MANUAL OF PROCEDURES ADDENDUM DOCUMENTSsahpa.co.za/docs/for_review_only_MOP_Addendum_version_2.5.pdf · South African Hang Gliding and Paragliding Association Official Manual of Operations

South African Hang Gliding and Paragliding Association Official Manual of Operations Page 1

The South African Hang Gliding and ParaglidingAssociation

Incorporating Powered Paragliding & Powered Hang Gliding

MANUAL OF

PROCEDURES

ADDENDUM DOCUMENTS(Revision 2.4)

INCORPORATING RULES & REGULATIONS FOR

HANG GLIDING AND PARAGLIDING IN THE

REPUBLIC OF SOUTH AFRICA

THE RULES & REGULATIONS FOR POWERED PARAGLIDING AREINCORPORATED IN ADDENDUM TO THIS MANUAL


MANUAL OF PROCEDURES ADDENDUM FORMS

Addendum A

Forms table ______________________________________________________________ 3

Addendum B

Hang Gliding Aero Towing _________________________________________________ 6

Hang Gliding Tow-Endorsement Application Checklist ______________________________ 8

Hang Gliding Hill Launch-Endorsement Application Checklist ________________________ 9

Hang Gliding Tandem -Rating Type Endorsement ________________________________ 10

Addendum C

Medical Fitness Certificate __________________________________________________ 12

Addendum D

Operations & Procedures - Powered Paragliding & Powered Parachutes ______________ 14

Addendum E

Powered Hang Gliding Rating, Manual, Recommendations and Training Syullabus ______ 32

Addendum F

Hang Gliding South African Aerotow Manual ____________________________________ 37

Addendum N

Mission & Code of Conduct__________________________________________________ 61

Addendum O

Communications Policy documentation ________________________________________ 65

Addendum P

Airshow Procedures _______________________________________________________ 68

Addendum R

Paragliding Ranking System ________________________________________________ 76

Glider Classes for PG Competitions in SA and class breakdown rules_________________ 79


Addendum A

Forms

SAHPA General Application & Renewal forms Form No’s

- General Licence Application / Renewal form CA 62-16

- TFI and Instructor Application / Renewal form Ca 62-31

- Currency Skill Test form CA 62.29

- Temporary Membership Application: Visiting Pilot CA 62.17

- International Pilot Proficiency Identification(IPPI) Card CA 62-18

- Medical Fitness form CA 62.22

- Abbreviated logbook form CA 62.33

Powered Paragliding & Parachute forms

- Powered Section Student Membership Application form

- Powered Paragliding Theory Exam

- Powered Parachute Pre-solo Questionnaire

- Powered Parachute Basic Licence Exam

- Powered Parachute Tandem Rating

- Powered Parachute Tandem Rating Exam

Hang Gliding & Powered Hang Gliding Forms

- Student Membership Application form CA 62.19

- Training Proficiency Programme for Hang Gliding R 62.29

- Hang Gliding Novice Licence Exam

- A - Licence Checklist CA 62.20

- A - Licence Exam

- B - Licence Checklist CA 62.21

- B - Licence Exam

- C - Licence checklist CA 62.22

- C - Licence Exam

- Hang Gliding Tandem Rating Type Endorsement

- Foot Launch Tandem Licence Theory Test

- Hang Gliding Tandem Licence Application

- Hang Gliding Aero Tow Endorsement Application Checklist CA 62.26

- Aero Tow Licence Theory Test CA 62-27


- Hang Gliding Tow- Endorsement Application checklist CA 62.26

- Hang Gliding Hill launch- Endorsement Application Checklist CA 62.28

- Hang Gliding Aero Tow TUG Endorsement Notification Checklist

- Hang Gliding Instructor Rating Checklist CA 62.23

- Hang Gliding Instructor Rating Written Examination

- PHG Rating Application Checklist CA 62.24

- Powered Hang Gliding Theoretical Knowledge Test

Paragliding Forms

- Paragliding Training Manual (all application forms included in Manual)

- Paragliding Sport Licence Application Checklist

- Paragliding Sport Licence Theory Test

- Paragliding Tandem Application

- Paragliding Tandem Syllabus

- Paragliding Tandem Flight Instructor Rating (TFI) Application CA 62.30

- Paragliding TFI Practical Checklist

- TFI – Tandem Flight Instructor Syllabus

- Reissue of licences and ratings

- Paragliding Tandem Exam Paper

- Paragliding Instructor Rating Application Checklist CA 62.32

- Paragliding Instructor Rating Written Examination

General Forms & Books

- School Registration Application form

- Site Registration Application form

- SAHPA Competition Bid Form

- SAHPA Accident & Incident Report Form

- Social Member Subscription form

- SAHPA Letterhead

- Display rating application form

- Microlighting and Hang Gliding Aero tow Manual

- Hang Gliding Instructor Manual

- SAHPA Logbook R 62.25

- SAHPA Fresh Air Site Guide

- TFI /Intro and Indemnity

- SAHPA Licence card R 62.40


All forms are available in a separate Pack


Addendum B

Hang Glider Aero TowingThe manual for aero towing will be referred to as addendum E and follows on in this document

Hang gliding aero tow endorsement notification check list

Pilots wishing to apply for their Aero Tow endorsement should check that they have all therequirements by entering the appropriate flight numbers and other details as required, in thespaces provided. This will assist the L&SO OR instructor in finalising the application as quickly aspossible.

Pilot Name:_________________________________ Date: _____________________

Practical Requirements for Aero Tow Rating:

Written and passed the SAHPA Aero Tow Rating theory exam. The theory exam must bepassed before pilots may attempt any solo practical requirements.

Test attached and percentage achieved: ………………………Date passed: ……….…………..

1. At least 8 Aero Tow flights to at least 1500ft AGL. (Copy of logbook attached).

Flight numbers: ……………………………………………...

2. At least 4 Aero Tow flights supervised by aero tow rated instructor.

Flight numbers: …………………………………………………………………………………………..

3. At least 4 Aero Tow flights in moderate thermic conditions.

Flight numbers: …………………………………………………………………………………………..

4. Additional to the above criteria in the case of the applicant being a Novice pilot

a) A minimum of 4 tandem aero tows with tandem Aero Tow Instructor before solo flights.

(All other flights must be supervised by AT Instructor)

Flight numbers: …………………………………………………………………………………………..

5. Additional to the above criteria in the case of the applicant being a Class A pilot:

a) A minimum of 2 aero tows with tandem Aero Tow Instructor before solo flights. (All

other flights must be supervised by AT Instructor)

Flight numbers: …………………………………………………………………………………………..

6. Satisfactorily demonstrated the following:Inspection and lay out of towing system used.

All signals for the launch marshal, Aero tow pilot and tug pilot

Accurate description of general towing procedures

Accurate description of most likely emergency situations and their remedies

Date and place of demonstration :……………………………………………………………………..


7. Remarks.: ………………………………………………………………………………………………

8. Copy of relevant flights in Logbook attached.

9. I declare that the above pilot is proficient in aero towing and I have endorsed the pilots logbook accordingly.

Signature of Instructor: ……………………………………Licence number: …………………….

Date of endorsement: ………………………………………………….………………………………..

The Pilot may partake in the privileges of endorsement once endorsed into the pilots log bookon condition that the checklist and other required documents are posted to SAHPA within 7days of the awarding of the rating.

It is the responsibility of the endorsing licensing officer to post this checklist to SAHPA with theappropriate fee, if applicable.

It is strongly advised that pilots keep a copy of this check list for their record.


HANG GLIDING TOW-ENDORSEMENT APPLICATION CHECK LIST

Pilots wishing to apply for their Tow-Endorsement should check that they have all therequirements by entering the appropriate flight numbers and other details as required, in thespaces provided.

Pilot Name: …………………………………………… Date: …………………………………..

Practical Requirements for Tow Endorsement:

1. Minimum of 5 Tow flights to at least 300ft AGL supervised by tow rated instructor (copy oflogbook with flights attached).

Flight numbers: …………………………………………..…………………………………………...

2. At least 1 tow flight in moderate thermic conditions.

Flight number: …………………………………………………………………………………………..

3. At least 2of the flights must be foot launched tow flights.

Flight number: …………………………………………………………………………………………..

4. Satisfactorily demonstrated the following:Inspection and lay out of towing system used

All signals used for communication between pilot, launch marshal and tow vehicle

Accurate description of general towing procedures

Accurate description of most likely emergency situations and their remedies

Date and place of demonstration: ……………………………………………………………………..

5. Total Tow flights during the endorsement: ………………………………….……………..

6. Flight numbers: …………………………………………………………….……………………

7. I declare that the above pilot is proficient in general tow launching and I have endorsed thepilots log book accordingly.

Signature of tow rated Instructor: ……………………………… Rating number: ……………….

Date of endorsement:……………………………..…………….………………………………..

The Pilot may partake in the privileges of the endorsement once endorsed into the pilots logbook on condition that the checklist and other required documents are posted to SAHPA within7 days of the awarding of the rating.


It is strongly advised that the pilot keeps a copy of all rating and endorsements check lists.


HANG GLIDING HILL LAUNCH-ENDORSMENT APPLICATION CHECKLIST

This rating is for pilots who have gained their novice licence by undertaking a course of towinginstruction. Pilots wishing to apply for their Hill Launch-Endorsement should check that theyhave all the requirements by entering the appropriate flight numbers and other details asrequired, in the spaces provided.

Pilot Name: ……………………………………………… Date: …………………………………..

Practical Requirements for Hill Launch Endorsement:

1. The pilot must have undergone at least one full day of foot launch training with a HGinstructor.

Date and place of training: …………………………………………………………………….………..

2. Pilot must show competency in hill launching techniques, including experience in:a) Light wind gradual slope launching.

Date and place of demonstration:………………………………………………Flight no: …………..

b) Strong wind launching.

Date and place of demonstration:………………………………………………Flight no: …………..

3. Satisfactorily demonstrate the following:Correct and safe take off sequence.

Appreciation of safe launch area

Appreciation of safe launch conditions

Pilot must be well versed on the dangers of flying close to mountains and hills.

Date and place of demonstrations………………………………………………………………………..

4. Total hill launch flights during the endorsement: …………………………………………..……..

5. Flight numbers: ………………………………………………………………………………………

6. I declare that the above pilot is proficient in hill launching and I have endorsed the pilotslog book accordingly.

Signature of Instructor: ………………………………………………Rating number: …………….

Date of endorsement: ………………………………………….……………………………….……..





HANG GLIDING TANDEM-RATING TYPE ENDORSEMENT

Pilots wishing to apply for a Hang Gliding Tandem Type Endorsement, should check that they have allthe requirements by entering the appropriate flight numbers and other details as required, in thespaces provided.

Pilot Name: ……………………………………………… Date: …………………………………..

Foot launch endorsement, General towing (static line, payout, reel-in), Aero towtandem,

1. Must have a valid Tandem-Licence.

Date of Tandem-Licence: ………………………………………………………………………….

2. Written and passed Section B of the tandem Hang gliding theory test with particularreference to the type of towing being applied for.

Test attached and percentage achieved: …………………………………………………………..

3. Agreement by Club Observer Committee.

Club: ………………………………… Date of meeting: …………………………………………..

Remarks: …………………………………………………………………………………………………

Signature of Instructor: …………………………………Date: ……………………………………..

AEROTOW

1. Must be aero tow rated with at least 25 solo aero tows (copy of log book showing flightsattached)

Date of Aero tow rating and no of flights: ……………………………………………………..….

2. At least 3 flights with tandem rated aero-tow pilot with at least one flight as P2 andone as P1.

Flight NumbersP1…………………………………P2…………………………………………….

I declare that the above pilot is proficient in the check out flights performed and I haveendorsed the pilots log book accordingly.

Signature of tandem rated aero-tow pilot ……………………………… Rating number: ……….

Date of endorsement: ……………………….

GENERAL TOWING

Must be tow rated with at least 25 solo general tows (copy of log book showing flights attached)

Date of Tow rating and no of flights: ……………………………………………………………………….

At least 3 flights with tandem rated-tow pilot with at least one flight as P2 and one as P1.

Flight Numbers P1…………………………………P2…………………………………………….



Signature of tandem rated tow pilot: ……………………………… Rating number: …………….


FOOT LAUNCHING

The first three flights must be with a tandem rated foot launch Instructor of which at least1 flight as P2 and 3 as P1. Total no of flights not less than 6. All flights to be supervised byTandem rated foot launch Instructor. (Copy of log book showing flights attached)

Flight Numbers P1………………………………… P2………………………………………….


Signature of tandem foot launch rated instructor: ……………………………… Rating number: ………






ADDENDUM C

Medical Fitness Certificate

1. Pilot's Declaration of Medical Fitness

This form shall be signed by every pilot before commencing training, and also at each licence renewal. Tandempilots must have the section overleaf signed by a medical practitioner.

I, ___________________________ (name in full) hereby declare that I have never suffered,nor suffer currently, from any of the following, which I understand may create, or lead to, adangerous situation in flight.

Epilepsy, Fits, Severe Head Injury;

Recurrent fainting, Giddiness or Blackouts. Unusually High Blood Pressure;

A Coronary;

Any defect or disability (including excessive eyesight deficiency) that may jeopardizeflight safety;

Any previously sustained injury that could affect my ability to control the aircraft.

I further declare that -

I am not regularly taking insulin for the control of Diabetes;

I am not addicted to any drug or narcotic substance (including alcohol) that may affectmy faculties in any manner that may jeopardize flight safety;

I do not suffer from any defect or disability (including excessive eyesight deficiency)that could affect my flying safety;

Any previously sustained injury that could affect my ability to control the aircraft.

In the event of my contracting, or suspecting, any of the above conditions in the future,I will not exercise the privileges of my pilot licence until I have been examined by asuitably qualified medical practitioner and be declared physically fit to fly hang glidersor paragliders, including powered hang gliders or paragliders.

Pilot's signature ________________________ Date __________________

1. Where a person feels unable to sign the Pilot's Declaration or where an aviation trainingorganisation or an authorised Licensing & Safety Officer is reluctant to accept the abovedeclaration, a Medical Practitioner’s Declaration may be submitted instead. (See overleaffor Doctor’s Declaration.)

