  • Types of ignition of gasoline engines.
  • Types of reducers, meaning, advantages and disadvantages.
  • The performance, reliability and service life of the auxiliary engines used on the ZK.
  • Storage of the ZK auxiliary engine, the necessity of securing parts before falling into the propeller.
  • Control elements of ZK auxiliary engines.
  • Importance of engine warm-up before take-off.
  • Characteristic malfunctions of ZK auxiliary motors and their causes.
  • Propeller fixed, adjustable on the ground, adjustable in flight, construction, materials, advantages and disadvantages.
  • Propeller balance, gyroscopic and reaction moment.
  • Types of stress on the propeller in flight, principles of its fastening.

8.5. Ground training

8.5.1. Getting to know the engine design

Getting to know the basic parts of the auxiliary engine and their functions. Safety and reliability during operation. Methods of adjustment within the scope of routine maintenance.

8.5.2. Propeller

Familiarization with safety principles with an emphasis on the risks of injury from the propeller for the pilot and for third parties.

8.5.3. Differences in piloting a motorless ZK and a ZK with an auxiliary engine

Familiarization with the influence of the reaction moment of the propeller and sudden changes in thrust. Take-off abort procedure practice. Acquaintance with the procedure for landing with the engine running and off.

8.5.4. Pre-flight inspection (daily inspection)

Getting to know the pre-flight inspection with an emphasis on the most common mistakes. Inspection of the ZK, straps and buckles of the harness, stop and boundary ropes, rubbers, supports, condition of the carabiner, attachment of the rescue parachute (ZP) to the harness, handle and needle of the ZP. Inspection of harness, frame, back plate, anchorage of main strap to harness and plate, joints, mounts, exhaust pipe, wiring, intake and choke controls, tank, gear, shaft and propeller.

8.5.5. Setup and start-up training

Fitting into a harness and helmet without connecting the harness to the ZK. Emphasis on safety rules and preventing anything from being sucked into the propeller. Power unit starting and engine throttle control including maximum thrust mode.

8.6. Required scope of flight training:

Subjects taught minimum number of flights

Takeoff and landing 3 years

Transition to flight position 3 years

Approach with repeated take-off 3 years

Navigation flight 1 year

10 years in total

8.7. Flight training

The instructor chooses the take-off location in such a way that the take-off with the auxiliary engine is safe even in the event of a sudden engine failure. It must take into account the direction and strength of the wind, obstacles in the vicinity, the slope and surface of the runway, the thrust of the auxiliary propulsion unit, the minimum speed of the loaded ZK and the physical disposition of the pilot in training. The instructor will first demonstrate the start himself and verify that the start is safe under the given conditions.

8.7.1. Pre-start check (five-point check):

  • ZK – checking the correct setting of ZK with the auxiliary motor,
  • pilot – fastening into harness, checking ZP and helmet,
  • engine - idling at the propeller, starting, warming up and running at low and high speeds,
  • wind – wind direction and speed,
  • space – freedom of flight space in the vicinity of the start.

8.7.2. Takeoff and landing

The pilot in training starts his ZK with the optimal angle of attack and after detaching from the ground at a safe speed, continues the climb at full throttle. After reaching a height of 100 m AGL, it tries slight turns after the reaction moment and against the reaction moment of the propeller. After reaching a height of 300 m AGL, it shuts down the engine and lands in a predetermined area.

8.7.3. Transition to flight position

After a full throttle takeoff at 100m AGL, the pilot reduces the engine power to only climb slightly. He lowers the auxiliary legs to the flight position and during the next climb to 300 m AGL, he tries turns to both sides with an inclination of up to 30°. It will reduce the engine power to idle, extend the folding legs and land in a predetermined area with the spinning propeller.

8.7.4. Approach with repeated take-off

The pilot is approaching the landing area with the auxiliary engine at idle. He adds full throttle and takes off. A pilot in training learns to estimate at what height it is still safe to repeat the take-off and when it is necessary to turn off the engine and land.

8.7.5. Navigation flight

A flight lasting approximately 30 minutes along a route pre-specified by the instructor.

8.8. Theoretical exam

A trial test for expertise MZK pilot approved by the chief traffic inspector. The traffic inspector will confirm the result of the theory test in the personal sheet. In case of failure, the test can be repeated after 14 days at the earliest.

8.9. Practical exam

The practical exam follows within 90 days of a successful theoretical exam. The test is conducted by the traffic inspector in the presence of the instructor who conducted the training. Applicants for the auxiliary engine qualification must demonstrate mastery of practical skills in a solo flight. The traffic inspector evaluates preparation for flight, take-off, climb to 150 m AGL, figure eight with low pitch, figure eight with high pitch, engine shutdown and landing in a predetermined area. If all activities are evaluated with the worst grade 2, the exam is successful and they confirm it in the personal sheet. In case of failure, the test can be repeated after 14 days at the earliest.

 

Chapter 9. Tandem qualification

9.1. Requirements for the organization of tandem qualification training:

1) the training is conducted by a traffic inspector with a tandem qualification,
2) tandem ZK with adequate load capacity is equipped with wheels on the crossbar,
3) tandem ZK has liability insurance for flying in pairs.

9.2. Requirements for the inclusion of a pilot in training:

1) at least 18 years of age,
2) raid on ZK for at least 100 hours,
3) air raid on ZK at least 200 take-offs.

