The South African Hang Gliding and Paragliding
Association
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 ARE
INCORPORATED 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 __________________________________________________ 66
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
- C - Licence Exam
CA 62.22
- 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
- Paragliding Instructor Rating Written Examination
General Forms & Books
- School Registration Application form
- Site Registration Application form
- SAHPA Competition Bid Form
CA 62.32
- 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
All forms are available in a separate Pack
R 62.40
Addendum B
Hang Glider Aero Towing
The 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 the
requirements by entering the appropriate flight numbers and other details as required, in the
spaces provided. This will assist the L&SO OR instructor in finalising the application as quickly as
possible.
Pilot Name:_________________________________
Date: _____________________
Practical Requirements for Aero Tow Rating:
Written and passed the SAHPA Aero Tow Rating theory exam. The theory exam must be
passed 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 log
book accordingly.
Signature of Instructor: ……………………………………Licence number: …………………….
Date of endorsement: ………………………………………………….………………………………..



The Pilot may partake in the privileges of endorsement once endorsed into the pilots log book
on condition that the checklist and other required documents are posted to SAHPA within 7
days of the awarding of the rating.
It is the responsibility of the endorsing licensing officer to post this checklist to SAHPA with the
appropriate 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 the
requirements by entering the appropriate flight numbers and other details as required, in the
spaces 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 of
logbook 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 the
pilots 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 log
book on condition that the checklist and other required documents are posted to SAHPA within
7 days of the awarding of the rating.
It is the responsibility of the endorsing licensing officer to post this checklist to SAHPA with the
appropriate fee, if applicable.
It is strongly advised that the pilot keeps a copy of all rating and endorsements check lists.
HANG GLIDING HILL LAUNCH-ENDORSMENT APPLICATION CHECK
LIST
This rating is for pilots who have gained their novice licence by undertaking a course of towing
instruction. Pilots wishing to apply for their Hill Launch-Endorsement should check that they
have all the requirements by entering the appropriate flight numbers and other details as
required, 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 HG
instructor.
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 pilots
log book accordingly.
Signature of Instructor: ………………………………………………Rating number: …………….
Date of endorsement: ………………………………………….……………………………….……..



The Pilot may partake in the privileges of the endorsement once endorsed into the pilots log
book on condition that the checklist and other required documents are posted to SAHPA within
7 days of the awarding of the rating.
It is the responsibility of the endorsing licensing officer to post this checklist to SAHPA with the
appropriate fee, if applicable.
It is strongly advised that the pilot keeps a copy of all rating and endorsements check lists.
HANG GLIDING TANDEM-RATING TYPE ENDORSEMENT
Pilots wishing to apply for a Hang Gliding Tandem Type Endorsement, should check that they
have all the requirements by entering the appropriate flight numbers and other details as
required, in the spaces provided.
Pilot Name: ……………………………………………… Date: …………………………………..
Foot launch endorsement, General towing (static line, payout, reel-in), Aero tow
tandem,
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 particular
reference 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 flights
attached)
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 and
one as P1.
Flight Numbers
P1…………………………………P2…………………………………………….
I declare that the above pilot is proficient in the check out flights performed and I have
endorsed 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…………………………………………….
I declare that the above pilot is proficient in the check out flights performed and I have
endorsed the pilots log book accordingly.
Signature of tandem rated tow pilot: ……………………………… Rating number: …………….
Date of endorsement: ……………………….
FOOT LAUNCHING
The first three flights must be with a tandem rated foot launch Instructor of which at least
1 flight as P2 and 3 as P1. Total no of flights not less than 6. All flights to be supervised by
Tandem rated foot launch Instructor. (Copy of log book showing flights attached)
Flight Numbers
P1…………………………………
P2………………………………………….
I declare that the above pilot is proficient in the check out flights performed and I have
endorsed the pilots log book accordingly.
Signature of tandem foot launch rated instructor: ……………………………… Rating number: ………
Date of endorsement: ……………………….



The Pilot may partake in the privileges of the endorsement once endorsed into the pilots log
book on condition that the checklist and other required documents are posted to SAHPA within
7 days of the awarding of the rating.
It is the responsibility of the endorsing licensing officer to post this checklist to SAHPA with the
appropriate fee, if applicable.
It is strongly advised that the pilot keeps a copy of all rating and endorsements check lists.
ADDENDUM C
Medical Fitness Certificate
Pilot's Declaration of Medical Fitness
1.
This form shall be signed by every pilot before commencing training, and also at each licence renewal. Tandem
pilots 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, a
dangerous 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 jeopardize
flight 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 affect
my 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 a
suitably qualified medical practitioner and be declared physically fit to fly hang gliders
or 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 training
organisation or an authorised Licensing & Safety Officer is reluctant to accept the above
declaration, a Medical Practitioner’s Declaration may be submitted instead. (See overleaf
for Doctor’s Declaration.)
2.
A Medical practitioner’s Declaration is required in respect of the holder of a recreational
pilot licence with a tandem rating endorsement, in addition to the Pilot’s Declaration (if
any). See overleaf.
Medical Practitioner's Declaration
The Medical Practitioner's Declaration must be provided before pilots may carry passengers, or where a medical
condition 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 to
carry 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 has
suffered, from any of these conditions is advised to seek medical opinion:
Chronic Bronchitis, Severe Asthma, Chronic Sinus Disease, Chronic Ear
Disease, 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 of
drugs (includes any medication whatsoever).
Injuries which were previously sustained and which may inhibit control of an
aircraft.
Exemptions
Exemption to the requirements above exists for pilots holding a current Student, Private or
Commercial Pilot Licence, or equivalent Service, Medical Certificate. Foreign certificates may be
accepted 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.
2.
Ratings and licence requirements
Training
Part 2:
1.
2.
3.
4.
Equipment
Maintenance and care (see CAR 94.07.1(2))
Documentation and records
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.
PART 1
Ratings and licence requirements