2. A Medical practitioner’s Declaration is required in respect of the holder of a recreationalpilot licence with a tandem rating endorsement, in addition to the Pilot’s Declaration (ifany). See overleaf.


Medical Practitioner's Declaration

The Medical Practitioner's Declaration must be provided before pilots may carry passengers, or where a medicalcondition exists.

I, ....................................................................................................................................... (name in full) am –

I am the regular GP of the applicant

I am a CAA designated private pilot licence medical examiner

I am a Medical Doctor actively engaged in flying

Other (state) .................................…………………………………………

(tick as applicable)

I understand that the applicant wishes to engage in flying hang gliders or paragliders or tocarry passengers while engaged hang gliding or paragliding operations. (Delete portion not

applicable, if any)

In my opinion, it is safe for him/her to do so.

Full name of applicant in respect of which this declaration is issued:

Signed: ........................................................................................ Date: ..............

Medical Practitioner’s name and practice number:............................

Note:The following conditions may cause difficulty while flying. Any person who suffers, or hassuffered, from any of these conditions is advised to seek medical opinion:

Chronic Bronchitis, Severe Asthma, Chronic Sinus Disease, Chronic EarDisease, Eye Trouble (e.g. Inability to read a car number plate at 25 meters -corrective glasses may be used). Regular severe Migraine.

Diabetes in any form, Rheumatic Fever, Kidney Stones, Psychiatric Disorders,Severe Motion or Travel Sickness, Any condition requiring the regular use ofdrugs (includes any medication whatsoever).

Injuries which were previously sustained and which may inhibit control of anaircraft.

Exemptions

Exemption to the requirements above exists for pilots holding a current Student, Private orCommercial Pilot Licence, or equivalent Service, Medical Certificate. Foreign certificates may beaccepted provided there is proof that these meet the above standards.


Addendum D

OPERATION AND PROCEDURES

POWERED PARAGLIDING

&

POWERED PARACHUTES


Powered Paragliding (PPG)

CONTENTS:-

Part 1:

1. Ratings and licence requirements2. Training

Part 2:

1. Equipment2. Maintenance and care (see CAR 94.07.1(2))3. Documentation and records4. Conditions for flight and flight operations (see CAR 94.05.1)

Powered Parachutes (PPC)

Contents:

Part 1:

1. Ratings and Licensing Requirements

2. Training

Part 2:

1. Equipment

2. Maintenance and Care

3. Documentation and Records

4. Flight Operations and Conditions.


1. PART 1 – Power Paragliding (PPG)

1.1 Ratings and licence requirements

1.1.1 Recreational learner’s certificate

1.1.2 Basic

1.1.3 Sports

1.1.4 Tandem

1.1.5 Instructor

1.1.6 Class C (Tandem Flight Instructor)

1.1.7 Class B (PPG – Conversion Instructor)

1.1.8 Class A (PPG – Train from Scratch Instructor)

1.1.9 Trike (add-on)

1.1.10 Recreational Learners Certificate:-

This rating allows a student to operate only under close supervision of an instructor, tobe taught and when compliant with all requirements awarded a basic licence.

1.2 Ground requirements

1.2.1 Proper layout and pre-flight check of canopy and motor (including harness).

1.2.2 Has successfully completed a basic ground school.

1.2.3 Understanding of proper canopy packing, storage and care.

1.2.4 Site analysis including wind direction and velocity, terrain shape, obstructions andengine-out planning.

1.2.5 Proper canopy handling and ground control.

1.2.6 Understands basic operation of the motor including at least two ways to shut it off andwhat to look for on pre-flight run-up.

1.2.7 Restricted radiotelephony operator’s certificate.

1.3 Launch, landing and inflation

1.3.1 Two forward inflations with visual canopy check each time.

1.3.2 Two controlled reverse inflations with proper surge dampening.

1.3.3 Half minute of controlled kiting overhead in a steady wind.

1.3.4 Demonstrate a method of establishing proper connection to the wing with cleared linesand risers just prior to inflation.

1.3.5 Demonstrates two flights with at least two 90° turns each.

1.3.6 Take off and landing area should allow unimpeded climb and landing approach withoutmanoeuvring below 100ft AGL.

1.3.7 All training flights must be undertaken with reliable radio communication betweenstudent and instructor, with the student wearing a proper headset/helmet with built incommunication equipment which includes ear defenders to reduce engine noise.(Standard PG helmets with built in speakers are not acceptable)

1.3.8 Each flight should be preceded by a flight briefing and followed by a debriefingimmediately after each flight by the instructor.

i.

1.4 Basic

This rating allows a pilot to fly solo without instructor supervision.


1.4.1 Ground requirements

1.4.1.1 Has passed both PG and PPG written exams.

1.4.1.2 Has completed a minimum of 35 logged flights, 10 flights on PPG if pilot isalready a qualified PG pilot.

1.4.1.3 Set up and pre-flight the glider, harness and reserve (if used).

1.4.1.4 Completed a minimum of 4 hours airtime on a PPG

1.4.1.5 Explain the basics of airspace as it pertains to PPG and how to determinelegal flight areas from sectional charts.

1.4.1.6 Hold a valid

1.4.1.6.1 Class 2 medical certificate issued in terms of Part 67, if theprivileges of the licence are to be exercised for Instructional Flightexperience purposes

1.4.1.6.2 Class 4 medical certificate issued in terms of Part 67, if theprivileges of the licence are to be exercised for non-instructionalFlight experience purposes

1.5 Launch, landing and inflation

1.5.1 Completes 3 out of the last 4 forward inflations with visual canopy check each timefollowed by launch

1.5.2 Completes 3 out of the last 4 controlled reverse inflations with proper surge dampeningfollowed by launch

1.5.3 Two minutes of controlled kiting overhead in a steady wind.

1.5.4 Five safe, smooth power-off landings within 10 meters of a target and into the wind.

1.5.5 Explain the right of way traffic rules.

1.5.6 Explain how to maintain directional control during and correct for an asymmetric wingfold of 25% of the wingspan.

1.5.7 To maintain this rating a minimum of 5 hours and 10 flights per annum are required.Failing to comply with this will result in completing a proficiency test by a qualifiedinstructor.

1.6 Sport

This rating should enable a pilot to fly any site as deemed safe by the pilot.

1.6.1 Ground requirements

1.6.1.1 Pilot uses good judgment and has a level of maturity appropriate with the rating.

1.6.1.2 Has received training in and understands right of way rules, CAA regulations,sectional charts, airspeed control, collapses, stalls, spins and turbulence-induced collapses and is familiar with the canopy owner’s manual.


1.6.2 Launch, landing and inflation

1.6.2.1 Min Requirements – All PPG and PG (Conversion) pilots must have done aSTD PG SIV practical course. (Ref to PG SIV Training, Ref# 3.2.3 of SAHPAMOP)

1.6.2.2 All landings are safe, smooth, on the feet, in the desired touchdown area and incontrol.

1.6.2.3 Five safe, smooth power-on landings within 2 meters of a target and into thewind.

1.6.2.4 Five safe, smooth power-off landings within 5 meters of a target and into thewind.

1.6.2.5 Demonstrates smooth transition from decent to climb in a go-aroundmanoeuvre with minimum surging

1.6.2.6 Flight experience – minimum 100 flights and 50 hours.

1.6.2.7 Has had basic rating for at least 6 months.

1.6.2.8 To maintain this rating a minimum of 20 hours or 40 flights per year arerequired. Failing to comply with this will result in reverting back to basic ratingand completing a proficiency test by a qualified instructor.

1.7 Tandem

The Tandem rating allows a pilot to carry passengers for recreational purposes and fun flying.The holder of this rating is not allowed to fly people for reward, payment or any other meansof compensation at any given time or place. The holder of this rating will also be expected tocomply with the set requirements upon being issued with the licence as set in the PPGlicence requirements. Failing to comply with this ruling can result in suspension of the licenceor rating.

1.7.1 Requirements

1.7.1.1 The pilot must hold a Tandem Rating (usually, but not necessarilyearned as a paragliding tandem rating). A holder of a tandem rating usually hasunquestionable paragliding experience, so there is no minimum number of PGflights required before tandem PPG. A PPG only pilot will need to havecompleted the Basic and Sport licences before commencement of the tandemlicence.

1.7.1.2 The pilot must hold a valid Powered Paragliding Licence and must have at least150 PPG flights logged AFTER PPG licensing (i.e. not including his PPGtraining flights). 10 flights minimum to be flown with a tandem rated B gradeInstructor or higher with at least one as the passenger. After all instruction andwritten Tandem Tests have been submitted with a letter from the traininginstructor the Safety and licensing officer can issue the tandem rating. If thetandem pilot shows that he is not competent anymore or is placing hispassengers at risk then his licence may be withdrawn at anytime.

1.7.1.3 A Tandem Certified wing must be used. Not just a wing that is large enough, itmust be certified as suitable for tandem flying.

1.7.1.4 A Tandem Rated Reserve Parachute MUST be carried on ALL tandem PPGflights (same requirement as for tandem PG flights).

1.7.1.5 The Paramotor must be powerful enough to launch the combined weight of bothpilot and passenger and must be capable of a reasonable climb-rate for asustained period. Note: The Paramotor need NOT be certified for tandem flying;however it should be designed for such use (more about this later).

1.7.1.6 An airband radio is essential (as it is for solo PPG), however an intercomsystem between pilot and passenger, especially if it is VOX operated, is highlyrecommended. These days, it is possible to get an all-in-one communicationssystem, helmets and headsets that allow radio operations as well as intercomsbetween pilot and passenger. In order to commence tandem flying, the pilot


having met all the above criteria, should proceed as follows:

1.7.1.6.1 The pilot must have at least 10 solo flights on the specific motor heplans to use for tandem, for the purposes of familiarization,BEFORE attempting to take a passenger.

1.7.1.6.2 Before attempting any tandem flights, do a full hang-check with themotor, pilot and a passenger, suspending the equipmentfrom some overhead support (roof rafters in a garage, or similar).Get to know all the adjustments of the motor/harness combination,and how these are affected by different pilot/passenger weights.Strap yourself into the passenger harness too (with a buddy in thepilot harness) and get to know how the passenger adjustments aremade and fine- tuned.

1.7.1.6.3 The next 20 tandem flights after licensing should be with anotherlicenced PPG pilot as passenger. Even though the passenger maybe a licenced PPG pilot, every flight should be done with the fullpre-flight briefing to the "passenger", for the purposes of developinga comprehensive and thorough pre-flight briefing. The passengerhere (being a PPG pilot) can assist in the development of thebriefing "patter", so ask for his feedback and ideas, before and aftereach flight. If another Tandem Rated PPG pilot is available, it wouldbe wise to do a few flights as passenger too, this would prepareyou to know what to tell your passengers what to do and what toexpect.

Note: The development of a comprehensive pre-flight briefing foryour passengers is essential. Do not skimp on this. Also ensure youdevelop a thorough pre-flight check of the passenger, his harness,buckles, straps, adjusters, etc. Note: If no other PPG pilot isavailable as a passenger, you may use a licenced PG pilot instead,but with added caution.

The first few flights should be in perfect conditions, a steady breeze(enough for a reverse pull-up) and an oversized field. Do notattempt zero-launches (zero wind, zero slope) too early. As withsolo PPG, the most difficult and most dangerous part of tandemPPG flying is the zero-launch. Towards the end of this stage,practice at least a few zero-launches before progressing on to thenext stage.

1.7.1.6.4 After these first Ten flights (with a PPG pilot as passenger), youmay progress onto taking non-pilots as passengers. It is essentialthat you proceed with increased caution, especially withpassengers of different weights (affecting themotor/harness/suspension trim), and especially with passengersthat weigh more than the pilot!

1.7.1.6.5 Completed 2 flights of over 30 minutes.

1.7.1.6.6 Flown 3 flights with different weighted passengers

1.7.1.6.7 Flown at an inland sites above 1200m ASL and at Sea level

1.7.1.6.8 Flown as pilot in command with two Tandem rated pilots of differingweights to experience and understand the influence and effect ofdifferent wing loadings.

1.7.1.6.9 Complete Manoeuvres as documented in the SAHPA Manual ofProcedures.

1.7.1.6.10 Must have a valid “Class 4” medical certificate.

Again, try to avoid zero-wind launches in the early stages if at allpossible.


1.7.1.7 Gaining experiencewith each tandem flight you need to evaluate your own performance, you needto improve your pre-flight briefing of the passenger, you need to debrief thepassenger after each flight for evaluation and assessment to identify areas ofpossible improvement.

Tandem PPG flying can be very rewarding, to share your flying experience withyour friends and family. However, you need to be twice a diligent as flying soloPPG.

Do NOT forget your pre-flight checks of the equipment, as well as the post-flightinspections.

Do NOT skimp on the pre-flight briefing of the passenger, especially a personthat has not flown before.

Even the slightest problem with the motor must be dealt with promptly. Smallproblems quickly escalate into major problems, especially with the addedcomplication of a passenger onboard. It’s not only your own life at stake now,you are now also responsible for the safety of another life.

1.7.1.8 EquipmentWe tend to fly PPG with wings that often have only a PG certification and nopowered certification. Powered certification is often done at a higher wing-loading than un-powered certification. For example, a typical medium sized soloparaglider may have a PG certified weight range of 80-105kg all up flyingweight, however if the same wing is certified for powered flying too, it will likelybe rated at 80-140kg all up powered flying weight. For this reason, even wingsthat do NOT have powered certification, are typically flown at these higherwing- loadings under power.

1.7.1.9 A suitable tandem reserve compulsory, must be used for all tandem flights.

There is no legal requirement that a wing must have powered certification forPPG, however it is nice to have for peace of mind, especially with the addedcomplications of tandem under power.

1.8 INSTRUCTOR

1.8.1 “CLASS C”: PPG Tandem Flight Instructor

This Rating as Class C instructor, also revered to as TFI (Tandem Flight instructor)allows a pilot:

Tandem Flight Instructors may take members of the public for an instructionalflight experience for remuneration for reward.