9.3. Takeoff and landing controlled by an inspector

Min. number of exercises: 2 years

The inspector chooses a starting place on a slight windward slope, the slope of which is less than or equal to the ZK glide. The inspector and pilot in training are tied to the ZK suspension by their harnesses so that the inspector lies 10 cm above the control bar and the pilot in training in the role of passenger is 10 cm higher. The inspector holds the ZK by the side bars resting on his shoulders. A pilot in training stands beside and behind him. They run together and the moment the buoyancy lifts the weight of the ZK from the inspector's shoulders, the inspector leans forward, feels the bottom tube of the trapdoor, freeing up space between the side traps for the pilot in training to push his shoulders between the side traps and both to smoothly transition into lying down At the same time, he tries to accelerate further until the ZK flies low above the ground. The pilot-in-training has a hand on the inspector's side on his shoulder, the other hand holding onto the lower bar. The landing takes place on wheels, the inspector and the pilot in training remain lying down until the ZK stops.

9.4. Takeoff and landing controlled by a pilot in training

Min. number of exercises: 3 years

The same role as in the previous exercise, but the pilot in training and the inspector switch roles. The pilot in training is strapped in lower, he carries the ZK during take-off and the inspector fulfills the role of passenger.

9.5. 180 and 360 degree turns controlled by a pilot in training

Min. number of exercises: 2 years with a total duration of 30 minutes

The exercise takes place on a sufficiently high hill. The option of using a slope or thermal ascent is advantageous. At take-off, the ZK is carried by a pilot in training and the inspector acts as a passenger. During the flight, the inspector has an outer hand on the lower bar and an inner hand on the shoulder of the pilot in training. Together, they shift their center of gravity forward for acceleration, carefully backward for deceleration, and sideways for turning. They transfer the center of gravity to the upper side in time to finish the turn. With a sufficient height reserve, the inspector can also simulate the behavior of a passenger who does not fully cooperate when driving by transferring weight. The landing takes place again on wheels.

9.6. Terms of fulfillment

In the last two exercises, the pilot-in-training's take-off, flight and landing technique was graded 1 by the inspector.

 

Chapter 10. TEST PILOT qualification

10.1. Requirements for the organization of test pilot qualification training:

1) the training is conducted by the chief traffic inspector.

10.2. Requirements for the inclusion of a pilot in training:

1) at least 18 years of age,
2) raid on ZK for at least 100 hours,
3) air raid on ZK at least 200 take-offs,
4) flight experience on at least 8 types of ZK.

10.3. Theoretical preparation in the total scope of at least 6 hours:

  • inspection of ZK before the flight,
  • the effect of wear and age of the ZK,
  • performance, stability, handling and center of gravity,
  • cross member tensioner,
  • binding and supports,
  • filling out the flight protocol.

10.4. Practical training:

1) inspection of ZK before the flight,
2) optimal adjustment of the center of gravity with both the crossbar tensioner enabled and tensioned,
3) verification of flight characteristics in all positions of the tensioner of the crossbar,
4) verification of laterally symmetrical adjustment with an enabled cross member tensioner,
5) verification of laterally symmetrical adjustment with tensioned cross member tensioner,
6) verification of steering forces at supports at the lower and upper limits of tolerance.

10.5. Terms of fulfillment

A pilot in training sensitively perceives the forces in control of the ZK, recognizes dangerous tendencies in time and can adjust the ZK so that it is safe and efficient at the same time.

 

Chapter 11. qualification INSTRUCTOR

11.1. Requirements for the organization of instructor qualification training:

1) the training is conducted by the traffic inspector.

11.2. Requirements for the inclusion of a pilot in training:

  • at least 18 years of age,
  • knowledge of the Czech language, spoken and written,
  • raid on ZK at least 100 hours,
  • raid on ZK at least 200 take-offs.

11.3. Theoretical preparation

A pilot in training learns not only to know all the chapters of the pilot's theoretical training very well and to understand the issues in depth, but also learns how to properly explain the material to beginners.

11.4. Practical training

A pilot-in-training learns to carry out all ground and flight pilot training exercises with a school ID card and a harness, with an excellent evaluation. They learn to explain piloting techniques and evaluate flight performance.

11.5. Theoretical exam

A trial test for expertise ZK instructor approved by the chief traffic inspector. The result of the theory test will be confirmed by the chief traffic inspector in the personal sheet. In case of failure, the test can be repeated after 14 days at the earliest.

11.6. Practical exam

The practical exam follows within 90 days of a successful theoretical exam. The test is conducted by the chief operating inspector in the presence of the inspector who conducted the training. The pilot-in-training must perform one flight from each flight training exercise with a pre-arranged indication of a typical beginner's error for the given exercise and correct this error in time. If the worst grade in each exercise is grade 2, the exam is successful and the chief operating inspector will confirm its achievement in the personal sheet. In case of failure, the test can be repeated after 14 days at the earliest.

 

Chapter 12. Appendices

12.1. Personal certificate of pilot qualification

12.2. Personal lift qualification certificate

12.3. Personal certificate of qualification auxiliary engine

12.4. Tandem qualification personal sheet

12.5. Test pilot qualification personal sheet

12.6. Instructor's personal certificate of qualification