Recreational learner’s certificate

Basic

Sports

Tandem

Instructor

Trike (add-on)
Recreational Learners Certificate:This rating allows a student to operate only under close supervision of an instructor, to be taught and
when compliant with all requirements awarded a basic licence.
Ground requirements
1.
Proper layout and pre-flight check of canopy and motor (including harness).
2.
Has successfully completed a basic ground school.
3.
Understanding of proper canopy packing, storage and care.
4.
Site analysis including wind direction and velocity, terrain shape, obstructions and engine-out
planning.
5.
Proper canopy handling and ground control.
6.
Understands basic operation of the motor including at least two ways to shut it off and what to
look for on pre-flight run-up.
7.
Restricted radiotelephony operator’s certificate.
Launch, landing and inflation
1.
Two forward inflations with visual canopy check each time.
2.
Two controlled reverse inflations with proper surge dampening.
3.
Half minute of controlled kiting overhead in a steady wind.
4.
Demonstrate a method of establishing proper connection to the wing with cleared lines and
risers just prior to inflation.
5.
Demonstrates two flights with at least two 90 turns each.
6.
Take off and landing area should allow unimpeded climb and landing approach without
manoeuvring below 100ft AGL.
7.
All training flights must be undertaken with reliable radio communication between student and
instructor, with the student wearing a proper headset/helmet with built in communication
equipment which includes ear defenders to reduce engine noise. (Standard PG helmets with
built in speakers are not acceptable)
8.
Each flight should be preceded by a flight briefing and followed by a debriefing immediately
after each flight by the instructor.
BASIC
This rating allows a pilot to fly solo without instructor supervision.
Ground requirements
1.
Has passed both PG and PPG written exams.
2.
Has completed a minimum of 35 logged flights, 10 flights on PPG if pilot is already a qualified
PG pilot.
3.
Set up and pre-flight the glider, harness and reserve (if used).
4.
Completed a minimum of 4 hours airtime on a PPG
5.
Explain the basics of airspace as it pertains to PPG and how to determine legal flight areas
from sectional charts.
6.
Hold a valid
a) Class 2 medical certificate issued in terms of Part 67, if the privileges of the licence are to
be exercised for Instructional Flight experience purposes
b) Class 4 medical certificate issued in terms of Part 67, if the privileges of the licence are to
be exercised for non-instructional Flight experience purposes
Launch, landing and inflation
1.
Completes 3 out of the last 4 forward inflations with visual canopy check each time followed by
launch
2.
Completes 3 out of the last 4 controlled reverse inflations with proper surge dampening
followed by launch
3.
Two minutes of controlled kiting overhead in a steady wind.
4.
Five safe, smooth power-on landings within 5 meters of a target and into the wind.
5.
Five safe, smooth power-off landings within 7 meters of a target and into the wind.
6.
Explain the right of way traffic rules.
7.
Explain how to maintain directional control during and correct for an asymmetric wing fold of
25% of the wingspan.
8.
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 qualified instructor.
Sport
This rating should enable a pilot to fly any site as deemed safe by the pilot.
Ground requirements
1.
Pilot uses good judgment and has a level of maturity appropriate with the rating.
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.
Launch, landing and inflation
1.
All landings are safe, smooth, on the feet, in the desired touchdown area and in control.
2.
Five safe, smooth power-on landings within 2 meters of a target and into the wind.
3.
Five safe, smooth power-off landings within 5 meters of a target and into the wind.
4.
Demonstrates smooth transition from decent to climb in a go-around manoeuvre with minimum
surging
5.
Flight experience – minimum 100 flights and 50 hours.
6.
Has had basic rating for at least 6 months.
7.
To maintain this rating a minimum of 20 hours or 40 flights per year are required. Failing to
comply with this will result in reverting back to basic rating and completing a proficiency test
by a qualified instructor.
TANDEM
1.
The pilot must hold a Tandem Rating (usually, but not necessarily
earned as a paragliding tandem rating). A holder of a tandem rating usually has
unquestionable paragliding experience, so there is no minimum number of PG flights required
before tandem PPG. A PPG only pilot will need to have completed the Basic and Sport
licences before commencement of the tandem licence.
2.
The pilot must hold a valid Powered Paragliding Licence and must have at least 150 PPG
flights logged AFTER PPG licensing (i.e. not including his PPG training flights). 10 flights
minimum to be flown with a tandem rated B grade Instructor or higher with at least one as the
passenger. After all instruction and written Tandem Tests have been submitted with a letter
from the training instructor the Safety and licensing officer can issue the tandem rating. If the
tandem pilot shows that he is not competent anymore or is placing his passengers at risk then
his licence may be withdrawn at anytime.
3.
A Tandem Certified wing must be used. Not just a wing that is large enough, it must be
certified as suitable for tandem flying.
4.
A Tandem Rated Reserve Parachute MUST be carried on ALL tandem PPG flights (same
requirement as for tandem PG flights).
5.
The paramotor must be powerful enough to launch the combined weight of both pilot and
passenger and must be capable of a reasonable climb-rate for a sustained period. Note: The
paramotor need NOT be certified for tandem flying; however it should be designed for such
use (more about this later).
6.
An airband radio is essential (as it is for solo PPG), however an intercom system between pilot
and passenger, especially if it is VOX operated, is highly recommended. These days, it is
possible to get an all-in-one communications system, helmets and headsets that allow radio
operations as well as intercoms between pilot and passenger. In order to commence tandem
flying, the pilot having met all the above criteria, should proceed as follows:
a)
The pilot must have at least 10 solo flights on the specific motor he plans to use for
tandem, for the purposes of familiarization, BEFORE attempting to take a passenger.
b)
Before attempting any tandem flights, do a full hang-check with the motor, pilot and a
passenger, suspending the equipment
from 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 the pilot harness) and get to know how the passenger
adjustments are made and fine- tuned.
c)
The first 10 tandem flights after licensing should be with another licenced PPG pilot as
passenger. Even though the passenger may be a licenced PPG pilot, every flight
should be done with the full pre-flight briefing to the "passenger", for the purposes of
developing a comprehensive and thorough pre-flight briefing. The passenger here
(being a PPG pilot) can assist in the development of the briefing "patter", so ask for his
feedback and ideas, before and after each flight. If another Tandem Rated PPG pilot is
available, it would be wise to do a few flights as passenger too, this would prepare you
to know what to tell your passengers what to do and what to expect.
Note: The development of a comprehensive pre-flight briefing for your passengers is
essential. Do not skimp on this. Also ensure you develop a thorough pre-flight check of
the passenger, his harness, buckles, straps, adjusters, etc. Note: If no other PPG pilot
is available 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 not attempt zero-launches (zero wind, zero
slope) too early. As with solo PPG, the most difficult and most dangerous part of
tandem PPG flying is the zero-launch. Towards the end of this stage, practice at least
a few zero-launches before progressing on to the next stage.
d)
After these first Ten flights (with a PPG pilot as passenger), you may progress onto
taking non-pilots as passengers. It is essential that you proceed with increased
caution, especially with passengers of different weights (affecting the
motor/harness/suspension trim), and especially with passengers that weigh more than
the pilot!
7.
Completed 2 flights of over 30 minutes.
8.
Flown 3 flights with different weighted passengers
9.
Flown at an inland sites above 1200m asl and at Sea level
10.
Flown as pilot in command with two Tandem rated pilots of differing weights to experience and
understand the influence and effect of different wing loadings.
e) Complete Manoeuvres as documented in the SAHPA Manual of Procedures
Again, try to avoid zero-wind launches in the early stages if at all possible.
Gaining experience
With each tandem flight you need to evaluate your own performance, you need to improve your preflight briefing of the passenger, you need to debrief the passenger after each flight for evaluation and
assessment to identify areas of possible improvement.
Tandem PPG flying can be very rewarding, to share your flying experience with your friends and
family. However, you need to be twice a diligent as flying solo PPG.
Do NOT forget your pre-flight checks of the equipment, as well as the post-flight inspections.
Do NOT skimp on the pre-flight briefing of the passenger, especially a person that has not flown
before.
Even the slightest problem with the motor must be dealt with promptly. Small problems quickly
escalate into major problems, especially with the added complication 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.
Equipment
We tend to fly PPG with wings that often have only a PG certification and no powered certification.
Powered certification is often done at a higher wing-loading than un-powered certification. For
example, a typical medium sized solo paraglider may have a PG certified weight range of 80-105kg all
up flying weight, however if the same wing is certified for powered flying too, it will likely be rated at
80-140kg all up powered flying weight. For this reason, even wings that do NOT have powered
certification, are typically flown at these higher wing- loadings under power.
There is no legal requirement that a wing must have powered certification for PPG, however it is nice
to have for peace of mind, especially with the added complications of tandem under power.
INSTRUCTOR
“CLASS B” : PPG Conversion-Instructor Requirements
For PPG Pilots And PG Instructors
Requirements for PPG Pilots
1.
Must have logged 300 flights and 150 hours on a PPG
2.
Must have held the PPG licence for 24 months
3.
Must have trained under PPG (“Class A or B”) Instructor for 20 days (Days to be logged and
submitted with application).
4.
Write and pass the PG Instructor exam
5.
Have a 6-months incident-free PG and PPG flying record.
6.
Valid First Aid Certificate.
Requirements for PG Instructors
(Must be a current PG Instructor)
1.
Must have logged 100 flights and 50 hours on a PPG
2.
Must have held PPG Licence for 6 months
3.
Must have held PG Instructor rating for 12 months
4.
Must have licenced 6 PG students since becoming “PG Instructor”. (Names of PG students to
be submitted with application)
5.
Must have trained under PPG (“Class A or B”) Instructor for 5 days and a minimum of 25
hours. (Days and hours to be logged and submitted with application).
6.
Have a 6-months incident-free PG and PPG flying record.
7.
Valid First Aid Certificate.
“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)
Requirement for “Class B” Instructor without PG Instructor Rating
1.
Must have logged 500 flights and 250 hours on a PPG
2.
Must have held PPG Licence for 36 months
3.
Must have trained under “Class A” PPG Instructor or PG Instructor for 5 days and 25 hours.
(Days and hours to be logged and submitted with application).
4.
Write and pass the PG Instructor exam
5.
Must have licenced 6 students since becoming a Class B instructor. (Names of students to be
submitted with application).
6.
Must have held a Class B Instructor rating for 12 months.
7.
Have a 6-months incident-free PG and PPG flying records
8.
Valid First Aid Certificate.
Requirements for “Class B” Instructor with PG Instructor rating
(Must be a current PG Instructor)
1.
Must have logged 300 flights and 150 hours on a PPG
2.
Must have licenced 6 PPG students since becoming a Class B instructor. (Names of students
to be submitted with application).
3.
Must have held a Class B Instructor Rating for 12 months
4.
Have a 6-months Incident-free PG and PPG flying record
5.
Valid First Aid Certificate.
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 footlaunched flying.
Requirements
1.
Demonstrates the ability to accurately assess conditions which allow for safe trike launch
(weather, field conditions, wing weight range and rating, etc.)
2.
Demonstrates the ability to accurately pre-flight the trike and canopy prior to flight (motor/trike
connection, canopy layout, avoiding wheel/line entanglements, etc.)
3.
Demonstrates the ability to centre the canopy overhead using primarily break toggle input and
minimal nose wheel steering.
4.
Demonstrates appropriate use of power to maintain canopy pressurization during launch.
5.
Demonstrates 5 successful no-wind launches.
6.
Demonstrates an understanding and control of higher approach speed due to greater wing
loading.
7.
Demonstrates properly timed flare on landing.
8.
Demonstrates 5 successful landings with proper canopy control and deflation.
9.
Tandem flights are only allowed after a tandem rating has been obtained as covered in the
Tandem Licence.
PART 2
EQUIPMENT
1.
Paramotor engine with protective cage including harness.
2.
Paraglider wing approved in terms of SAHPA regulations.
3.
Boots with ankle support recommended but not compulsory.
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 task director
5.
Reserve parachute certified for pilot weight recommended but not compulsory.
6.
Airband radio and headset. Required as per aviation regulations. i.e. for any flight or part
thereof that exceeds 1000ft AGL, for all flights that approach within 10 nautical miles of an
active airfield or within 10 nautical miles of any controlled airspace, for all flights that follow
along or intersect with any known traffic route, including the entire coastline of SA.
7.
Some means of monitoring altitude and rate of climb/descent reasonably accurately, e.g.
altimeter, vario, GPS receiver with GPS altitude indication.
8.
Navigation equipment on cross-country flights is highly recommended, e.g. GPS or
navigational charts.
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.
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.
CONDITIONS FOR FLIGHT AND FLIGHT OPERATIONS (SEE CAR 94.05.1)
1.
No person shall fly a powered paraglider