Tandem Flight Instructors may take students as passengers on instructional flightsfor reward.

1.8.1.1 Minimum Requirements for Application:

1.8.1.1.1 Tandem PG or PPG Licence held for minimum one year

1.8.1.1.2 Minimum PPG Tandem Requirements.

1.8.1.1.3 Total of 250 Flights (tandem) for PPG Pilots only

1.8.1.1.4 Conversion PG Tandem Pilots with a total min 30 Tandem flight.

1.8.1.1.5 PPG pilots only (non conversion PG Pilots) 50 Tandem flightslogged or 25 Tandem hours logged.


1.8.1.1.6 Must be current (at least 10 tandem flights flown in past 6 months).

1.8.1.1.7 Incident free for last six months.

1.8.1.1.8 Must have signed and adhere to code of conduct (Airmanship).

1.8.1.1.9 Must have a valid “Class 2” medical certificate

1.8.1.2 Practical Flight Test:

1.8.1.2.1 Two Check Flights as pilot in command, with designated tandeminstructors.

1.8.1.2.2 Present sign off from registered school and Class A instructor, forfollowing manoeuvres, or demonstrate on a Tandem PPG:

1.8.1.2.3 Pendulum control

1.8.1.2.4 Spiral (8 – 12m/s) demonstrating controlled exit

1.8.1.2.5 Two consecutive 360Deg Turns within 20sec with accurate on headingexit.

1.8.1.2.6 Target landings with in 25 meters of a dedicated spot.

1.8.1.3 Other Requirements:

1.8.1.3.1 Pass Theory Exam

1.8.1.3.2 Application must be signed of by A Rated Instructor

1.8.1.4 Operating limitations for Tandem Flight Instructors;

1.8.1.4.1 Tandem Flight Instructors may take members of the public for aninstructional flight experience for remuneration.

1.8.1.4.2 Tandem Flight Instructors may take students as passengers oninstructional flights.

1.8.2 “CLASS B”: PPG Conversion-Instructor Requirements

For PPG Pilots And PG Instructors

1.8.2.1 Requirements for PPG Pilots

1.8.2.1.1 Must have logged 300 flights or 150 hours on a PPG

1.8.2.1.2 Must have held the PPG licence for 24 months

1.8.2.1.3 Must have trained under PPG (“Class A”) Instructor for 20 days(Days to be logged and submitted with application).

1.8.2.1.4 Write and pass the PG Instructor exam

1.8.2.1.5 Have a 6-months incident-free PG and PPG flying record.

1.8.2.1.6 Valid First Aid Certificate.


1.8.2.2 Requirements for PG Instructors

(Must be a current PG Class B Instructor)


1.8.2.2.2 Must have held PPG Licence for 6 months


1.8.2.2.3 Must have held PG Instructor rating for 12 months

1.8.2.2.4 Must have licenced 6 PG students since becoming “PG Instructor”.(Names of PG students to be submitted with application)

1.8.2.2.5 Must have trained under PPG (“Class A”) Instructor for 5 days anda minimum of 25 hours. (Days and hours to be logged andsubmitted with application).

1.8.2.2.6 Have a 6-months incident-free PG and PPG flying record.



1.8.3 “CLASS A”: PPG Train-from-Scratch Instructor Requirements

For “Class B” PPG Instructors (without PG Instructor rating)

And

“Class B” PPG Instructors (with PG Instructor rating)

1.8.3.1 Requirement for “Class B” Instructor without PG Instructor Rating


1.8.3.1.2 Must have held PPG Licence for 36 months

1.8.3.1.3 Signed off by “Class A” PPG Instructor or PG Instructor

1.8.3.1.4 Must have licenced 6 students since becoming a Class B instructor.(Names of students to be submitted with application).

1.8.3.1.5 Must have held a Class B Instructor rating for 12 months.

1.8.3.1.6 Have a 6-months incident-free PG and PPG flying records



1.8.3.2 Requirements for “Class B” Instructor with PG Instructor rating

(Must be a current PG Instructor)


1.8.3.2.2 Must have licenced 6 PPG students since becoming a Class Binstructor. (Names of students to be submitted with application).

1.8.3.2.3 Must have held a Class B Instructor Rating for 12 months

1.8.3.2.4 Have a 6-months Incident-free PG and PPG flying record



1.8.4 PPG TRIKE Conversion (ADD ON)

This rating would provide the pilot with the necessary skills to safely launch a PPG on

a detachable trike. These trikes are generally used with standard paramotors that can

also be used in foot-launched flying.

1.8.4.1 Requirements

1.8.4.1.1 Demonstrates the ability to accurately assess conditions whichallow for safe trike launch (weather, field conditions, wing weightrange and rating, etc.)


1.8.4.1.2 Demonstrates the ability to accurately pre-flight the trike andcanopy prior to flight (motor/trike connection, canopy layout,avoiding wheel/line entanglements, etc.)

1.8.4.1.3 Demonstrates the ability to centre the canopy overhead usingprimarily break toggle input and minimal nose wheel steering.

1.8.4.1.4 Demonstrates appropriate use of power to maintain canopypressurization during launch.

1.8.4.1.5 Demonstrates 5 successful no-wind launches.

1.8.4.1.6 Demonstrates an understanding and control of higher approachspeed due to greater wing loading.

1.8.4.1.7 Demonstrates properly timed flare on landing.

1.8.4.1.8 Demonstrates 5 successful landings with proper canopy control anddeflation.

1.8.4.1.9 Tandem flights are only allowed after a tandem rating has beenobtained as covered in the Tandem Licence.


2. PART 2 – Power Paragliding (PPG)

2.1 EQUIPMENT

2.1.1 Paramotor engine with protective cage including harness.

2.1.2 Paraglider wing approved in terms of SAHPA regulations.

2.1.3 Boots with ankle support recommended but not compulsory.

2.1.4 Helmet, highly recommended and compulsory for all training flights, tandem flights(pilot and passenger), and for all PPG competition tasks at the discretion of the taskdirector

2.1.5 Reserve parachute certified for pilot weight compulsory.

2.1.6 Airband radio and headset. Required as per aviation regulations. I.e. for any flight orpart thereof that exceeds 1000ft AGL, for all flights that approach within 10 nauticalmiles of an active airfield or within 10 nautical miles of any controlled airspace, forall flights that follow along or intersect with any known traffic route, including theentire coastline of SA.2.1.7

2.1.7 Some means of monitoring altitude and rate of climb/descent reasonably accurately,e.g. altimeter, vario, GPS receiver with GPS altitude indication.

2.1.8 Navigation equipment on cross-country flights is highly recommended, e.g. GPSor navigational charts.

2.2 MAINTENANCE (SEE CAR 94.07.1(2))

During training the necessary knowledge and understanding of the equipment will be

obtained to keep equipment in good running order and make minor repairs when required.

Every pilot is responsible for the maintenance; safety and airworthiness of his/her own

equipment. It is recommended that major repairs be undertaken by qualified people.

2.3 DOCUMENTATION AND RECORDS

Every pilot shall keep a log of every flight longer than 60 seconds and have same available

for inspection by any Authorised person should it be deemed necessary.

2.4 CONDITIONS FOR FLIGHT AND FLIGHT OPERATIONS (SEE CAR94.05.1)

2.4.1 No person shall fly a powered paraglider

2.4.1.1 By night

2.4.1.2 In meteorological conditions less than those prescribed as suitable for flightunder VFR.

2.4.1.3 Within controlled airspace, unless cleared by and on conditions prescribed byATC.

2.4.1.4 Within 5nm from an aerodrome reference point unless established, unmannedaerodrome procedures for the particular aerodrome can be adhered to.

2.4.2 Semi-circular rule

When operating a PPG in accordance with VFR at a height of less than 1500ft AGL, it

will not be required to comply with the semi-circular rule. When operating at an altitude

higher than 1500ft AGL, such PPG shall fly at an appropriate flight level selected

according to magnetic track from the table as prescribed in DOC SA-CATS-OPS 91,

unless otherwise directed by an air traffic service unit.


2.4.3 Heights

Except for taking off and landing or with prior written approval of the Commissioner no

PPG

2.4.3.1 May be flown over built up areas or over an open air assembly of persons at aheight less than 1000ft above the highest obstacle within a radius of 2000ftfrom the PPG.

2.4.3.2 Shall circle over or do repeated over flights over an open air assembly ofpersons at a height less than 3000ft above the surface.

2.4.3.3 When flown elsewhere than specified in first sub-paragraph above, shall beflown at a height deemed safe by the pilot in command above ground or waterand the flight can be made without nuisance or hazard to persons or propertyon the ground or water.

2.4.3.4 Shall operate at a height higher than 19500ft above MSL.

2.4.4 The pilot in command of a powered paraglider may use any suitable area to launchand land provided permission was obtained from the owner of the site or the LocalAuthority having jurisdiction over such area.

2.5 Tandem operations

2.5.1 For the purposes of tandem operations a Tandem reserve parachute is compulsory.

2.5.2 No person may operate a tandem PPG without a valid tandem rating.

2.5.3 Helmets are compulsory for pilot and passenger during tandem flights

2.5.4 Suitable tandem power plant and tandem rated Paragliders are compulsory.

2.5.5 A hook knife is advisable but not compulsory.

2.6 Additional Ratings (PPG or PPT)

2.6.1 Public Display Endorsement

The PDR (public display rating) is needed to perform at aviation organized eventslike air shows, public events in built up areas and any other public relatedgatherings. The reason for this rating is because flying at events like these requiresa much higher knowledge and skill level than flying normal advertising for examplenext to the coastline over beaches.

2.6.2 Requirements

2.6.2.1 Hold a minimum of a Sport Pilot Licence with 250 hours PIC (pilot incommand) or more and 24 months experience.

2.6.2.2 Have a satisfactory safety record and safety orientated attitude to flying asapproved by the committee or Licence and Safety Officer.

2.6.2.3 Have the proper knowledge about Airspace patterns, Display techniques andSTD airfield Patter

2.6.2.4 Hold a current restricted radio licence.

2.6.2.5 Have a 6-months incident-free PPG, PPT or PPC flying record.

2.6.2.6 Valid First Aid Certificate.

2.6.2.7 Must have a valid “Class 2” medical certificate

2.6.3 Training

2.6.3.1 Have a satisfactory safety record and safety orientated attitude to fly tandemas approved by the committee or Licence and Safety Officer.

2.6.3.2 To be advised by a Grade A Instructor and signed off as competency.


3. PART 1 -Powered Parachutes (PPC)

3.1 Ratings and Licensing Requirements

3.1.1 Recreational learner’s certificate

3.1.2 Basic

3.1.3 Tandem

3.1.4 Instructor

3.1.4.1 Class C (PPC - Tandem Flight Instructor)

3.1.4.2 Class B (PPC – Assistant Instructor)

3.1.4.3 Class A (PPC – Train from Scratch Instructor)

3.2 Recreational Learners certificate

Recreational Learners certificate will be issued to all people during their training processand it will be current for six months since date of issue. No solo flying is allowed with onlythis licence prior to the Instructor’s decision to allow the student to do so. After then it isallowed only under strict Instructor supervision. No prior requirements are needed before theissuing of this licence and training commences.

3.2.1 Requirements

To obtain a Recreational Learners certificate the student must provide thefollowing:

A letter from his/her GP that states general good health and the clearance topartake in Aviation related activity. (Class 4 Medical Certificate) not be anepileptic victim or, suffer from any other medical condition that might endangerhis/her life or the life of others.

3.3 Basic Pilot Licence

The Basic pilot licence is the first milestone in your PPC flying career. This licence will bereceived once all the requirements are met that has been set inside the PPC licensingsyllabus. The holder of the BPL (basic pilot licence) has the necessary skill and experienceto perform safe and successful solo flight within the allowed licensing limits. Pilots with thisspecific licence rating are NOT allowed to fly with passengers of any kind. Failing to complywith this ruling can result in suspension of the licence.

3.3.1 Requirements

3.3.1.1 Minimum of 3 hours dual training and 7 hours solo flight with a min of 20Flight.

3.3.1.2 Show proper skill and knowledge in the required fields nl. Principles of flight,Meteorology, Engines, Airframes and Wing design and Air law.

3.3.1.3 Pass the written theoretical exams.

3.3.1.4 Passed practical requirements

3.3.1.5 Hold the necessary medical certificate as detailed in SA CARS part 67 andSA Cars part 62

3.3.1.6 Obtain a restricted radio licence as presented by a CAA qualified person.

3.4 Tandem Licence

The Tandem rating allows a pilot to carry passengers for recreational purposes and funflying. The holder of this rating is not allowed to fly people for reward, payment or any othermeans of compensation at any given time or place. The holder of this rating will also beexpected to comply with the set requirements upon being issued with the licence as set in


the PPC licence requirements. Failing to comply with this ruling can result in suspension ofthe licence or rating.

3.4.1 Requirements

3.4.1.1 Minimum of 30 hours total time as PIC (After Basic Licence) (Pilot inCommand) and more than 70 take off and landings logged.

3.4.1.2 Pass a skill test demonstrating the required tasks and manoeuvres.

3.4.1.3 Pass the necessary written exams.


3.4.1.5 Hold a current basic level first aid certificate



3.5 “CLASS C”: PPC Tandem Flight Instructor

The C grade Instructor rating allows a pilot to fly people for reward if they are instructing asper the Tandem Flight experience course. The requirements for this rating involve a veryhigh level of experience and skill to ensure the safety of the public that might choose topartake in such a flight experience. Requirements are set in the PPC licensing layout.

3.5.1 Requirements

3.5.1.1 Minimum of 150 hours total time, 80 hours tandem and 2 years experienceor 300 flights, of which 100 at least as tandem flights.


3.5.1.3 Must have passed the necessary theory examination

3.5.1.4 Must have complied with the necessary practical requirements as detailed inthe SAHPA manual of procedures


3.5.1.6 Hold a current basic level first aid certificate

3.5.1.7 Hold a current restricted radio licence

3.5.1.8 Minimum PPC Tandem Requirements.

3.5.1.9 Incident free for last six months.

3.5.1.10 Must have signed and adhere to code of conduct (Airmanship).


3.5.1.12 Practical Flight Test:

3.5.1.12.1 Two Check Flights as pilot in command, with designated tandeminstructors.

3.5.1.13 Present sign off from registered school and Class A instructor,for following manoeuvres, or demonstrate on a Tandem PPC:

a) Pendulum control

b) Demonstrate 5 Cross wind ground control during pull upand correction towards take.

c) Spiral (8 – 12m/s) demonstrating controlled exit


d) Two consecutive 360Deg Turns within 20sec withaccurate on heading exit.

e) Target landings with in 25 meters of a dedicated spot.

f) Demonstrate 5 engine out landings with instructor andland within a designated area.

3.5.2 Other Requirements:

3.5.2.1 Pass Theory Exam

3.5.2.2 Application must be signed of by A Rated Instructor

3.5.3 Operating limitations for Tandem Flight Instructors;

3.5.3.1 Tandem Flight Instructors may take members of the public for aninstructional flight experience for remuneration.

3.5.3.2 Tandem Flight Instructors may take students as passengers on instructionalflights.

3.6 “CLASS B”: PPC Assistant instructor

To become an Instructor in any Aviation related activity is a very responsible matter and onlythe individual that meets up to all the requirements should be allowed to receive such arating. To ensure that all Instructors teach their students to the same standard as set by thesyllabus they have to undergo training to teach them the means and methods to teachothers. It is the duty of an Instructor to make sure that his/her student complies with therequirements upon submitting an application for any licence or rating to the NS&LO. A gradeinstructor may oversee the training procedures of an Assistant Instructor.

3.6.1 Requirements

3.6.1.1 Minimum of 150 hours PIC (Pilot in Command), holder of a tandem rating forat least 12 months.

3.6.1.2 Pass the written Assistant Instructor’s exam.

3.6.1.3 Have a satisfactory safety record and safety orientated attitude to fly tandemas approved by the committee or Licence and Safety Officer and signed offby a Class A instructor.

3.6.1.4 Hold a current restricted radio licence

3.6.1.5 Have a 6-months incident-free PPC flying record.



3.7 “CLASS A”: PPC Instructor

Class A Instructor may teach any level of PPC training as well as instruct Instructors toperform their required duties in the correct manner. This is the highest level of InstructorLicence in this field.


3.7.1 Requirements

3.7.1.1 Minimum or 500 hours PIC (pilot in command), holder of a Commercialrating for at least 24 months and Junior Instructor rating for at least 12months.

3.7.1.2 Pass Practical Exam requirements and be signed off by a Senior Instructor.



3.7.1.5 Have a 6-months incident-free PPC flying record.



3.8 Additional Ratings – (PPC) Public Display Endorsement

The PDR (public display rating) is needed to perform at aviation organized events like airshows, public events in built up areas and any other public related gatherings. The reasonfor this rating is because flying at events like these requires a much higher knowledge andskill level than flying normal advertising for example next to the coastline over beaches.

3.8.1 Requirements

3.8.1.1 Hold a minimum of a Pilot Licence with 250 hours PIC (pilot in command)or more and 24 months experience.

3.8.1.2 Have a satisfactory safety record and safety orientated attitude to flying asapproved by the committee or Licence and Safety Officer.

3.8.1.3 Have the proper knowledge about Airspace patterns, Display techniquesand STD airfield Patter


3.8.1.5 Have a 6-months incident-free PPG, PPT or PPC flying record.



3.8.1.8 Under No circumstances will you be allowed to fly tandem during anydisplay.

3.8.2 Training


3.8.2.2 To be advised by a Grade A Instructor and signed off as competency


4. Part 2– Power Paragliding (PPG)

4.1 Equipment

4.1.1 Powered Parachute Unit with Prop protection cage, seats with safety belts and steerable front wheel.

4.1.2 Powered Parachute Wing built by certified manufacturer and approved in terms ofSAHPA regulations

4.1.3 Certified attachment webbings or cables only(Min 1000kg)

4.1.4 Helmet, recommended but not compulsory.

4.1.5 Boots or closed shoes, recommended but not compulsory

4.1.6 Airband radio and headset.

4.1.7 Vario / altimeter.

4.1.8 Navigation equipment on cross country flights recommended.

4.2 Maintenance and Care

During training the necessary knowledge and understanding will be obtained to keepequipment in good running order and to make minor repairs when required. Every pilot isresponsible for the maintenance, safety and airworthiness of his/her own machine andequipment. It is recommended that any major repairs be done by a qualified person.

4.3 Documentation and Records

Every pilot shall keep log of every flight done as well as every Take Off and Landingperformed during every flight. This documentation must be available for inspection by anyAuthorized person should it be deemed necessary. If the aircraft is equipped with atachometer every pilot flying it would be responsible to update the flight booklet beforeleaving the aircraft after every flight.

4.4 Flight Operations and Conditions

No person shall operate a Powered Parachute Unit:

4.4.1 Conditions and Area

4.4.1.1 By Night

4.4.1.2 In meteorological conditions less than those prescribed as suitable for flightunder VFR rules.

4.4.1.3 Within controlled airspace unless cleared to do so by an ATC controller or anyother authorized person.

4.4.1.4 Within 5 nm from an aerodrome reference point unless established,unmanned aerodrome procedures for the particular aerodrome can beadhered to.

4.4.2 Semi-circular Rule

4.4.2.1 When operating a Powered Parachute Unit in accordance with the VFR rulesat a height of less than 1500ft AGL, it will not be required to comply with thesemi-circular rule. When operating higher than 1500 ft AGL, such a PPC shallfly at an appropriate flight level selected according to the magnetic track fromthe table as prescribed in DOC-SA-CATS-OPS 91, unless directed otherwiseby an air traffic service unit.


4.4.3 Heights

Except with Take Off or Landing, or with prior arrangement of the Commissioner noPPC:

4.4.3.1 May be flown over built up areas or over an open air assembly of people at aheight of less than 1000 ft above the highest obstacle within a radius of 2000ft from the PPC.

4.4.3.2 Shall fly repeatedly over an open air assembly of persons with less than 3000ft AGL.

4.4.3.3 Shall be flown at an altitude deemed safe by the pilot in command when flyingover any land or water feature and at a height that will not cause hazard ornuisance to ant person or property.

4.4.3.4 Shall not operate at a height higher than 19500 ft above MSL.

4.4.4 Take Off and Landing Areas

The Pilot in command may use any suitable area to Take Off or Land provided thatprior arrangement has been made with landowners of the site or with the localAuthority that has jurisdiction over such areas.

4.4.5 Tandem Operations.

4.4.5.1 No person without the required rating shall fly tandem

4.4.5.2 Helmets are compulsory for tandem operations

4.4.5.3 Tandem flights shall only be flown with dual seated PPC units and therequired wing size not smaller than a 500sq ft wing is advised.


Addendum E

Powered Hang Gliding Rating

Manual, Recommendations and

Training Syllabus.

Definition

Powered hang gliding is defined as the use or aid of any motor device attached to a hang gliding wingwith the primary goal of achieving soaring flight.

Mission statement

To promote the safe practice of powered hang gliding.

Category types

SAHPA recognizes the following types of PHG.

Prone type – flying head first above the barSuprone type – flying feet first above the barSupine type – fly feet first below the bar

Each type entails some criteria that are specific. Where this is the case the differences must beclearly pointed out by the instructor. Each of these types may use only certified hang gliding wings forPHG application.

Use of wheels

While hang gliding type aircraft have always had a criteria of being capable of foot launching andlandings, modern trends have dictated new hang gliding categories that specifically recognizes hanggliding types that are not suitable, nor capable for foot launching, yet remain a hang glider bydefinition. For the same reason, SAHPA have moved with modern development and trends and nolonger recognizes the restriction of the use of wheels (This would be highly irresponsible of the caretakers of the sport). It has proven extremely beneficial to use wheels on some of the types of poweredhang gliders. With safety and the long term prosperity of the sport in mind it is logical then that the useof wheels is specifically not excluded. The main criteria is that one may only use certified hang glidingwings that upon removal of said wheels can demonstrate safe foot launching and flying of the hangglider.

Training

Courses for PHG Ratings may be run by a SAHPA Instructor with the appropriate PHG rating.In the case for Supine type PHG rating a MISASA rated Instructor with a current PHG rating canpresent the course. (A MISASA qualified PHG pilot may only fly the supine type PHG.)

Experience: Pilot entry qualifications

Before training on a PHG unit may commence, a Pilot must be:

The holder of a SAHPA Novice rating, International equivalent or higher hang gliding rating.The holder of a weight shift micro light pilot licence, in the case for supine type PHG.

Licensing

The PHG Rating shall be issued by SAHPA after the completion of the theoretical and practicalrequirements for the PHG rating.


Privileges of a pilot undergoing training for the PHG Rating

A Pilot busy under going training for the PHG Rating may only operate:

Under direct supervision of a SAHPA PHG rated instructor, or a MISASA class C or higher Instructorwith a supine type PHG rating.Limited to within 10km radius of the supervised airfield unless on a pre-declared and supervised crosscountry flight and whilst in radio contact.Must remain in radio contact with the pilot on super vision duty.If the pilot takes full and entire responsible for all aspects of his/her flight including site selection,airspace, weather etc.MISASA qualified PHG pilot may only fly the supine type PHG.

Privileges of a PHG Rating

A Pilot with a PHG Rating may operate freely according to Air Law and SAHPA regulations.

Training Syllabus

It is expected that since a pilot who is applying for his powered rating for hang gliding is already aqualified pilot (in either a hang glider or in trike flying), the pilot has already undergone some flighttraining. Therefore, the powered hang gliding rating is considered more to be a conversion(Conversion to power for the hang glider pilot and a conversion to a hang glider for the trike pilot forsupine PHG), as such, many of the subjects have been covered in detail in the past. In essence anytraining must be concentrated on those areas that the Instructor feels is relevant and pertinent to theapplicant – depending upon the applicants experience.

All exercises and tests must be supervised by an appropriately qualified Instructor. The applicationchecklist must be completed before applying for the rating.

Experience

i. It is expected that the following experience is gained before allowing the applicant to apply forthe powered rating.

ii. A minimum of 10 flights of at east 5min each with a total airtime under power of no less than 3hrs on PHG type.

iii. At least one Cross country flight with an out landing and re-launch.

iv. One take -off in at least 24Kph wind and one in no more than 5kph.

Training

All practical training exercises must be preceded by a theory session with a detailed explanation thereoff.

a) Receive training in pre flight and pre take off procedures.

b) Strong wind and light wind take off’s. At least one take -off in at least 24Kph wind and one inno more than 5kph.

c) Effects of power in flight with reference specifically to the ability to maintain constant climbunder power and

d) Ability to maintain straight and level flight under power and

e) Controlled 360 degree turns in both directions with pre-determined entry and exit withoutmarked slip or slide while under power.

f) Receive training in power approaches and glide approaches with 4 out of 5 controlled landingswithin a 50m diameter circle.


g) Pilot must show the ability to fly in conditions which require quick control responses for safeflight with reference to soaring conditions.

h) Pilot must receive training in the ingredients for good take-off techniques and show the abilityto do so.

i) Pilot must be briefed on airmanship and show good general flying with proper mental attitude.

j) Knowledge of back-up parachute deployment pertaining to PHG.

k) Must have read the Powered Hang Gliding Manual and recommendations for SAHPA.

Theory

Only the theory pertaining specifically to powered hang gliding needs be covered. It is recommendedto cover some basic theory as a refresher. A pilot under going training for the PHG Rating shall havecovered the following subjects in theory:

a) Introduction to the power unit and related equipmentb) Fuel and engine management of the specific unitc) Maintenance and repair of the specific unitd) Starting procedures of the specific unite) Principals of flight relating to powered hang glidingf) General Safety and airmanship relating to powered hang glidingg) Air law relating to powered hang gliding.

Whilst undergoing theoretical training on PHG the applicant must demonstrate an understanding ofthe following principals:

1) Basic Principles of Flight including:a) Air resistance and air density.b) Lift and drag – Angle of attack and airspeed.c) Distribution of lift, Centre of pressured) Drag – Induced, parasite – Form, skin, interferencee) Lift/drag ratio and aspect ratiof) The four forces: Lift, weight, thrust and dragg) The balance of the four forces – In straight and level flight, while climbing, and in

descending or gliding flight.h) The forces in the turni) Power curvesj) Effect of temperature and densityk) Range and endurancel) Climbing performance - rate of climb and angle of climbm) Take-off and landing performance - take-off run available, take-off distance available,

landing distance availablen) Take-off and initial climb – performance effected by – wind, wind gradient and wind

shear, weight, pressure, altitude, temperature and density, ground surface andgradient

o) Approach and landing – performance effected by - wind, wind gradient and wind shear,weight and ground effect

p) Weight limitations on hang gliderq) Propeller basics: Maintenance and checks.

2) Flight Safety covering

a) Power governs climb and pitch governs speed.b) The importance of climbing from take off with sufficient airspeed using bar pressurec) The DANGERS of climbing too steeply and correcting with attitude adjustment and not

power adjustment.d) The altered relative bar positions for the type pf PHG.e) Torque effectsf) Safety and emergency procedures


g) Co ordination of pitch with power adjustmentsh) Thrust line importance of lining with wingi) Winding in characteristics of power on turnsj) Change of apparent bar position with power changek) Dangers of prop wash both in the air and on the groundl) Take off techniquesm) Landing set ups with ref to techniques specific to type of PHG

3) Airmanship and Navigation.