By night

In meteorological conditions less than those prescribed as suitable for flight under
VFR.

Within controlled airspace, unless cleared by and on conditions prescribed by ATC.

Within 5nm from an aerodrome reference point unless established, unmanned
aerodrome procedures for the particular aerodrome can be adhered to.
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.
3.
Heights
Except for taking off and landing, or with prior written approval of the Commissioner no PPG

May be flown over built up areas or over an open air assembly of persons at a height
less than 1000ft above the highest obstacle within a radius of 2000ft from the PPG.

Shall circle over or do repeated over flights over an open air assembly of persons at a
height less than 3000ft above the surface.

When flown elsewhere than specified in first sub-paragraph above, shall be flown at a
height deemed safe by the pilot in command above ground or water and the flight can
be made without nuisance or hazard to persons or property on the ground or water.

4.
Shall operate at a height higher than 19500ft above MSL.
The pilot in command of a powered paraglider may use any suitable area to launch and land
provided permission was obtained from the owner of the site or the Local Authority having
jurisdiction over such area.
5.
Tandem operations

For the purposes of tandem operations a Tandem reserve parachute is compulsory.

No person may operate a tandem PPG without a valid tandem rating.

Helmets are compulsory for pilot and passenger during tandem flights

Suitable tandem power plant and tandem rated paragliders are compulsory.

A hook knife is advisable but not compulsory.
Powered Parachutes (PPC)
Part 1
Ratings and Licensing Requirements







Recreational Learners certificate
Basic
Tandem Licence
(C grade) Tandem Flight Instructor
Assistant Instructor
B grade Instructor
A grade Instructor
Recreational Learners certificate
Recreational Learners certificate will be issued to all people during their training process and it will
be current for six months since date of issue. No solo flying is allowed with only this licence prior to
the Instructor’s decision to allow the student to do so. After then it is allowed only under strict
Instructor supervision. No prior requirements are needed before the issuing of this licence and training
commences.
Requirements
To obtain a Recreational Learners certificate the student must provide the following:

A letter from his/her GP that states general good health and the clearance to partake in
Aviation related activity. (Class 4 Medical Certificate) not be an epileptic victim or, suffer from
any other medical condition that might endanger his/her life or the life of others.
Basic Pilot Licence
The Basic pilot licence is the first milestone in your PPC flying career. This licence will be received
once all the requirements are met that has been set inside the PPC licensing syllabus. The holder of
the BPL (basic pilot licence) has the necessary skill and experience to perform safe and successful
solo flight within the allowed licensing limits. Pilots with this specific licence rating are NOT allowed to
fly with passengers of any kind. Failing to comply with this ruling can result in suspension of the
licence.
Requirements





Minimum of 3 hours dual training and 7 hours solo flight.
Show proper skill and knowledge in the required fields nl. Principles of flight, Meteorology,
Engines, Airframes and Wing design and Air law.
Pass the written theoretical exams.
Passed practical requirements
Hold the necessary medical certificate as detailed in SA CARS part 67 and SA Cars part 62

Obtain a restricted radio licence as presented by a CAA qualified person.
Tandem Licence
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 means of
compensation at any given time or place. The holder of this rating will also be expected 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 of the licence or rating.
Requirements







Minimum of 30 hours total time as PIC (Pilot in Command) and more than 70 take off and
landings logged.
Pass a skill test demonstrating the required tasks and manoeuvres.
Pass the necessary written exams.
Have a satisfactory safety record and safety orientated attitude to fly tandem as approved by
the committee or Licence and Safety Officer.
Hold a current basic level first aid certificate
Hold the necessary medical certificate as detailed in SA CARS part 67 and SA Cars part 62
Hold a current restricted radio licence.
(C grade) Instructor Tandem Flight Instructor
The C grade Instructor rating allows a pilot to fly people for reward if they are instructing as per the
Tandem Flight experience course. The requirements for this rating involve a very high level of
experience and skill to ensure the safety of the public that might choose to partake in such a flight
experience. Requirements are set in the PPC licensing layout.
Requirements







Minimum of 200 hours total time, 80 hours tandem and 2 years experience.
Have a satisfactory safety record and safety orientated attitude to fly tandem as approved by
the committee or Licence and Safety Officer.
Must have passed the necessary theory examination
Must have complied with the necessary practical requirements as detailed in the SAHPA
manual of procedures
Hold the necessary medical certificate as detailed in SA CARS part 67 and SA Cars part 62
Hold a current basic level first aid certificate
Hold a current restricted radio licence
Assistant Instructor Licence
To become an Instructor in any Aviation related activity is a very responsible matter and only the
individual that meets up to all the requirements should be allowed to receive such a rating. To ensure
that all Instructors teach their students to the same standard as set by the syllabus they have to
undergo training to teach them the means and methods to teach others.
Requirements




Minimum of 150 hours PIC (Pilot in Command), holder of a tandem rating for at least 12
months.
Pass the written Assistant Instructor’s exam.
Have a satisfactory safety record and safety orientated attitude to fly tandem as approved by
the committee or Licence and Safety Officer.
Hold a current restricted radio licence
B grade Instructor rating
a Pilot with a Instructor rating has got the ability to teach any level of PPC training for a Licence level
lower than their own and also evaluate whether or not another pilot has the required skill level to
receive a desired licence or rating. It is the duty of an Instructor to make sure that his/her student
complies with the requirements upon submitting an application for any licence or rating to the NS&LO.
A (B) grade instructor may oversee the training procedures of an Assistant Instructor.
Requirements







Minimum of 300 hours PIC (pilot in command), holder of a Grade C instructor rating for at least
24 months.
Minimum of 40 hours dual pattering (flying in passenger position) instruction.
Pass the written Instructors Exam as well as the Practical Exam.
Have a satisfactory safety record and safety orientated attitude to fly tandem as approved by
the committee or Licence and Safety Officer.
Hold a current basic level first aid certificate
Hold the necessary medical certificate as detailed in SA CARS part 67 and SA Cars part 62
Hold a current restricted radio licence
A Grade Instructor Rating
A Senior Instructor may teach any level of PPC training as well as instruct Instructors to perform their
required duties in the correct manner. This is the highest level of Instructor Licence in this field.
Requirements