The pilot under training will demonstrate an understanding of:

a) Selection criteria for choice of fieldb) Assessment of conditions for flightc) Safe areas for spectatorsd) Noise nuisance and flying near congested arease) Emergency stopping and take off abortingf) Techniques for adjusting and recovering from pitch over resulting from loss of power or

stalls or weather.g) Methods and general principles of navigation. (PPL, MPL, SAHPA B & C rating holders

are exempt from this)h) Magnetic variation and compass deviationi) Flight preparation and planningj) Emergency and safety proceduresk) Air Space considerations

4) Weather

The pilot under training must show a general understanding of:

a) Weather patternsb) How weather effects flying conditionsc) How local topography effect flying conditionsd) Pre flight weather assessinge) Weather assessments during XC flying

5) Air Law

The pilot under training will show an understanding of Air Law applicable to PHG.

a) Applicable acts, regulations and other documents.b) Personal flying logbook.c) Airspace classification.d) General flight rules.e) Visual flight rules.f) Special flight rules.g) Air-proximity reporting procedures.h) Incident/accident reporting

6) Skills tests

Skills tests shall include:

a) At least one Cross Country flight with an out landing and re-launch.b) The execution of a thorough pre flight and pre take off check.c) Strong wind and light wind take off’s. At least one take -off in at least 24Kph wind and

one in no more than 5kph.d) The ability to maintain constant climb under power ande) Ability to maintain straight and level flight under power andf) Controlled 360 degree turns in both directions with pre-determined entry and exit

without marked slip or slide while under power.g) At least one power on approach with a controlled landing within a 50m diameter circle.h) At least 4 out of 5 controlled landings in within a 50m diameter circle.


i) Pilot must show the ability to fly in conditions which require quick control responses forsafe flight with reference to soaring conditions.

j) The ability to do execute good take-off technique.

7. Licensing

As the category is a powered hang glider, the SAHPA is the only organization qualified andauthorized to issue a licence or PHG rating. The applicant must apply to SAHPA with theappropriate forms and applicable fee for the processing of the rating. This is done on theapplicable application form. The Instructor must also endorse the pilots log book pertainingdetails of the Rating completed. After payment of the applicable fees and upon approval theRating is issued by SAHPA.


Addendum F

Updated: 22 June 2005 – NSTO – Johan Anderson

Hang Gliding

SOUTH AFRICANAEROTOW

MANUAL


South African Aerotow Manual: Table of Contents


Section 1.

Introduction

1.1 General GuidelinesAero towing involves the participation of more than one pilot from different organisations namelyMISASA and the SAHPA. It is therefore very important that both parties understand theprocedure that each will be using during the towing operation.

It is the tug pilot’s responsibility to make sure that the pilot being towed understands what isrequired, and that he has the appropriate rating or has been briefed correctly for the trainingprocess. Failure to do this could well result in injury or death.

This manual has attempted to be as thorough as possible but does not waive either pilots right touse common sense should situations occur which aren’t covered within.

This manual has also been compiled using current information and is based on current gliderperformance; it is intended to be an open document allowing for change as necessary.

MISASA and SAHPA welcome any advice, information or assistance, which will help to makeaerotowing safer or more efficient.


1.2 Preliminary RecommendationsCriteria for safe and efficient Aerotowing:

1 Constant direction.The direction of the tug should remain as constant as is possible throughout the tow. Turnsshould be made as slowly and as smoothly as possible. The Hang Glider pilot should followthe line of the tug at all times. On launch, the tow line should be no more than 20 degreesoff centre.

2 Constant tension.The tension on the tow line must remain essentially constant throughout the towed flight.

3 Centre mass attachment.The towing force must be attached as closely to the centre of the mass of both the tug andglider as possible.

4 Gradual transitions.Any changes to tow tension or direction should be of a gradual nature.

5 Reliable release.Both parties must have an accepted and reliable release.

6 Weak link.The system must include an infallible weak link at both ends of the tow line.

7 Safe learning method.The system must include a safe method for learning and gradually advance the studentfrom one level of experience to another.

8 Adequate power.The tug must have adequate power to maintain a safe mode of flight while towing.

9 Capable crew.The system must be operated by crew who are familiar with all aspects of the operation andare of a number to ensure that the operation functions properly.

10 Reliable communication.The system must provide a means whereby the pilot of both craft can reliably communicatetheir instructions to each other and to the rest of the crew.

11 Suitable environment.The system must be operated from a site and within meteorological conditions which will beconducive to safe operations throughout the tow, and in the event of an emergency.

“If at any time either pilot is not happy with the progress of the tow, they shouldend the tow immediately!!!”


Section 2. Operational Requirements

2.1 Aerotow Operations

Aerotow launch and in flight operations and procedures are specified in the SAHPA AerotowManual, and must be complied with at all times.

2.2 Pilot Qualifications

2.2.1 Tow Rating (Tug)

No person shall act as pilot-in-command of a microlight engaged in towing operationsunless that person:

Is the holder of a current MPL endorsed with the towing micro-light type.

Has completed a minimum of 100 hours as P1 in a microlight aircraft; or 2. 50hours as P1 if the pilot has a Hang Gliding rating of B or higher, provided that thetug used is a trike.

Has satisfactorily completed, within the last 24 months, an oral and practical test,conducted by either the holder of a C or higher rated Instructor with a Tugendorsement, OR the holder of a SAHPA Hang Gliding Instructor withconsiderable aerotow experience. The syllabus and standards for this test arecontained in the “SAHPA Aerotow Manual”.


The granting of a Tow rating shall be entered into the pilot’s logbook and signed by theInstructor as per SAHPA Operations and procedures manual section 3.


Tow Rating – Recent Experience Requirements.

No person shall act as pilot-in-command of a Microlight engaged in towing operationsunless that person complies with point 2.2.1 (c ) requirements in the SAHPA AerotowManual.

Tow Rating Privileges:

The holder of a tow rating is authorised to tow Hang Gliders subject to the followinglimitations:

a. The Hang Glider pilot being towed must comply with all necessary SAHPA requirementsand approvals.

b. The Microlight and towing apparatus being used must comply with the provisions of thismanual.

c. The towing operations must comply with the provisions of this Manual.

2.2.2 The Hang Glider Pilot.

a. The Hang Glider Pilot must be a current member of SAHPA and have an Aerotowendorsement

b. Hold a minimum of novice rating and be under the direct supervision of anappropriately rated SAHPA instructor whilst undergoing training to gain an Aerotowendorsement as per SAHPA Operations manual section 3.

NOTE: “Direct supervision” means the detailed on site personal direction and supervision ofthe aerotow operations.

“At no time should Aerotowing be conducted with both an inexperienced Tug Pilotand an inexperienced Glider Pilot!!!”


2.2 Duty Pilot

For each towing operation there shall be a duty pilot appointed from the people available on theday.

The duty pilot should preferably have a Hang Glider Aerotow endorsement or Aero tow Tugendorsement and be familiar with the site.

The duty pilot’s responsibilities are:

a) To co-ordinate and manage towing procedures for the day including:

b) To ensure that both the tug pilot and glider pilot have been briefed and know whatprocedures have been adopted and endeavour to have all pilots adhere to these procedures.

c) To determine the most appropriate launch area, the flight plan and the circuit and landingpatterns they will use.

d) To co-ordinate and liaise with other operators which may be using the same site, and toensure that all mixed operations are carried out safely with due regard for other airspaceusers.

e) When operations are being carried out at an airfield which may be in use by general aviationaircraft:-

f) ensure a gliding operations signal is in place; and To ensure that the appropriate VHF radiochannel is monitored and any incoming traffic notified of towing operations.

g) The duty pilot can be the tug pilot or towed pilot.

NOTE: A “gliding operations signal: is in the form of an arrow placed flat on the ground adjacentto the wind direction indicator. This symbol is in the shape illustrated.


Section 3. Equipment

3.1 The TugTow aircraft requirements.

Any microlight used for towing operations shall:

a. Be a Class 1 or Class 2 Microlight aircraft, but may NOT carry a passenger during thetowing operations.

b. Be either Type A (weight shift) of a Type B (3 Axis) Microlight only.

c. Be capable of straight and level flight at 32 knots (35 mph) T.A.S.

d. Be capable of a climb rate of 350fpm with the towed aircraft attached.

e. Be capable of taking off and climbing to a height of 50 feet A.G.L. within 85% of theavailable runway length with the towed aircraft attached.

f. Be fitted with a mirror of such a sized and in such a position that the pilot can see the towedaircraft at all times.

g. Be fitted with towing apparatus that conforms to the provisions of this Manual.

3.2 The Hang GliderThe hang glider must have a sufficient speed range to tow safely at speeds up to 35 knots.

It is recommended that wheels are fitted to all gliders involved in towing operations especially forpilots under Aerotow training.

Towing of low performance hang gliders at speeds in excess of 28 knots is not recommendedunless a suitable bridle is used.

Towed Aircraft Requirements

The Pilot of a Hang Glider under tow shall comply with all requirements as laid down by SAHPA.Only certified hang gliders are to be used.

3.3 Releases

3.3.1 Tug releases

Tow Rig Requirements – Release Mechanism

All tow rigs shall contain a release mechanism at the forward end AND rearward ends,the forward end release mechanism being operable by the tug pilot and the rearward endrelease mechanism being operable by the towed pilot. Each release mechanism will:

a. Be easily operable up to 1.5 times the tow line breaking strain.

b. Be easily operable under conditions of no load (i.e. slack line).

c. Be subject to testing prior to the first tow of any day.

3.3.2 Glider releasesAll releases MUST release at any angle, and at any load. All releases must be asinfallible as possible and only release upon pilot activation. Bridles, which automaticallyrelease in the event of a nose-in are acceptable but the release cord must be attached tothe pilot’s shoulder and not the base bar.

There are many types of releases on the market today and it is highly recommended thatonly accepted and proven releases be used. Ask your Instructor if you are in doubt.


3.4 Tow bridles

3.4.1 Bridle construction.

Bridles should be constructed from non-stretch rope of around 4mm diameter. This isnecessary to prevent injury to the pilot in the event of a weak link break or release undertension. A bridle with too much stretch can flick back to the pilot if the load is suddenlyreleased.Seamless stainless rings can be used so as to prevent any unnecessary wear to thebridle. Small aluminium karabiners are proving most popular. If at all possible, soft hardtype rings can be used to avoid injury.

3.4.2 Types of bridles (refer Appendix 1 for diagrams)

a. The usual, one to one bridle is most often used. In this configuration the bridlecomes down from the keel, passes through the ring to which the release isattached and is then attached to the harness. The distance from the harnessattachment point to the apex should be approximately two meters. This V typebridle is the most desirable when aerotowing as it helps to relieve the barpressure. Low performance or intermediate gliders will find that this is the onlysystem that will allow them to tow safely.

b. The most common form of bridle used in aerotowing is just a short V bridleconnected to the shoulders of the harness only. A weak-link is fitted to one end ofthe bridle with the release to the other end. This is also known as the “pro tow”method.

“When aero towing the bridle ropes attached to the harness passes over the controlframe and not underneath as is usual with ground towing.”


3.5 Attachments

3.5.1 The Tug Attachment.

Tow Rig Requirements – General

All tow rigs will be inspected and approved in writing for the specific Microlight aircraft towhich they are fitted, by EITHER a MISASA approved person with towing experience, themanufacturer of the micro-light OR a SAHPA approved person.

It is recommended that tow rigs manufactured or approved by the aircraft manufacturerbe used where possible.

Tow Rig Requirements – Bridle

Any bridle arrangement used during Aerotowing operations shall:

a. Provide for the towing point to be on or near the thrust line of the towing aircraft.

b. Be unable to foul the towing aircraft’s propeller under any circumstances.

c. Be unable to foul or hinder the towing aircraft’s control system under anycircumstances.

3.5.2 Glider attachments

Most harnesses have some form of tow loops sewn on from new, some older harnessesmay not but they are easily retro fitted. They should be sewn through the main webbingsas there can be a lot of force on them, which may damage the harness if sewn throughfabric only.

For ground towing, these are usually attached to the lower webbings but for aerotowing, itmay be more convenient to have them sewn to the upper webbings or even the shoulderstraps.

If a chest mounted release is to be used it should be attached to the upper webbings orshoulder straps only.

If a V bridle is being used then the keel attachment point should be Forward of the kingpost and hang point. The glider manufacturer will have specific distances from the kingpost that provides the safest tow position. The attachment point should be restrained frommoving further forward by a rope around the king post.


3.6 Weak Links

3.6.1 Glider weak link

The weak link should have a breaking load never exceeding 1g of all up weight. It iscommonly accepted that weak-links for aero towing are much less than 1g. This isnormally around 80 to 90 kgs dependant on the pilot weight. Weak link strengths of 60 kgfor aero towing have proven to be more than adequate!

It is recommended that each pilot should have his own weak link of the appropriatestrength. (Important! See tug weak links!)

Always test the breaking strain of a weak link to ensure that you are using the correct line.

It is recommended that the weak link should be between two rope rings that are soft innature about 150mm apart. Care must be taken when using steel rings.

3.6.2 Tug weak link

Tow Rig Requirements – Tow Rope

Any rope used to connect the towing and towed aircraft during aerotow operations shall:

Contain a weak link at each end with the forward link being 10%-20% stronger than therearward link. The forward link shall have a maximum breaking strain of 100kg or around85% of the towed Hang Glider and pilot weight, which ever is lesser.


3.7 Rope Types

The most suitable rope for aerotowing is 4 – 5 mm polypropylene or polyester. These ropes arecheap and are available from most fishing or marine outlets. They are normally twisted whichmeans that they must have a swivel at both ends. This is to prevent the two lines twisting aroundthe release and preventing it from working properly. A heavy duty shark swivel is acceptable forthis job.

All tow ropes should be stretched out on the ground before use and checked for any knots orwear which may cause its failure while in use.

A brightly coloured streamer attached at about 1/3rd the length of the tow line will help in itsretrieval once released from the tug, and will also enable the tug pilot to see where the glider pilotis if he moves out of the field of vision of the rear vision mirror as the streamer will most likely stillbe in the field of vision. A small drogue chute can also be used. The chute must be positionedapproximately 5 m from the hang glider along the rope.

Tow Rig Requirements – Tow Rope

a. Be a minimum of 50 metres and a maximum of 100 metres in length.

b. Be of a minimum breaking strain of 150 kgs and be of non stretch material.

c. Contain a drogue device situated at least 75% to the rear of the rope and of sufficient sizeto prevent excessive droop when towed unattached.


3.8 Launch Trolley (Dolly)

The launch trolley has become the most preferred method of take off while aerotowing. It isessentially a triangular trolley with two castering front wheels and one fixed rear wheel, and arear support for the keel of the glider.

The trolley has a seat on either side for the base bar to sit in and has a cord running the width ofthe trolley under the base bar. The glider pilot holds on to this until he feels the glider and trolleystart to lift off.

The height of the rear support can be adjustable and should be set at such an angle that theglider lifts off at about the best L/D speed.

The wheels should be free running and be large enough to allow for a fast acceleration.

“The maintenance of the trolley is just as important as that of the tug.”

3.9 Protective Eye Wear

It is recommended that protective eye wear should be worn by the glider pilot to prevent injuryfrom the rope or bridle in the event of a high load weak link or line break.

3.10 Knife

It is recommended that the glider pilot carries a sharp knife, preferably a parachuting type hookknife. This should be in an accessible place on the harness to be used in the rare event of arelease failure.


Section 4. Communication

4.1 Radio proceduresThe use of radios is recommended for all towing operations, particularly whilst training.As radios can be unreliable, both pilots must be conversant with all forms of communication,including signals.

When using radios, the following guidelines should be used.

a. When a tow is under way, other pilots should refrain from using the tow channel.

b. When towing in groups, different frequencies should be used by each tug and glidercombination. The pilots should be referred to by name or call sign.

c. While aerotowing it is prohibited to permanently activate the microphone. This is so that thetug pilot can communicate with the glider pilot.

d. The duty pilot shall have a radio and will relay commands in the event of a radio failure or ifthe glider pilot has no radio.

e. The following commands are to be used:

Glider pilot “Pilot ready” The glider pilot is ready to start.Glider pilot “Take up slack” Put some tension on the line.Glider pilot “All out All out All out” Smoothly apply full power.Glider pilot “Stop Stop Stop” Stop the tow and if air born,

release.Glider pilot “Releasing” Self explanatory

Tug pilot “Tug ready” These commands are selfexplanatory.

1 Tugpilot

“Move up”

1 Tugpilot

“Move down”

1 Tugpilot

“Move left”

1 Tugpilot

“Move right”

1 Tugpilot

“Release”

These are all the commands that are required to be used. They should be repeated at leasttwice to ensure that the message is understood.

The tug pilot should not start if he has not heard ”All out” three times.

It is not advisable for the tug pilot to say much more during the tow as his commands maywell be drowned out or misunderstood due to the noise of the motor under full power.


4.2 SignalsThe following signals are to be used if radios are not being used. It is recommended that they beused in conjunction with radios to prevent any form of confusion.

4.2.1 Ground signals (refer Appendix 2 for diagrams)ReadyOne out stretched arm to any side, is used to indicate that the pilot is ready to start thetowing sequence.

Take up slackA one under arm wave from side to side across the body. Keep waving until the slack iscompletely taken up.The tug pilot should keep one eye on the mirror to see when the line is tight.

All OutA one arm wave above the head. Keep this going until it is obvious the message hasbeen received, or if foot launching, the hang glider pilot may give the command by wavingone leg out to one side.

StopOne arm held stationary above the head.

WaitTwo out stretched arm is used to indicate that there will be some delay before the nextphase.

ReleaseOne out stretched arm moving up and down. This can be performed by the duty pilot orthe glider pilot on the ground or in the air.

4.2.2 Signals to be used by the tug pilot (refer Appendix 3 for diagrams)Tow higherA stationary arm pointing out and up at 45 degrees.

Tow lowerA stationary arm pointing down at 45 degrees.

Move leftA stationary arm pointing left.

Move rightA stationary arm pointing right.

ReleaseAn up and down waving arm.

Section 5. Procedures

5.1 Site considerationsThe strip must be smooth enough to allow the tug to take off and land safely without risk ofincurring damage, and must be of adequate length for the performance of the tug. The strip shouldbe no less than 3 times the normal take off roll length for the given aircraft if flown solo, and beclear of obstacles and hazards.

5.2 Weather considerationsTraining flights for either the tug pilot or glider pilot should be carried out in light wind conditionsfree from thermal or rotor activity.

As towing experience is gained so can the wind strength be increased.


Cross wind launches are permitted providing a launch trolley is used.

Aerotowing in strong or overly turbulent conditions should be avoided.

It is not recommended to foot launch in winds of less than 5 knots.


5.3 Training considerations

5.3.1 Tug pilot trainingThe tug pilot will already be an experienced pilot, preferably with some hang glidingexperience.

Before the first tow, the tug pilot will be briefed with exactly the same procedures as theglider pilot.

5.3.2 Glider trainingBefore commencing towing, trainee pilots must be thoroughly briefed on the proceduresand techniques to be used.

Pilots must gain an understanding of the following:

a. The flight plan and any predetermined circuit procedures,

b. Emergency procedures,

c. All signals that are used,

d. The pilot actions that are required whilst launching, towing and releasing.

Prior to being towed:

a. The pilot shall have had at least one tow demonstrated to him/ her.

b. The pilot shall have passed the SAHPA aero tow theoretical examination

c. Although there is no height restriction for the first aerotow, the glider pilot maybecome nervous so it is recommended that the first tow is only to 1000’.

“Only Instructors with Aerotow experience are permitted to supervise Aerotowtraining operations, and they must endorse the pilot’s log book, or rating cardwhen the acceptable standard has been achieved as per SAHPA OperationsManual section 3.”

5.4 Launch procedures

5.4.1 Tug launch proceduresWhen the command is given to take up the slack, the tug pilot will apply enough power toroll the unit forward at a slow pace, keeping an eye on the mirror and the power on, untilthe line is tight.

When the “all out” command is given, the tug pilot will smoothly apply full power andendeavour to get the tug airborne as quickly as possible. Once airborne, the tug pilotshould maintain a comfortable speed for the first 2-300 ft. After this height a slowerairspeed may be selected to make the tow more comfortable for the glider. (Initial climbshould be at best climb angle)

If the tug pilot lets the nose up too quickly he will rise above the glider before the gliderhas time to react. This will allow the rope to go slack and the glider pilot to become verylow. The result of this can be a weak link break and a sharp rearward pull on the tug.

“Be prepared to release the rope if in any doubt”. Power must be kept on untilyou have visually ascertained that the glider pilot has either released or is under asuccessful tow. If the tow launch was successful maintain power and continue the climb.

While undertaking the launch procedure, it will not be possible to constantly look in therear vision mirror, as you will be watching where you are heading. Special care must betaken to do a similar take off every time so that the glider pilots know what to expect.


5.4.2 Glider launch proceduresTo avoid delays, pilots should carry out al pre-flight checks prior to being connected to thetow line. These checks should include the standard pre-flight checks as well as checks toensure radio, bridle, release and weak link are all in order.

When using the trolley launch method, an additional pre-flight check to ensure that theharness and variable geometry ropes are located to prevent them snagging on the launchdolly. Check the dolly is lined up.

Once the pilot is connected to the tow line a final check with the tug pilot or duty pilotshould be made.

Once ready for launch, the glider pilot should give the “take up slack” call. Once slack hasbeen taken up the glider pilot gives either the “stop” command or if the pilot is happy toproceed with the launch, the “all out” call. For foot launching, the glider pilot should allowthe rope to pull the pilot and glider – do not run before the pull of the tug is felt, takingquick short steps whilst offering very slight resistance to the tow force.

When using the launch trolley, initially the glider pilot should push back on the base barso as not to be pulled forward through the A frame. This is done just to break the surfacefriction of the dolly until the dolly is accelerating. At this stage the pilot should pull himselfthrough the control frame to the trim position (bearing in mind that trim will be at towspeed). Care must be taken to ensure that the glider does not rise from the trolleyprematurely.

5.5 Procedures under tow

5.5.1 Tug procedure while towingOnce a successful tow is under way, the main concern is then to keep a watch out forother aircraft and to keep an eye on the position of the glider pilot, giving hand signals asnecessary. The appropriate call by radio to the aria frequency must be made.

If the glider pilot gets high, it may be necessary to decrease speed by raising the nose,not by reducing power.

If the glider pilot gets low, it may be necessary to increase speed by lowering the nose,and keep full power.

There is no need to announce a turn but they should be made slowly and smoothly withconstant angle of bank. If the turn is too tight, the tow line will go slack, or worse the glidermay be catapulted into a lock out situation. The weak link should break if a lock outoccurs but it is best left untested in this situation.

Care must be taken not to take the glider too far down wind as the pilot may be unable toget back to the landing area should the weak link break.

5.5.2 Glider procedure under towGlider pilots should fly level at between 10 and 20 feet above the ground to avoid propwash from the tug. The glider will lift off before the tug.

When foot launching, to ensure being able to achieve tow speed immediately after launchthe pilot must quickly transfer his hands to the base bar, this should be done smoothly toensure that sufficient control is maintained.

As soon as the tug lifts off and starts to climb, the glider pilot must ease the bar forwardimmediately to ensure climbing with the tug. The glider pilot should remain in a positionreferenced by the tug pilot, this is usually slightly lower and directly behind the tug. As aguide, the glider pilot can ascertain the correct station by keeping the wing of the tug onthe horizon.


If the glider is too high the glider pilot should pull in until the correct relative position hasbeen regained. Conversely glider speed should be reduced to move up to the correctstation.

The tug pilot may request the glider to alter position by giving the appropriate signals.

When turning while under tow, the glider pilot should maintain a position slightly inside thetrack of the tug, so that the glider can fly at an acceptable speed.

Glider speed varies with tow position in turns, with the inside slower and the outsidefaster. The glider pilot will tend to point at the tug due to the tow tension and should fly theglider so that the line of the keel always points directly at the tug.


5.6 Release procedures

5.6.1 Tug after releaseOnce the glider has released, the tug pilot must accelerate forward and establish againthat the release has been activated before starting a descending turn. The turn directionis usually left for the tug and right for the glider.

Before landing, the tug should do a low pass over the strip into wind and release the towline.

Always check to see that the tow line is falling away from the tug. The tug can now landsafely.

If a strip is being used of such a length that the tug can land safely without the risk ofcatching the tow line on any obstacles, then it is acceptable to land with the line stillattached.

5.6.2 Glider releaseThe release procedure is to increase speed to reduce line tension and then release.Ensure you have released then look right for other traffic before commencing a right turn.

It is advisable to turn your head to one side as you release just in case the bridle flicksback. This will not be a problem with chest mounted releases.

“Always watch the rope fall away from the glider to ensure that the line has released.”


5.7 Emergency procedures

5.7.1 Line or weak link breaksA line or weak link break will not adversely affect the tug, but the pilot should check thatthe hang glider is no longer attached to the tug before reducing power.

If the weak link breaks at a low level, the hang glider pilot should continue in the directionof the tow and not attempt to make it back to the launch site. Only if the hang glider hasample height, should an attempt be made to get back to the launch site.

If the line breaks at low level, then the hang glider pilot should release what is left of itright away. It may be that the weak link on the tug has gone, in which case you will havethe full length of line attached to the hang glider.

If however the line breaks with good height, then the line should be carried back over thelaunch site and then released. You will make no friends if the line is lost.

5.7.2 Release failureIf the tug pilot can not release the tow line once the hang glider pilot has released, thenhe should land up the strip as far as possible to ensure that the line does not catch onany obstacles.

In the event of a release failure, the hang glider pilot should try to communicate to the tugpilot that he cannot release by extending and dangling his legs below his harness, the tugpilot will then be able to release from his end.

The glider pilot can then choose to land with the rope attached, (assuming that thelanding area is long enough) or cut the rope away.

5.7.3 LockoutsA lockout occurs when the glider being towed moves off the direction of the tow.

This will usually increase the tow tension, thus aggravating the situation. If this continuesthe weak link should break, if not, the tug pilot will either reduce power or release the towline depending on how serious the situation has become.

The glider pilot can recover by speeding up and weight shifting back toward the centreline. If the hang glider pilot maintains the pitch and nose attitude up he will not be able torecover without releasing first. Once released, full control will return.

Notes:

Instructor to endorse pilot’s logbook or rating card only uponcompletion of the SAHPA and/or MISASA aero tow checklistrequirements.

Original copy of the exam must be posted to SAHPA or MISASA withthe checklist and appropriate fee if any within 7 days of completionthereof.

It is the responsibility of the endorsing officer to post the requireddocumentation within the prescribed period.

It is recommended that pilots keep copies of all documentation for theirown records.


Appendix 1

Bridle types: The two to one bridle as been replaced with the more popular use of theone to one bridle. This is especially so for inexperienced pilots flying slow gliders.Attachment points vary according to glider and pilot experience.


Appendix 2

Ground hand signals


Appendix 3

Tug signals


Addendum N

Hang gliding aero tow TUG endorsement notification check list

Pilots wishing to apply for their Aero Tow TUG endorsement, should check that they have all therequirements by entering the appropriate flight numbers and other details as required, in the spacesprovided. This will assist the issuing Instructor in finalising the endorsement as quickly as possible.

Pilot Name: ……………………………………………………… Date: …………………………………..

Practical Requirements for Aero Tow Tug Rating:

1. Written and passed the SAHPA Aero Tow Rating theory exam including the tug section. (Thetheory exam must be passed before pilots may attempt any solo practical requirements.)

Test attached and percentage achieved: ………………………Date passed: ……….…………..

2. Applicant must have at least 100hrs on micro-lights and at least 5 hours on tug plane type. In the case forB Class hang glider rated pilots then 50hrs on micro-lights and 5 hours on tug plane type.

MPL license number: …………………………. Total Hours: ……………Tug type hours: …………….

3. A minimum of 8 Aero Tow flights to at least 1500ft AGL for restricted endorsement. (A minimumof 20 Aero tows for Open endorsement).

Flight numbers: ……………………………………………...

4. At least 4 Aero Tow flights in moderate thermic conditions.

Flight numbers: …………………………………………………………………………………………..

5. All aero tow flights must be done with experienced, aero tow endorsed hang glider pilots. First 8aero tow flights must be supervised by AT Instructor.