Minimum or 500 hours PIC (pilot in command), holder of a Commercial rating for at least 24
months and Junior Instructor rating for at least 12 months.
Pass Practical Exam requirements and be signed off by a Senior Instructor.
Have a satisfactory safety record and safety orientated attitude to fly tandem as approved by
the committee or Licence and Safety Officer.
Hold a current basic level first aid certificate
Hold a current restricted radio licence.
Additional Ratings
Public Display Endorsement
The PDR (public display rating) is needed to perform at aviation organized events like air shows,
public events in built up areas and any other public related gatherings. The reason for this rating is
because flying at events like these requires a much higher knowledge and skill level than flying
normal advertising for example next to the coastline over beaches.
Requirements





Hold a minimum of a Basic Pilot Licence with 250 hours PIC (pilot in command) or more and
24 months experience.
Hold a C grade Instructor rating.
Have a satisfactory safety record and safety orientated attitude to flying as approved by the
committee or Licence and Safety Officer.
Have the proper knowledge about Airspace patterns and Display techniques.
Hold a current restricted radio licence.
Training
To be advised by a qualified Instructor.
Part 2
Equipment








Powered Parachute Unit with Prop protection cage, seats with safety belts and steer able front
wheel.
Powered Parachute Wing built by certified manufacturer and approved in terms of SAHPA
regulations
Certified attachment webbings or cables only(Min 1000kg)
Helmet, recommended but not compulsory.
Boots or closed shoes, recommended but not compulsory.
Airband radio and headset.
Vario / altimeter.
Navigation equipment on cross country flights recommended.
Maintenance and Care
During training the necessary knowledge and understanding will be obtained to keep equipment in
good running order and to make minor repairs when required. Every pilot is responsible for the
maintenance, safety and airworthiness of his/her own machine and equipment. It is recommended
that any major repairs be done by a qualified person.
Documentation and Records
Every pilot shall keep log of every flight done as well as every Take Off and Landing performed during
every flight. This documentation must be available for inspection by any Authorized person should it
be deemed necessary. If the aircraft is equipped with a tachometer every pilot flying it would be
responsible to update the flight booklet before leaving the aircraft after every flight.
Flight Operations and Conditions
No person shall operate a Powered Parachute Unit:
1.
Conditions and Area




2.
Semi-circular Rule

3.
By Night.
In meteorological conditions less than those prescribed as suitable for flight under VFR
rules.
Within controlled airspace unless cleared to do so by an ATC controller or any other
authorized person.
Within 5 nm from an aerodrome reference point unless established, unmanned
aerodrome procedures for the particular aerodrome can be adhered to.
When operating a Powered Parachute Unit in accordance with the VFR rules at a
height of less than 1500ft AGL, it will not be required to comply with the semi-circular
rule. When operating higher than 1500 ft AGL, such a PPC shall fly at an appropriate
flight level selected according to the magnetic track from the table as prescribed in
DOC-SA-CATS-OPS 91, unless directed otherwise by an air traffic service unit.
Heights
Except with Take Off or Landing, or with prior arrangement of the Commissioner no PPC:




4.
May be flown over built up areas or over an open air assembly of people at a height of
less than 1000 ft above the highest obstacle within a radius of 2000 ft from the PPC.
Shall fly repeatedly over an open air assembly of persons with less than 3000 ft AGL.
Shall be flown at an altitude deemed safe by the pilot in command when flying over
any land or water feature and at a height that will not cause hazard or nuisance to ant
person or property.
Shall not operate at a height higher than 19500 ft above MSL.
Take Off and Landing Areas
The Pilot in command may use any suitable area to Take Off or Land provided that prior
arrangement has been made with landowners of the site or with the local Authority that has
jurisdiction over such areas.
5.
Tandem Operations.


No person without the required rating shall fly tandem
Helmets are compulsory for tandem operations

Tandem flights shall only be flown with dual seated PPC units and the required 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 wing
with 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 bar
Suprone type – flying feet first above the bar
Supine type – fly feet first below the bar
Each type entails some criteria that are specific. Where this is the case the differences must be
clearly pointed out by the instructor. Each of these types may use only certified hang gliding wings for
PHG application.
Use of wheels
While hang gliding type aircraft have always had a criteria of being capable of foot launching and
landings, modern trends have dictated new hang gliding categories that specifically recognizes hang
gliding types that are not suitable, nor capable for foot launching, yet remain a hang glider by
definition. For the same reason, SAHPA have moved with modern development and trends and no
longer recognizes the restriction of the use of wheels (This would be highly irresponsible of the care
takers of the sport). It has proven extremely beneficial to use wheels on some of the types of powered
hang gliders. With safety and the long term prosperity of the sport in mind it is logical then that the use
of wheels is specifically not excluded. The main criteria is that one may only use certified hang gliding
wings that upon removal of said wheels can demonstrate safe foot launching and flying of the hang
glider.
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 can
present 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 practical
requirements 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 Instructor
with a supine type PHG rating.
Limited to within 10km radius of the supervised airfield unless on a pre-declared and supervised cross
country 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 a
qualified pilot (in either a hang glider or in trike flying), the pilot has already undergone some flight
training. 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 for
supine PHG), as such, many of the subjects have been covered in detail in the past. In essence any
training must be concentrated on those areas that the Instructor feels is relevant and pertinent to the
applicant – depending upon the applicants experience.
All exercises and tests must be supervised by an appropriately qualified Instructor. The application
checklist 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 for
the powered rating.
ii.
A minimum of 10 flights of at east 5min each with a total airtime under power of no less than 3
hrs 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 there
off.
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 in
no more than 5kph.
c)
Effects of power in flight with reference specifically to the ability to maintain constant climb
under 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 without
marked slip or slide while under power.
f)
Receive training in power approaches and glide approaches with 4 out of 5 controlled landings
within a 50m diameter circle.
g)
Pilot must show the ability to fly in conditions which require quick control responses for safe
flight with reference to soaring conditions.
h)
Pilot must receive training in the ingredients for good take-off techniques and show the ability
to 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 recommended
to cover some basic theory as a refresher. A pilot under going training for the PHG Rating shall have
covered the following subjects in theory:
a)
b)
c)
d)
e)
f)
g)
Introduction to the power unit and related equipment
Fuel and engine management of the specific unit
Maintenance and repair of the specific unit
Starting procedures of the specific unit
Principals of flight relating to powered hang gliding
General Safety and airmanship relating to powered hang gliding
Air law relating to powered hang gliding.
Whilst undergoing theoretical training on PHG the applicant must demonstrate an understanding of
the following principals:
1)
Basic Principles of Flight including:
a)
b)
c)
d)
e)
f)
Air resistance and air density.
Lift and drag – Angle of attack and airspeed.
Distribution of lift, Centre of pressure
Drag – Induced, parasite – Form, skin, interference
Lift/drag ratio and aspect ratio
The four forces: Lift, weight, thrust and drag
g)
h)
i)
j)
k)
l)
m)
n)
o)
p)
q)
2)
Flight Safety covering
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
3)
The balance of the four forces – In straight and level flight, while climbing, and in
descending or gliding flight.
The forces in the turn
Power curves
Effect of temperature and density
Range and endurance
Climbing performance - rate of climb and angle of climb
Take-off and landing performance - take-off run available, take-off distance available,
landing distance available
Take-off and initial climb – performance effected by – wind, wind gradient and wind
shear, weight, pressure, altitude, temperature and density, ground surface and
gradient
Approach and landing – performance effected by - wind, wind gradient and wind shear,
weight and ground effect
Weight limitations on hang glider
Propeller basics: Maintenance and checks.
Power governs climb and pitch governs speed.
The importance of climbing from take off with sufficient airspeed using bar pressure
The DANGERS of climbing too steeply and correcting with attitude adjustment and not
power adjustment.
The altered relative bar positions for the type pf PHG.
Torque effects
Safety and emergency procedures
Co ordination of pitch with power adjustments
Thrust line importance of lining with wing
Winding in characteristics of power on turns
Change of apparent bar position with power change
Dangers of prop wash both in the air and on the ground
Take off techniques
Landing set ups with ref to techniques specific to type of PHG
Airmanship and Navigation.
The pilot under training will demonstrate an understanding of:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
Selection criteria for choice of field
Assessment of conditions for flight
Safe areas for spectators
Noise nuisance and flying near congested areas
Emergency stopping and take off aborting
Techniques for adjusting and recovering from pitch over resulting from loss of power or
stalls or weather.
Methods and general principles of navigation. (PPL, MPL, SAHPA B & C rating holders
are exempt from this)
Magnetic variation and compass deviation
Flight preparation and planning
Emergency and safety procedures
Air Space considerations
4)
Weather
The pilot under training must show a general understanding of:
a)
b)
c)
d)
e)
5)
Weather patterns
How weather effects flying conditions
How local topography effect flying conditions
Pre flight weather assessing
Weather assessments during XC flying
Air Law
The pilot under training will show an understanding of Air Law applicable to PHG.
a)
b)
c)
d)
e)
f)
g)
h)
6)
Applicable acts, regulations and other documents.
Personal flying logbook.
Airspace classification.
General flight rules.
Visual flight rules.
Special flight rules.
Air-proximity reporting procedures.
Incident/accident reporting
Skills tests
Skills tests shall include:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
7.
At least one Cross Country flight with an out landing and re-launch.
The execution of a thorough pre flight and pre take off check.
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.
The ability to maintain constant climb under power and
Ability to maintain straight and level flight under power and
Controlled 360 degree turns in both directions with pre-determined entry and exit
without marked slip or slide while under power.
At least one power on approach with a controlled landing within a 50m diameter circle.
At least 4 out of 5 controlled landings in within a 50m diameter circle.
Pilot must show the ability to fly in conditions which require quick control responses for
safe flight with reference to soaring conditions.
The ability to do execute good take-off technique.
Licensing
As the category is a powered hang glider, the SAHPA is the only organization qualified and
authorized to issue a licence or PHG rating. The applicant must apply to SAHPA with the
appropriate forms and applicable fee for the processing of the rating. This is done on the
applicable application form. The Instructor must also endorse the pilots log book pertaining
details of the Rating completed. After payment of the applicable fees and upon approval the
Rating is issued by SAHPA.
Addendum F
Updated: 22 June 2005 – NSTO – Johan Anderson
Hang Gliding
SOUTH AFRICAN
AEROTOW
MANUAL
1
South African Aerotow Manual: Table of Contents
2
2001 Aerotow Manual
South African Hang Gliding and Paragliding Association
Official Manual of Operations
Section 1.
Introduction
1.1
General Guidelines
Aero towing involves the participation of more than one pilot from different organisations namely
MISASA and the SAHPA. It is therefore very important that both parties understand the
procedure 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 is
required, and that he has the appropriate rating or has been briefed correctly for the training
process. 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 to
use common sense should situations occur which aren’t covered within.
This manual has also been compiled using current information and is based on current glider
performance; 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 make
aerotowing safer or more efficient.
Revision No. 2.1
Effective from 1 March 2008
South African Hang Gliding and Paragliding Association
Official Manual of Operations
1.2
Preliminary Recommendations
Criteria for safe and efficient Aerotowing:
1
Constant direction.
The direction of the tug should remain as constant as is possible throughout the tow. Turns
should be made as slowly and as smoothly as possible. The Hang Glider pilot should follow
the line of the tug at all times. On launch, the tow line should be no more than 20 degrees
off 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 and
glider 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 student
from 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 and
are 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 communicate
their 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 be
conducive 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 should
end the tow immediately!!!”
Revision No. 2.1
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
Section 2.
2.1
Operational Requirements
Aerotow Operations
Aerotow launch and in flight operations and procedures are specified in the SAHPA Aerotow
Manual, 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 operations
unless 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. 50
hours as P1 if the pilot has a Hang Gliding rating of B or higher, provided that the
tug 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 Tug
endorsement, OR the holder of a SAHPA Hang Gliding Instructor with
considerable aerotow experience. The syllabus and standards for this test are
contained in the “SAHPA Aerotow Manual”.

The granting of a Tow rating shall be entered into the pilot’s logbook and signed
by the Instructor as per SAHPA Operations and procedures manual section 3.
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Tow Rating – Recent Experience Requirements.
No person shall act as pilot-in-command of a Microlight engaged in towing operations
unless that person complies with point 2.2.1 (c ) requirements in the SAHPA Aerotow
Manual.
Tow Rating Privileges:
The holder of a tow rating is authorised to tow Hang Gliders subject to the following
limitations:
a.
The Hang Glider pilot being towed must comply with all necessary SAHPA requirements
and approvals.
b.
The Microlight and towing apparatus being used must comply with the provisions of this
manual.
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 Aerotow
endorsement
b. Hold a minimum of novice rating and be under the direct supervision of an
appropriately rated SAHPA instructor whilst undergoing training to gain an Aerotow
endorsement as per SAHPA Operations manual section 3.
NOTE: “Direct supervision” means the detailed on site personal direction and supervision of
the aerotow operations.
“At no time should Aerotowing be conducted with both an inexperienced Tug Pilot
and an inexperienced Glider Pilot!!!”
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2.2
Duty Pilot
For each towing operation there shall be a duty pilot appointed from the people available on the
day.
The duty pilot should preferably have a Hang Glider Aerotow endorsement or Aero tow Tug
endorsement 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 what
procedures 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 landing
patterns they will use.
d) To co-ordinate and liaise with other operators which may be using the same site, and to
ensure that all mixed operations are carried out safely with due regard for other airspace
users.
e) When operations are being carried out at an airfield which may be in use by general aviation
aircraft:f)
ensure a gliding operations signal is in place; and To ensure that the appropriate VHF radio
channel 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 adjacent
to the wind direction indicator. This symbol is in the shape illustrated.
Revision No. 2.1
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
Section 3.
3.1
Equipment
The Tug
Tow aircraft requirements.
Any microlight used for towing operations shall:
3.2
a.
Be a Class 1 or Class 2 Microlight aircraft, but may NOT carry a passenger during the
towing 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 the
available 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 towed
aircraft at all times.
g.
Be fitted with towing apparatus that conforms to the provisions of this Manual.
The Hang Glider
The 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 for
pilots under Aerotow training.
Towing of low performance hang gliders at speeds in excess of 28 knots is not recommended
unless 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 end
release 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 releases
All releases MUST release at any angle, and at any load. All releases must be as
infallible as possible and only release upon pilot activation. Bridles, which automatically
release in the event of a nose-in are acceptable but the release cord must be attached to
the pilot’s shoulder and not the base bar.
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
There are many types of releases on the market today and it is highly recommended that
only 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 is
necessary to prevent injury to the pilot in the event of a weak link break or release under
tension. A bridle with too much stretch can flick back to the pilot if the load is suddenly
released.
Seamless stainless rings can be used so as to prevent any unnecessary wear to the
bridle. Small aluminium karabiners are proving most popular. If at all possible, soft hard
type 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 bridle
comes down from the keel, passes through the ring to which the release is
attached and is then attached to the harness. The distance from the harness
attachment point to the apex should be approximately two meters. This V type
bridle is the most desirable when aerotowing as it helps to relieve the bar
pressure. Low performance or intermediate gliders will find that this is the only
system that will allow them to tow safely.
b.
The most common form of bridle used in aerotowing is just a short V bridle
connected to the shoulders of the harness only. A weak-link is fitted to one end of
the 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 pass over the control frame
and not underneath as is usual with ground towing.”
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South African Hang Gliding and Paragliding Association
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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 to
which they are fitted, by EITHER a MISASA approved person with towing experience, the
manufacturer of the micro-light OR a SAHPA approved person.
It is recommended that tow rigs manufactured or approved by the aircraft manufacturer
be used where possible.
Tow Rig Requirements – Bridle
Any bridle arrangement used during Aerotowing operations shall:
3.5.2
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 any
circumstances.
Glider attachments
Most harnesses have some form of tow loops sewn on from new, some older harnesses
may not but they are easily retro fitted. They should be sewn through the main webbings
as there can be a lot of force on them, which may damage the harness if sewn through
fabric only.
For ground towing, these are usually attached to the lower webbings but for aerotowing, it
may be more convenient to have them sewn to the upper webbings or even the shoulder
straps.
If a chest mounted release is to be used it should be attached to the upper webbings or
shoulder straps only.
If a V bridle is being used then the keel attachment point should be Forward of the king
post and hang point. The glider manufacturer will have specific distances from the king
post that provides the safest tow position. The attachment point should be restrained from
moving further forward by a rope around the king post.
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South African Hang Gliding and Paragliding Association
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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 is
commonly accepted that weak-links for aero towing are much less than 1g. This is
normally around 80 to 90 kgs dependant on the pilot weight. Weak link strengths of 60 kg
for aero towing have proven to be more than adequate!
It is recommended that each pilot should have his own weak link of the appropriate
strength. (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 in
nature 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 the
rearward link. The forward link shall have a maximum breaking strain of 100kg or around
85% of the towed Hang Glider and pilot weight, which ever is lesser.
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South African Hang Gliding and Paragliding Association
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3.7
Rope Types
The most suitable rope for aerotowing is 4 – 5 mm polypropylene or polyester. These ropes are
cheap and are available from most fishing or marine outlets. They are normally twisted which
means that they must have a swivel at both ends. This is to prevent the two lines twisting around
the release and preventing it from working properly. A heavy duty shark swivel is acceptable for
this job.
All tow ropes should be stretched out on the ground before use and checked for any knots or
wear 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 its
retrieval once released from the tug, and will also enable the tug pilot to see where the glider pilot
is if he moves out of the field of vision of the rear vision mirror as the streamer will most likely still
be in the field of vision. A small drogue chute can also be used. The chute must be positioned
approximately 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 size
to prevent excessive droop when towed unattached.
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3.8
Launch Trolley (Dolly)
The launch trolley has become the most preferred method of take off while aerotowing. It is
essentially a triangular trolley with two castering front wheels and one fixed rear wheel, and a
rear 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 of
the trolley under the base bar. The glider pilot holds on to this until he feels the glider and trolley
start to lift off.
The height of the rear support can be adjustable and should be set at such an angle that the
glider 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 injury
from 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 hook
knife. This should be in an accessible place on the harness to be used in the rare event of a
release failure.
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South African Hang Gliding and Paragliding Association
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Section 4.
4.1
Communication
Radio procedures
The 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 glider
combination. 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 the
tug 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 if
the glider pilot has no radio.
e.
The following commands are to be used:
Glider pilot
Glider pilot
Glider pilot
Glider pilot
“Pilot ready”
“Take up slack”
“All out All out All out”
“Stop Stop Stop”
Glider pilot
“Releasing”
Tug pilot
“Tug ready”
1
Tug
pilot
“Move up”
1
Tug
pilot
“Move down”
1
Tug
pilot
“Move left”
1
Tug
pilot
“Move right”
1
Tug
pilot
“Release”
The glider pilot is ready to start.
Put some tension on the line.
Smoothly apply full power.
Stop the tow and if air born,
release.
Self explanatory
These commands are self
explanatory.
These are all the commands that are required to be used. They should be repeated at least
twice 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 may
well be drowned out or misunderstood due to the noise of the motor under full power.