Signature of AT Instructor: ………………………………………………License number: ………………….

6. Satisfactorily demonstrated the following:

a) Inspection and lay out of towing system used.

b) All signals for the launch marshal, Aero tow pilot and tug pilot

c) Accurate description of general towing procedures

d) Accurate description of most likely emergency situations and their remedies

Date and place of demonstration :……………………………………………………………………..

7. Remarks.: ………………………………………………………………………………………………

8. Copy of relevant flights in Logbook attached.

9. I declare that the above pilot is proficient in acting as pilot in command of a micro-light in aerotowing of hang gliders and I have endorsed the pilots log book accordingly.

Signature of Instructor: ………………………………………………License number: …………………….

Date and type of endorsement: …………………………………………….………………………………..

The Pilot may partake in the privileges of endorsement once endorsed into the pilots logbook on condition that the checklist and other required documents are posted to SAHPAand or MISASA within 7 days of the awarding of the rating.

It is the responsibility of the endorsing licensing officer to post this checklist to SAHPA andor MISASA with the appropriate fee, if applicable.

Restricted endorsements may tow Aero tow endorsed hang glider pilots only. Open endorsements may tow hang glider pilots under training and tandem flights. It is strongly advised that pilots keep a copy of this check list for their record.


The South African Hang-gliding and ParaglidingAssociation (SAHPA)

Mission & Code of Conduct1. Mission

SAHPA has been established in order to:

a) Promote, encourage and advance the sport of foot launched flying* amongst all South Africanresidents regardless of sex, race and religion.

b) License and monitor the activities of its members.c) Foster and publicize the technical development of flying equipment and techniques.d) Represent the interests of its members in consultation with Government agencies and other

regulatory authorities.e) Expand the number of flying sites and protect them against the introduction of any unfounded,

inappropriate and unnecessary airspace limitations.f) Institute and enforce the ethics of foot launched flying as regards pilot responsibility within a

framework of minimum regulationg) Record, investigate, evaluate and report on all safety related matters either involving or affecting

its membersh) Co-ordinate and supervise competitions within the various codesi) Maintain pilot ranking lists within each codej) Select the National Team(s) and officialsk) Undertake fund raising and marketing activities

* The generic term “Foot Launched Flying” currently includes Hang Gliding, Paragliding, the poweredderivatives of both of these and Powered Parachuting.

2. Code of Conduct

SAHPA expects its officials and members subscribe to an ethical code of conduct based upon thethree tenets of beneficence (the duty to do good), non-malfeasance (the duty to do no harm) andjustice (offenders to treated fairly and required to make good their wrongs and face the samesanctions for the same transgressions).

A code cannot cover every conceivable contingency and although it can be reasonably proscriptivein so far as the behaviour of officials is concerned, in the case of individual pilots one can onlyprovide a guideline as to the type of behaviour that they should aspire to.

3. Application

The code should apply equally to all levels of the organisation from employed staff, committeemembers (both elected and co-opted), occasionally appointed officials such as Meet Directors and


competition administrators such as those appointed ad hoc to the Task, Safety and AppealsCommittees, as well as, School Staff, Instructors, Club Committee Members, Pilots and familymembers.

4. SAHPA Officials.

SAHPA Officials are expected to execute their respective portfolio responsibilities with alacrity,integrity and in accordance with the above principles by adhering to the following at all times:

a) Maintain exemplary standards of personal, professional and ethical conduct in fulfilling allaspects of the position of SAHPA Committee Member and/or Officer, including while interactingwith SAHPA Members and all external organizations and individuals.

b) Act in the best interest of SAHPA while avoiding actions or decisions that could either bring thesport into disrepute or be construed as unethical, illegal or contrary to the public interest.

c) Communicate openly, honestly and in a timely fashion, while respecting confidentiality andindividual rights, with SAHPA members and any other individuals or organizations having arelationship with SAHPA.

d) Ensure that all regulations, guidelines and licensing requirements are made freely available,vigorously applied and regularly reviewed and amended.

e) Investigate, evaluate, act and report on any safety, technical, procedural or disciplinary mattersbrought to their attention timeously, scrupulously in accordance with current regulations anddevoid of favouritism and unencumbered by any external influences.

f) Exercise proper, legal and appropriate financial responsibility in all dealings with or on behalf ofthe SAHPA through maintaining accurate accounts and asset registers as well as being pro-active in pursuing debtors.

g) Disclose any potential conflict of interest situation resulting from involvement in SAHPA activities,and where appropriate, exclude themselves from involvement in such activities.

h) Keep privileged information confidential, except in circumstances when doing so would result in abreach of regulations or ethical conduct.

i) Actively encourage diversity throughout the activities of the Society. Refuse to engage in orsanction discrimination on the basis of race, gender, age, religion, national origin, sexualorientation, physical appearance, or disability.

5. Pilots

Pilots are the most visible of all SAHPA members as regards exposure to public scrutiny and shouldtherefore:

a) Ensure that they are properly licensed for their class of glider.b) Maintain their logbooks accurately and up to date.c) Comply with all site regulations with regards to airspace restrictions, access controls, payment of

fees and the avoidance of littering and smoking.d) Treat members of the public and other pilots with respect and common courtesy.e) Behave at all times in a manner that reflects credit to the sport.f) Report any safety related event accurately and timeously.g) Follow the correct protocol when either addressing the media or raising issues which require to

be addressed by the sport’s national or international authorities.

6. Tandem pilots


Tandem pilots, whether amateur or professional, have the added responsibility of ensuring the safetyof their passengers and to this end should, in addition to the above:

a) Apply a much greater safety test to conditions before flying with passengersb) Meticulously maintain their flying equipmentc) Thoroughly explain the risks of flying to potential passengersd) Ensure that they are adequately insured

7. Instructors

Instructors also have additional responsibilities in introducing new members to the sport and musttherefore ensure that they:

a) Emphasize safety at every opportunityb) Only progress students who have comfortably achieved the required skills and knowledge taught

in the earlier stages of instructionc) Ensure that the SAHPA training curriculum is fully covered as a minimum and to extend this

whenever a student’s ability and flying conditions are conducive to such.d) Maintain their personal training qualifications and strive to advance their own proficiency,

knowledge and teaching skills.

Special note

Becoming a member of SAHPA is upon the proviso that the pilot will abide and actively live up to thiscode of conduct. The pilot accepts that they will be held accountable for any deed or action that doesnot comply and this may result in eviction. Eviction from organisation automatically results in theimmediate suspension of utilising the privileges of a license or rating.

It may also constitute handing over such cases to RAASA for investigation of applying Part 185legislation as per South Africa’s Civil Aviation regulations.


Addendum O

Communications Policy document detailing implementation of communication channels andmethods for SAHPA members

Effective from: 9th November 2007

1. Background:

The current committee is changing the functional operations of SAHPA to be in line with those ofa legal Section 21 Company. As part of these changes, a communications policy is beingintroduced to address the noted sentiment that communication within SAHPA was poor in therecent past due to an absence of formal communication lines and points of access to the SAHPAcommittee.

Please note both Aeroclub of SA and CAA will be advised of these channels of communicationand failure to work with them will result in many matters taking longer to resolve and possiblybeing thrown out.

2. Reasons for implementing this methodology are to:

Ensure pertinent and effective responses; Ensure feedback on outstanding issues; Involve clubs to resolve issues; Reduce workloads of committee members; Allow follow ups on current matters; Allow effective escalation; Prevent political ”up-man-ship and “knee jerk responses”; Allow effective investigation; Develop transparency; Ensure everybody has access to information that is ready for dissemination; and Prioritize action items as they occur.


3. Forms of communication

SAHPA will hence forth accept communication via the following methods only:

Telephonic Fax Postal E-mail

Important items will only be accepted if communication is in a written format via these methods:

E-mail Postal services Fax.

4. The official communication, email, fax and tel:

E-mail: [email protected]: 086 611 1005Tel: 012 668 3186/ 074-152-2505

All communication will be disseminated to the correct person via this. Please note that thesubject title must state concisely the matter it pertains to.

5. Channels of Communication

Licenced members will direct all communication through their Club.This will be done via their Club LSO and/or Chairman.The Clubs will then investigate the nature of the matter and if necessary will involve the correctmember of the SAHPA committee.The Clubs will either raise these items at their club meeting or alternatively if deemed urgent willescalate these matters directly to SAHPA.

Members with no club affiliation should direct their communication via an Instructor or Club intheir geographical area. A list of these will be made available shortly or you can ring Louise atSAHPA to get direction.

Non-licenced pilots (rogue) and visiting or immigrant overseas pilots – can contact Louisedirectly for direction or communicate via the above stated e-mail address.

Should items need to be escalated, proof must be submitted that the Club or Instructor did notpass on or resolve the matter. You can direct communication to SAHPA office via “writtenmethods” listed in section 3.

The preferred method is E-mail.


6. Response time regarding communication

Communication will only be accepted through channels detailed in section 3 and 4 of thisdocument. There will be a minimum time of five (5) working days for SAHPA to acknowledgereceipt or provide a response should it be possible.

The five (5) working days commences once the duly designated people detailed in the Channelsof communication (section 5) have escalated the matter. SAHPA’s committee will howeverendeavour to deal with any matter efficiently and expediently.

Five working days will be the standard.

Please note that due to the complexities of some matters, some responses will take more thanfive (5) days, however you will be given a feedback date within the five (5) days.

7. Portfolio to direct matters to:

Licensing, student registrations, renewals – SAHPA Secretary Air space , sites , regulations, - Access Manager Website operation, general operations or any other matter in regards to licensing (not

handled by secretary ) – Operations manager Business plan matters, protocol and ethics – Vice chairman Marketing , advertising, Go Fly, Official statements - Marketing Manager PG aspects (all or any) other than licensing including MOP issues – PG chairman HG aspects (all or any) other than licensing but including MOP issues– HG chairman PPG aspects (all or any) other than licensing but including MOP issues– PPG chairman PHG aspects (all or any) other than licensing but including MOP issues– PHG chairman Financial matters – Treasurer Safety matters to Chairman of safety committee or the geographical safety representative TFI and tandems –TFI committee


Addendum P

SAHPA - Airshow procedures – Paragliding/ Hang Gliding

This document details in brief the operations, procedures, manoeuvres, equipment, safetyconsiderations and ratings for paragliding pilots participating in an Air show in South Africa. It should benoted that this is a relatively new field in paragliding, therefore amendments and adjustments to thisdocument may be required in the future as new techniques develop.

Display Flight Plan

A display flight plan must be submitted to the SAHPA Display Subcommittee for approval. See appendixI for sample and list of details to be included in flight plan. Display flights must be done in accordancewith the SAC Display rules, and within the approved Display Box, and completed within the allotted timeslot.

If Aerobatics form part of the display, then the aerobatic portion of the display must be explained(briefly), which will then go on file with the SAC. The Aero Club will issue BOTH the DisplayAuthorization as well as the Aerobatic Rating. These can only be issued once SAHPA has given the go-ahead by issuing the Competence Certificate.

Pilot Qualification

Any Pilot wishing to participate in an Air show in South Africa must be approved by SAHPA, and issuedwith a Competence Certificate. The following minimum requirements must be met by the pilot. Some arelaunch technique specific, so if for instance the pilot will be doing a winch launch, he or she does notneed to meet the other launch technique requirements. The SAHPA Display Flight subcommittee hasthe right not to issue a competence certificate to a pilot that they deem, for whatever reason to beunsuitable for display flights, even if they meet the minimum requirements for the rating below.

Aerobatic Display requirements for PG

1. Min. Years flying: 32. Min. flights Logged: 600 (1200 for advanced aerobatics)3. Min. hours Logged: 300 (600 for advanced aerobatics)4. Club licence held for Min. one (1) year prior to display5. SAHPA Registered SIV Course completed6. D-Bag exit: Min 6 successful prior deployments done7. Rollover (Balloon): Min 3 successful prior deployments done8. Winching: Min 40 tow launches logged prior to display flight9. Min. one (1) year incident / accident free record10. Approved by SAHPA Display subcommittee (Competence Certificate issued)

Standard display requirements for PG

1. Min. Years flying: 22. Min. flights Logged: 2003. Min. hours Logged: 1004. Club licence held for Min. one (1) year prior to display5. Winching: Min 20 tow launches logged prior to display flight6. Min. one (1) year incident / accident free record7. Approved by SAHPA Display subcommittee (Competence Certificate issued)8. Appropriate licence held for craft flownAerobatic Display requirements for HG

11. Min. Years flying: 3


12. Min. flights Logged: 600 (1200 for advanced aerobatics)13. Min. hours Logged: 300 (600 for advanced aerobatics)14. Club licence held for Min. one (1) year prior to display15. SAHPA Registered SIV Course completed16. D-Bag exit: Min 6 successful prior deployments done17. Drop (Balloon): Min 3 successful prior deployments done18. Winching: Min 40 tow launches logged prior to display flight19. Min. one (1) year incident / accident free record20. Approved by SAHPA Display subcommittee (Competence Certificate issued)

Standard display HG

1. Min. Years flying: 22. Min. flights Logged: 1003. Min. hours Logged: 1004. Club licence held for Min. one (1) year prior to display5. Winching: Min 20 tow launches logged prior to display flight6. Min. one (1) year incident / accident free record7. Approved by SAHPA Display subcommittee (Competence Certificate issued)8. Appropriate licence held for craft flown

Launch / Deployment techniques

Brief descriptions of each launch technique with safety requirements and considerations.

i Winching

Two types of winches may be used, the payout or pulling type, payout is recommended becauseof its quick and simple operation. Several pilots may be towed aloft simultaneously, in parallel orin series.

ii Balloon Drop (Rollover)

Min. exit altitude 2000’ Agl.Glider must be gathered with entire leading edge outwards / exposed, NOT in a ‘rosette’In the case of Hang Gliders the dropping mechanism must have a manual release mechanismthat can be activated by either the pilot or a member aboard the balloon

iii D-Bag

D-Bagging can be done from many different low airspeed aircraft, i.e. Helicopter, three-axis orweights-shift microlight, Paratrike, Paramotor, Tandem Paraglider and Balloons. The aircraft typemust have been used for launch by the pilot prior to the display flight. If the pilot will be using a D-Bag with releases, the system must be fitted with a backup to avoid accidental low altituderelease. Should the pilot for any reason not release from the aircraft, the system must be set upin a way that the launch aircraft can land safely with the pilot in the hanging position. It should benoted that most helicopter skids are not approved for load bearing. Helicopter pilots flying withthe pilot suspended below the aircraft should hold a sling rating on type. If a higher airspeed (inexcess of 40knots) aircraft is to be used, the deployment technique must be successfullydemonstrated to the Display committee for approval.