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South African Hang Gliding and Paragliding Association
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4.2
Signals
The following signals are to be used if radios are not being used. It is recommended that they be
used in conjunction with radios to prevent any form of confusion.
4.2.1
Ground signals (refer Appendix 2 for diagrams)
Ready
One out stretched arm to any side, is used to indicate that the pilot is ready to start the
towing sequence.
Take up slack
A one under arm wave from side to side across the body. Keep waving until the slack is
completely taken up.
The tug pilot should keep one eye on the mirror to see when the line is tight.
All Out
A one arm wave above the head. Keep this going until it is obvious the message has
been received, or if foot launching, the hang glider pilot may give the command by waving
one leg out to one side.
Stop
One arm held stationary above the head.
Wait
Two out stretched arm is used to indicate that there will be some delay before the next
phase.
Release
One out stretched arm moving up and down. This can be performed by the duty pilot or
the 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 higher
A stationary arm pointing out and up at 45 degrees.
Tow lower
A stationary arm pointing down at 45 degrees.
Move left
A stationary arm pointing left.
Move right
A stationary arm pointing right.
Release
An up and down waving arm.
Section 5.
Procedures
5.1 Site considerations
The strip must be smooth enough to allow the tug to take off and land safely without risk of
incurring damage, and must be of adequate length for the performance of the tug. The strip should
be no less than 3 times the normal take off roll length for the given aircraft if flown solo, and be
clear of obstacles and hazards.
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5.2 Weather considerations
Training flights for either the tug pilot or glider pilot should be carried out in light wind conditions
free 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.
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5.3 Training considerations
5.3.1
Tug pilot training
The tug pilot will already be an experienced pilot, preferably with some hang gliding
experience.
Before the first tow, the tug pilot will be briefed with exactly the same procedures as the
glider pilot.
5.3.2
Glider training
Before commencing towing, trainee pilots must be thoroughly briefed on the procedures
and 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 may
become nervous so it is recommended that the first tow is only to 1000’.
“Only Instructors with Aerotow experience are permitted to supervise Aerotow
training operations, and they must endorse the pilot’s log book, or rating card
when the acceptable standard has been achieved as per SAHPA Operations
Manual section 3.”
5.4 Launch procedures
5.4.1
Tug launch procedures
When the command is given to take up the slack, the tug pilot will apply enough power to
roll the unit forward at a slow pace, keeping an eye on the mirror and the power on, until
the line is tight.
When the “all out” command is given, the tug pilot will smoothly apply full power and
endeavour to get the tug airborne as quickly as possible. Once airborne, the tug pilot
should maintain a comfortable speed for the first 2-300 ft. After this height a slower
airspeed may be selected to make the tow more comfortable for the glider. (Initial climb
should be at best climb angle)
If the tug pilot lets the nose up too quickly he will rise above the glider before the glider
has time to react. This will allow the rope to go slack and the glider pilot to become very
low. 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 until
you have visually ascertained that the glider pilot has either released or is under a
successful tow. If the tow launch was successful maintain power and continue the climb.
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While undertaking the launch procedure, it will not be possible to constantly look in the
rear vision mirror, as you will be watching where you are heading. Special care must be
taken to do a similar take off every time so that the glider pilots know what to expect.
5.4.2
Glider launch procedures
To avoid delays, pilots should carry out al pre-flight checks prior to being connected to the
tow line. These checks should include the standard pre-flight checks as well as checks to
ensure radio, bridle, release and weak link are all in order.
When using the trolley launch method, an additional pre-flight check to ensure that the
harness and variable geometry ropes are located to prevent them snagging on the launch
dolly. Check the dolly is lined up.
Once the pilot is connected to the tow line a final check with the tug pilot or duty pilot
should be made.
Once ready for launch, the glider pilot should give the “take up slack” call. Once slack has
been taken up the glider pilot gives either the “stop” command or if the pilot is happy to
proceed with the launch, the “all out” call. For foot launching, the glider pilot should allow
the rope to pull the pilot and glider – do not run before the pull of the tug is felt, taking
quick 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 bar
so as not to be pulled forward through the A frame. This is done just to break the surface
friction of the dolly until the dolly is accelerating. At this stage the pilot should pull himself
through the control frame to the trim position (bearing in mind that trim will be at tow
speed). Care must be taken to ensure that the glider does not rise from the trolley
prematurely.
5.5
Procedures under tow
5.5.1
Tug procedure while towing
Once a successful tow is under way, the main concern is then to keep a watch out for
other aircraft and to keep an eye on the position of the glider pilot, giving hand signals as
necessary. 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 with
constant angle of bank. If the turn is too tight, the tow line will go slack, or worse the glider
may be catapulted into a lock out situation. The weak link should break if a lock out
occurs 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 to
get back to the landing area should the weak link break.
5.5.2
Glider procedure under tow
Glider pilots should fly level at between 10 and 20 feet above the ground to avoid prop
wash from the tug. The glider will lift off before the tug.
When foot launching, to ensure being able to achieve tow speed immediately after launch
the pilot must quickly transfer his hands to the base bar, this should be done smoothly to
ensure that sufficient control is maintained.
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As soon as the tug lifts off and starts to climb, the glider pilot must ease the bar forward
immediately to ensure climbing with the tug. The glider pilot should remain in a position
referenced by the tug pilot, this is usually slightly lower and directly behind the tug. As a
guide, the glider pilot can ascertain the correct station by keeping the wing of the tug on
the horizon.
If the glider is too high the glider pilot should pull in until the correct relative position has
been regained. Conversely glider speed should be reduced to move up to the correct
station.
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 the
track 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 outside
faster. The glider pilot will tend to point at the tug due to the tow tension and should fly the
glider so that the line of the keel always points directly at the tug.
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5.6 Release procedures
5.6.1
Tug after release
Once the glider has released, the tug pilot must accelerate forward and establish again
that the release has been activated before starting a descending turn. The turn direction
is 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 tow
line.
Always check to see that the tow line is falling away from the tug. The tug can now land
safely.
If a strip is being used of such a length that the tug can land safely without the risk of
catching the tow line on any obstacles, then it is acceptable to land with the line still
attached.
5.6.2
Glider release
The 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 flicks
back. 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.”
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South African Hang Gliding and Paragliding Association
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5.7
Emergency procedures
5.7.1
Line or weak link breaks
A line or weak link break will not adversely affect the tug, but the pilot should check that
the 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 direction
of the tow and not attempt to make it back to the launch site. Only if the hang glider has
ample 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 it
right away. It may be that the weak link on the tug has gone, in which case you will have
the 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 the
launch site and then released. You will make no friends if the line is lost.
5.7.2
Release failure
If the tug pilot can not release the tow line once the hang glider pilot has released, then
he should land up the strip as far as possible to ensure that the line does not catch on
any obstacles.
In the event of a release failure, the hang glider pilot should try to communicate to the tug
pilot that he cannot release by extending and dangling his legs below his harness, the tug
pilot will then be able to release from his end.
The glider pilot can then choose to land with the rope attached, (assuming that the
landing area is long enough) or cut the rope away.
5.7.3
Lockouts
A 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 continues
the weak link should break, if not, the tug pilot will either reduce power or release the tow
line depending on how serious the situation has become.
The glider pilot can recover by speeding up and weight shifting back toward the centre
line. If the hang glider pilot maintains the pitch and nose attitude up he will not be able to
recover without releasing first. Once released, full control will return.
Notes:

Instructor to endorse pilot’s logbook or rating card only upon
completion of the SAHPA and/or MISASA aero tow checklist
requirements.

Original copy of the exam must be posted to SAHPA or MISASA with
the checklist and appropriate fee if any within 7 days of completion
thereof.

It is the responsibility of the endorsing officer to post the required
documentation within the prescribed period.

It is recommended that pilots keep copies of all documentation for their
own records.
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
Appendix 1
Bridle types: The two to one bridle as been replaced with the more popular use of the
one to one bridle. This is especially so for inexperienced pilots flying slow gliders.
Attachment points vary according to glider and pilot experience.
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Appendix 2
Ground hand signals
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Appendix 3
Tug signals
Revision No. 2.1
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
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 the
requirements by entering the appropriate flight numbers and other details as required, in the spaces
provided. 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. (The
theory 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 for
B 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 minimum
of 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 8
aero 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 aero
towing of hang gliders and I have endorsed the pilots log book accordingly.
Signature of Instructor: ………………………………………………License number: …………………….
Date and type of endorsement: …………………………………………….………………………………..
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The Pilot may partake in the privileges of endorsement once endorsed into the pilots log
book on condition that the checklist and other required documents are posted to SAHPA
and 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 and
or 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.
Revision No. 2.1
Effective from 1 March 2008
South African Hang Gliding and Paragliding Association
Official Manual of Operations
Addendum N
The South African Hang-gliding and Paragliding
Association (SAHPA)
Mission & Code of Conduct
1. Mission
SAHPA has been established in order to:
a) Promote, encourage and advance the sport of foot launched flying* amongst all South African
residents 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 regulation
g) Record, investigate, evaluate and report on all safety related matters either involving or affecting
its members
h) Co-ordinate and supervise competitions within the various codes
i) Maintain pilot ranking lists within each code
j) Select the National Team(s) and officials
k) Undertake fund raising and marketing activities
* The generic term “Foot Launched Flying” currently includes Hang Gliding, Paragliding, the powered
derivatives 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 the
three tenets of beneficence (the duty to do good), non-malfeasance (the duty to do no harm) and
justice (offenders to treated fairly and required to make good their wrongs and face the same
sanctions for the same transgressions).
A code cannot cover every conceivable contingency and although it can be reasonably proscriptive
in so far as the behaviour of officials is concerned, in the case of individual pilots one can only
provide a guideline as to the type of behaviour that they should aspire to.
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Official Manual of Operations
3. Application
The code should apply equally to all levels of the organisation from employed staff, committee
members (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 Appeals
Committees, as well as, School Staff, Instructors, Club Committee Members, Pilots and family
members.
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 all
aspects of the position of SAHPA Committee Member and/or Officer, including while interacting
with 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 the
sport 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 and
individual rights, with SAHPA members and any other individuals or organizations having a
relationship 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 matters
brought to their attention timeously, scrupulously in accordance with current regulations and
devoid of favouritism and unencumbered by any external influences.
f) Exercise proper, legal and appropriate financial responsibility in all dealings with or on behalf of
the SAHPA through maintaining accurate accounts and asset registers as well as being proactive 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 a
breach of regulations or ethical conduct.
i) Actively encourage diversity throughout the activities of the Society. Refuse to engage in or
sanction discrimination on the basis of race, gender, age, religion, national origin, sexual
orientation, physical appearance, or disability.
5. Pilots
Pilots are the most visible of all SAHPA members as regards exposure to public scrutiny and should
therefore:
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.
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Official Manual of Operations
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 safety
of their passengers and to this end should, in addition to the above:
a)
b)
c)
d)
Apply a much greater safety test to conditions before flying with passengers
Meticulously maintain their flying equipment
Thoroughly explain the risks of flying to potential passengers
Ensure that they are adequately insured
7. Instructors
Instructors also have additional responsibilities in introducing new members to the sport and must
therefore ensure that they:
a) Emphasize safety at every opportunity
b) Only progress students who have comfortably achieved the required skills and knowledge taught
in the earlier stages of instruction
c) 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 this
code of conduct. The pilot accepts that they will be held accountable for any deed or action that does
not comply and this may result in eviction. Eviction from organisation automatically results in the
immediate 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 185
legislation as per South Africa’s Civil Aviation regulations.
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
Addendum O
Communications Policy document detailing implementation of communication channels and
methods for SAHPA members
Effective from:
1.
9th November 2007
Background:
The current committee is changing the functional operations of SAHPA to be in line with those of
a legal Section 21 Company. As part of these changes, a communications policy is being
introduced to address the noted sentiment that communication within SAHPA was poor in the
recent past due to an absence of formal communication lines and points of access to the SAHPA
committee.
Please note both Aeroclub of SA and CAA will be advised of these channels of communication
and failure to work with them will result in many matters taking longer to resolve and possibly
being thrown out.
2.
Reasons for implementing this methodology are to:
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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.
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3.
Forms of communication
SAHPA will hence forth accept communication via the following methods only:
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Telephonic
Fax
Postal
E-mail
Important items will only be accepted if communication is in a written format via these methods:
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E-mail
Postal services
Fax.
4. The official communication, email, fax and tel:
E-mail: office@sahpa.co.za
Fax: 086 611 1005
Tel: 012 668 1219
All communication will be disseminated to the correct person via this. Please note that the
subject 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 correct
member of the SAHPA committee.
The Clubs will either raise these items at their club meeting or alternatively if deemed urgent will
escalate these matters directly to SAHPA.
Members with no club affiliation should direct their communication via an Instructor or Club in
their geographical area. A list of these will be made available shortly or you can ring Louise at
SAHPA to get direction.
Non-licenced pilots (rogue) and visiting or immigrant overseas pilots – can contact Louise
directly 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 not
pass on or resolve the matter. You can direct communication to SAHPA office via “written
methods” listed in section 3.
The preferred method is E-mail.
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6. Response time regarding communication
Communication will only be accepted through channels detailed in section 3 and 4 of this
document. There will be a minimum time of five (5) working days for SAHPA to acknowledge
receipt or provide a response should it be possible.
The five (5) working days commences once the duly designated people detailed in the Channels
of communication (section 5) have escalated the matter. SAHPA’s committee will however
endeavour 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 than
five (5) days, however you will be given a feedback date within the five (5) days.
7. Portfolio to direct matters to:
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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
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Official Manual of Operations
Addendum P
SAHPA - Airshow procedures – Paragliding/ Hang Gliding
This document details in brief the operations, procedures, manoeuvres, equipment, safety
considerations and ratings for paragliding pilots participating in an Air show in South Africa. It should be
noted that this is a relatively new field in paragliding, therefore amendments and adjustments to this
document 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 appendix
I for sample and list of details to be included in flight plan. Display flights must be done in accordance
with the SAC Display rules, and within the approved Display Box, and completed within the allotted time
slot.
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 Display
Authorization as well as the Aerobatic Rating. These can only be issued once SAHPA has given the goahead 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 issued
with a Competence Certificate. The following minimum requirements must be met by the pilot. Some are