Min. exit / release altitude: 2000’ Agl.Max recommended release airspeed: 30kt

iv Aerotow

This can be done using a low airspeed craft like a trike or three axis microlight or a paratrike. Thetow line must have a payout winch on either the pilot or tow craft. Demonstration to SAHPADisplay Subcommittee mandatory.


Acrobatic Manoeuvres PG

Paragliding Aerobatics or Acro is still developing, and new manoeuvres are added to the list every year.Below is a list of manoeuvres that pilots may choose to do, but they are not restricted to this list.Manoeuvres not listed here must be approved by the SAHPA Display Subcommittee in the flight plan.Synchronized flying of two or more pilots is allowed, with gliders flying in close formation or eventouching during manoeuvres. Recommended minimum altitudes for aerobatic manoeuvres onparagliding display flights is 150ft, but may be lowered to ground level if approved by the SAHPA DisplaySubcommittee for certain manoeuvres, which will then have to be approved by the SAC. ManyManoeuvres can be linked, and some manoeuvres can only be done by building energy with anothermanoeuvre.


Wingovers

Consecutive and alternating left and right turns, building energy and speed progressively, high bankangles (close to inverted) and medium G’s can be achieved.This is a safe and easy manoeuvre. There is a risk of partial wing deflation if high bank angle with lowairspeed is reached. Recovery is achieved by countering any possible turn, followed by brakeapplication on affected part of the wing to initiate re-inflation.

Spiral

Diving turn with high sink rate.Low risk manoeuvre.

Rhythmic Spiral (Asymmetric Spiral)

Consecutive wingovers in one direction.Low risk manoeuvre

SAT

Type of Spin where point of rotation is between the wing and the pilot.Low risk manoeuvre

Dynamic SAT

As for SAT, but with plane of rotation off-horizontalLow risk Manoeuvre

Rhythmic SAT

Can be entered from SATHigh skill level required, can be used to enter Tumble and InfinityLow risk manoeuvre in its basic form

Tumble

Positive G forward loop, manoeuvre unique to paragliding aerobaticsRisk of entanglement in wing or lines if entered with insufficient energy, Reserve deploymentrecommended for recovery

Infinity

Consecutive TumblesSpecialized wing requiredRisks as for Tumble

Helicopter

Flat spin with point of rotation through centre of wing and pilot around a vertical axisLow risk manoeuvre, high skill level required

Dynamic Stall

Stall entered at high speedLow risk manoeuvre


McTwist

Spin entered as for dynamic stallHigh skill level requiredRisk of entanglement in wing or lines if exit timing misjudged, Reserve deployment recommended forrecovery

Misty Flip

180º Spin entered as for dynamic stallLow risk manoeuvre

Mirror Spiral

Two or more gliders in a spiral around the same point of rotation while flying at the same altitudeWings may even touch in this manoeuvreLow risk manoeuvre

Equipment

i Wing

Minimum requirement is that the wing has passed a load test by one of the certification bodies

ii Harness

No Stirrup or Pod type harnesses allowed.Certified by one of the certification bodies, i.e. DHV, CEN or Afnor

iii Reserve Parachute

Certified by one of the certification bodies, i.e. DHV, CEN or AfnorMust be rated for the all-up weight of the pilot + equipment

iv Smoke System

Marine type and other acceptable, must be securely attached with cable to hang below pilot, musthave release to ensure easy detachment from harness in emergency.

Acrobatic Manoeuvres HG

Hang Gliding Aerobatics or Acro is still developing, and new manoeuvres are added to the list everyyear. Below is a list of manoeuvres that pilots may choose to do, but they are not restricted to this list.Manoeuvres not listed here must be approved by the SAHPA Display Subcommittee in the flight plan.Synchronized flying of two or more pilots is allowed, with gliders flying in close formation or eventouching during manoeuvres. Recommended minimum altitudes for aerobatic manoeuvres on Hanggliding display flights is 150ft, but may be lowered to ground level if approved by the SAHPA DisplaySubcommittee for certain manoeuvres, which will then have to be approved by the SAC. ManyManoeuvres can be linked, and some manoeuvres can only be done by building energy with anothermanoeuvre.


Wingovers

Consecutive and alternating left and right turns, building energy and speed progressively, high bankangles (close to inverted) and medium G’s can be achieved.This is a safe and easy manoeuvre. There is a risk of partial wing deflation if high bank angle with lowairspeed is reached. Recovery is achieved by countering any possible turn,.

SpiralDiving turn with high sink rate.Low risk manoeuvre.

LoopPositive G forward loop,Risk of stall if entered with insufficient energy,Exit from stall and regain airspeed alternatively Reserve deployment if not recovered

Mirror SpiralTwo or more gliders in a spiral around the same point of rotation while flying at the same altitudeWings may even touch in this manoeuvreLow risk manoeuvre

Equipment

4.4.5.1.1.1.1.1.1 Wing

Minimum requirement is that the wing has passed a load test by one of the certification bodies

4.4.5.1.1.1.1.1.2 Harness

No Stirrup or Pod type harnesses allowed.Certified by one of the certification bodies, i.e. DHV, CEN or Afnor

4.4.5.1.1.1.1.1.3 Reserve Parachute

Certified by one of the certification bodies, i.e. DHV, CEN or AfnorMust be rated for the all-up weight of the pilot + equipment

4.4.5.1.1.1.1.1.4 Smoke System

Marine type and other acceptable, must be securely attached with cable to hang below pilot,must have release to ensure easy detachment from harness in emergency.


Appendix I

Airshow Flight Plan

To be submitted to SAHPA for approval and issue of competence certificate.

(Each pilot must submit separate flight plan)

General Pilot

Venue: Total Hours:

Date: Total Flights:

Pilot: Licence held:

Date of issue:

Other pilots in display team: Years Flying:

1.)

2.)

3.)

Equipment

Glider:

(Specify make, model, size, certification, colours)

Harness:

(Specify make, model, and certification)

Reserve:

(Specify make, model, size, and certification)

Smoke System: yes / no Duration:

Launch Technique: Winch / Balloon Drop / D-Bag / Other (Please Specify)

Previous experience on this technique:

Launch Aircraft:

Pilot of Launch Aircraft:

Attachment Technique:


Flight Description

Flight Sequence, Manoeuvres, etc.

Notes:

For Official Use

Approval Granted:

Approved by:

Aerobatics: yes / no

Notes:


Addendum R

The South African Hang Gliding and ParaglidingAssociation

Incorporating Powered Paragliding & Powered Hang Gliding

Paragliding Ranking System from 28 February

2009 onwards

1. Objectives

The objectives of the National Paragliding Ranking are:

To provide a ranking list of Paraglider pilots who have participated in recent Paraglidercompetitions;

To support local competitions and encourage pilots to fly in local competitions; To encourage and maintain interest in the competitive aspects of the sport of Paragliding; To foster the development of competition skills; To assist with the selection of pilots for participation in competitions where entry is limited.


2. South African Paragliding ranking system.1 As a normal competition the ranking list is based on tasks and pilots result in

those tasks. The Ranking official will import all tasks that should beconsidered and send them in to FAI for inclusion in the WPRS.

2 The ranking will be based on WPRS

3 The SAHPA committee reserves the right to modify this ranking system whendeemed necessary to adopt to changing environment;

o The Ranking system will take effect as of, 28 Feb 2009o This Ranking System will be applied until a newer Version gets

announced by SAHPA

4. National Team short lists

A pilot has to fly and score in one Cat 2 local competition per year tobe considered for the national team.

Top 15 men will be selected, were after they will have to fulfil theorganizers criteria and selection will follow according to merit.

Top 5 ladies will be selected, were after they will have to fulfil theorganizers criteria and selection will follow according to merit.

5. The national team will be chosen 3 months before the start of a FAI worldchampionship based on the WPRS ranking at the time.

The South African Paragliding Cup (SAPC).

1. The South African Paragliding Cup is a Task based ranking system to decide on the bestperforming competitors in each class over all our competitions2. The highest scoring 66% (rounded up) of all validated SAHPA tasks flown in Official SAPCSouth African Competitions during the same year make up the Ranking3. Any valid Task entered into is included in the ranking4. Points scored during any valid task is therefore defined asTask Ranking Score.

The Overall trophy is the same as the 2009 Open Class SAPC champion trophy.

Competition categories should mirror the SAPC classes and can include Tandem & Teamclasses.

SAPC championship these classes are defined: · Novice

· Intermediate

· Sport

· Serial

· Open

· Ladies


The rules for SAPC categories/classes:1. Novice

a. Pilot must be in first year of competition flyingb. Glider is limited up to unmodified DHV/LTF 1-2 or equivalentc. A pilot who has won this class may not compete in the Novice categoryd. A pilot may only fly in the Novice class if he has NOT competed in another class previously

2. Intermediatea. Glider is limited up to unmodified DHV/LTF 1-2 or equivalentb. A pilot who has previously won Intermediate, Sports, Serial or Open class may not compete

in the Intermediate category3. Sport

a. Glider is limited up to unmodified DHV/LTF 2 or equivalent4. Serial

a. Glider is limited up to unmodified DHV/LTF 2-3 or equivalent5. Open

a. Glider rating is unlimited

General

SAPC is open to SA registered pilots only A pilot is eligible to compete in a maximum of two SAPC classes: The class entered and the

Open Class ANY pilot may step up to a more difficult class before the last task is flown during the competition NO pilot may step down to an easier class during the competition Any protests regarding suitability of any glider model being used within a class must be lodged

with the SAHPA representative by the end of the first day of competition Modification of any glider must be accompanied by a letter or certificate from the manufacturer

giving consent and details defining the limits of changes Any modified glider can only be used in the open class unless proof of relevant updated class

rating and certification is supplied

In summary there can be the following awarded:

1. Open Competition Result (open to all competitors)

a. Noviceb. Intermediatec. Sportd. Seriale. Openf. Ladiesg. Tandemh. Team

2. SAPC 2009 Championship (SA pilots only and all three SAPC legs included)a. Noviceb. Intermediatec. Sportd. Seriale. Openf. Ladies

SOUTH AFRICAN RACE CHAMPION

A competition is chosen by the SAHPA committee whom can delegate this to the competitioncommittee each year should they wish.


This competition will require entrants irrespective of world ranking and SAPC ranking to race alltasks of the chosen competition and thus decide a winner in each of the following categories:

a. Noviceb. Intermediatec. Sportd. Seriale. Openf. Ladies

A tasks Ranking Score is therefore defined asTask Ranking Score = Score at Comp

All Valid tasks will be included.

The overall winner will be crowned as the South African National Paragliding Race Champion forthat year

Glider Classes for PG Competitions in SA and class breakdown rules

Gliders that seem to have cross class potentials i.e. an EN C but also an LTF 2-3 will be graded for theentire model range as the highest rating that it achieves.LTF grading takes precedence.

Where a glider is has only a EN rating (or alternative rating) then this specific glider will be placed in asuitable category decided upon by the Sahpa comp committee and will be raced in this class for anyfuture competitions.

The SAPC will comprise all accepted legs of the National Competitions agreed to by the Sahpacommittee and that have accepted bids.The National Race Championship will be decided by the Sahpa committee and will be one of these bidsreceived for the year of racing.

For the purposes of the overall SAPC championship these classes are defined: Novice Intermediate Sport Serial Open Ladies

The rules for SAPC categories/classes:1. Novice

a) Pilot must be in first year of competition flyingb) Glider is limited up to unmodified DHV/LTF 1-2 or equivalentc) A pilot who has won this class may not compete in the Novice categoryd) A pilot may only fly in the Novice class if he has NOT competed in another class previously

2. Intermediatea) Glider is limited up to unmodified DHV/LTF 1-2 or equivalentb) A pilot who has previously won Intermediate, Sports, Serial or Open class may not compete

in the Intermediate category


3. Sporta) Glider is limited up to unmodified DHV/LTF 2 or equivalent

4. Seriala) Glider is limited up to unmodified DHV/LTF 2-3 or equivalent

5. Opena) Glider rating is unlimited

General SAPC is open to SA registered pilots only A pilot is eligible to compete in a maximum of two SAPC classes: The class entered and the Open

Class ANY pilot may step up to a more difficult class before the last task is flown during the competition NO pilot may step down to an easier class during the competition Any protests regarding suitability of any glider model being used within a class must be lodged with

the SAHPA representative by the end of the first day of competition Modification of any glider must be accompanied by a letter or certificate from the manufacturer

giving consent and details defining the limits of changes Any modified glider can only be used in the open class unless proof of relevant updated class

rating and certification is supplied Submission of scores to FAI/ CIVL. The organisers are responsible for submitting results after

confirmation with the chief scorer, chosen at the beginning of each competition year. These resultsmust be furnished within two weeks after the completion of the competition. Local rules will takeprecedence over and above the comp category FAI rules. Penalties incurred will remain asdecided by the jury of the said competition. The SAHPA committee will choose a chief scorer forthe year once they take office. The chief scorer’s decision is final.

Awards which at the organisers discretion can attract the prizes:

1. Open Competition Result (open to all competitors) Novice Intermediate Sport Serial Open Ladies Tandem Team

2. SAPC 2009 Championship (SA pilots only and all three SAPC legs included) Novice Intermediate Sport Serial Open Ladies

Documents

MANUAL OF PROCEDURES ADDENDUM DOCUMENTSsahpa.co.za/docs/for_review_only_MOP_Addendum_version_2.5.pdf · South African Hang Gliding and Paragliding Association Official Manual of Operations