launch technique specific, so if for instance the pilot will be doing a winch launch, he or she does not
need to meet the other launch technique requirements. The SAHPA Display Flight subcommittee has
the right not to issue a competence certificate to a pilot that they deem, for whatever reason to be
unsuitable for display flights, even if they meet the minimum requirements for the rating below.
Aerobatic Display requirements for PG
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Min. Years flying: 3
Min. flights Logged: 600 (1200 for advanced aerobatics)
Min. hours Logged: 300 (600 for advanced aerobatics)
Club licence held for Min. one (1) year prior to display
SAHPA Registered SIV Course completed
D-Bag exit: Min 6 successful prior deployments done
Rollover (Balloon): Min 3 successful prior deployments done
Winching: Min 40 tow launches logged prior to display flight
Min. one (1) year incident / accident free record
Approved by SAHPA Display subcommittee (Competence Certificate issued)
Standard display requirements for PG
1.
2.
3.
4.
5.
6.
7.
8.
Min. Years flying: 2
Min. flights Logged: 200
Min. hours Logged: 100
Club licence held for Min. one (1) year prior to display
Winching: Min 20 tow launches logged prior to display flight
Min. one (1) year incident / accident free record
Approved by SAHPA Display subcommittee (Competence Certificate issued)
Appropriate licence held for craft flown
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Aerobatic Display requirements for HG
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Min. Years flying: 3
Min. flights Logged: 600 (1200 for advanced aerobatics)
Min. hours Logged: 300 (600 for advanced aerobatics)
Club licence held for Min. one (1) year prior to display
SAHPA Registered SIV Course completed
D-Bag exit: Min 6 successful prior deployments done
Drop (Balloon): Min 3 successful prior deployments done
Winching: Min 40 tow launches logged prior to display flight
Min. one (1) year incident / accident free record
Approved by SAHPA Display subcommittee (Competence Certificate issued)
Standard display HG
1.
2.
3.
4.
5.
6.
7.
8.
Min. Years flying: 2
Min. flights Logged: 100
Min. hours Logged: 100
Club licence held for Min. one (1) year prior to display
Winching: Min 20 tow launches logged prior to display flight
Min. one (1) year incident / accident free record
Approved by SAHPA Display subcommittee (Competence Certificate issued)
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 because
of its quick and simple operation. Several pilots may be towed aloft simultaneously, in parallel or
in 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 mechanism
that 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 or
weights-shift microlight, Paratrike, Paramotor, Tandem Paraglider and Balloons. The aircraft type
must have been used for launch by the pilot prior to the display flight. If the pilot will be using a DBag with releases, the system must be fitted with a backup to avoid accidental low altitude
release. Should the pilot for any reason not release from the aircraft, the system must be set up
in a way that the launch aircraft can land safely with the pilot in the hanging position. It should be
noted that most helicopter skids are not approved for load bearing. Helicopter pilots flying with
the pilot suspended below the aircraft should hold a sling rating on type. If a higher airspeed (in
excess of 40knots) aircraft is to be used, the deployment technique must be successfully
demonstrated to the Display committee for approval.
Min. exit / release altitude: 2000’ Agl.
Max recommended release airspeed: 30kt
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South African Hang Gliding and Paragliding Association
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iv Aerotow
This can be done using a low airspeed craft like a trike or three axis microlight or a paratrike. The
tow line must have a payout winch on either the pilot or tow craft. Demonstration to SAHPA
Display 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 even
touching during manoeuvres. Recommended minimum altitudes for aerobatic manoeuvres on
paragliding display flights is 150ft, but may be lowered to ground level if approved by the SAHPA Display
Subcommittee for certain manoeuvres, which will then have to be approved by the SAC. Many
Manoeuvres can be linked, and some manoeuvres can only be done by building energy with another
manoeuvre.
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
Wingovers
Consecutive and alternating left and right turns, building energy and speed progressively, high bank
angles (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 low
airspeed is reached. Recovery is achieved by countering any possible turn, followed by brake
application 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-horizontal
Low risk Manoeuvre
Rhythmic SAT
Can be entered from SAT
High skill level required, can be used to enter Tumble and Infinity
Low risk manoeuvre in its basic form
Tumble
Positive G forward loop, manoeuvre unique to paragliding aerobatics
Risk of entanglement in wing or lines if entered with insufficient energy, Reserve deployment
recommended for recovery
Infinity
Consecutive Tumbles
Specialized wing required
Risks as for Tumble
Helicopter
Flat spin with point of rotation through centre of wing and pilot around a vertical axis
Low risk manoeuvre, high skill level required
Dynamic Stall
Stall entered at high speed
Low risk manoeuvre
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South African Hang Gliding and Paragliding Association
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McTwist
Spin entered as for dynamic stall
High skill level required
Risk of entanglement in wing or lines if exit timing misjudged, Reserve deployment recommended for
recovery
Misty Flip
180º Spin entered as for dynamic stall
Low risk manoeuvre
Mirror Spiral
Two or more gliders in a spiral around the same point of rotation while flying at the same altitude
Wings may even touch in this manoeuvre
Low 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 Afnor
Must 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, must
have 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 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 even
touching during manoeuvres. Recommended minimum altitudes for aerobatic manoeuvres on Hang
gliding display flights is 150ft, but may be lowered to ground level if approved by the SAHPA Display
Subcommittee for certain manoeuvres, which will then have to be approved by the SAC. Many
Manoeuvres can be linked, and some manoeuvres can only be done by building energy with another
manoeuvre.
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
Wingovers
Consecutive and alternating left and right turns, building energy and speed progressively, high bank
angles (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 low
airspeed is reached. Recovery is achieved by countering any possible turn,.
Spiral
Diving turn with high sink rate.
Low risk manoeuvre.
Loop
Positive G forward loop,
Risk of stall if entered with insufficient energy,
Exit from stall and regain airspeed alternatively Reserve deployment if not recovered
Mirror Spiral
Two or more gliders in a spiral around the same point of rotation while flying at the same altitude
Wings may even touch in this manoeuvre
Low risk manoeuvre
Equipment
7.6.6 Wing
Minimum requirement is that the wing has passed a load test by one of the certification bodies
7.6.7 Harness
No Stirrup or Pod type harnesses allowed.
Certified by one of the certification bodies, i.e. DHV, CEN or Afnor
7.6.8 Reserve Parachute
Certified by one of the certification bodies, i.e. DHV, CEN or Afnor
Must be rated for the all-up weight of the pilot + equipment
7.6.9 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.
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South African Hang Gliding and Paragliding Association
Official Manual of Operations
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:
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Flight Description
Flight Sequence, Manoeuvres, etc.
Notes:
For Official Use
Approval Granted:
Approved by:
Aerobatics: yes / no
Notes:
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Official Manual of Operations
Addendum R
The South African Hang Gliding and Paragliding
Association
Incorporating Powered Paragliding & Powered Hang Gliding
Paragliding Ranking System from 28 February
2009 onwards
1.
Objectives
The objectives of the National Paragliding Ranking are:
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To provide a ranking list of Paraglider pilots who have participated in recent Paraglider
competitions;
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.
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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 be
considered 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 when
deemed necessary to adopt to changing environment;
o
o
4.
National Team short lists
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5.
The Ranking system will take effect as of, 28 Feb 2009
This Ranking System will be applied until a newer Version gets
announced by SAHPA
A pilot has to fly and score in one Cat 2 local competition per year to
be considered for the national team.
Top 15 men will be selected, were after they will have to fulfil the
organizers criteria and selection will follow according to merit.
Top 5 ladies will be selected, were after they will have to fulfil the
organizers criteria and selection will follow according to merit.
The national team will be chosen 3 months before the start of a FAI world
championship 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 best
performing competitors in each class over all our competitions
2. The highest scoring 66% (rounded up) of all validated SAHPA tasks flown in Official SAPC
South African Competitions during the same year make up the Ranking
3. Any valid Task entered into is included in the ranking
4. Points scored during any valid task is therefore defined as
Task 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 & Team
classes.
SAPC championship these classes are defined:
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Novice
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·
Intermediate
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·
Sport
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·
Serial

·
Open
Revision No. 2.1
Effective from 1 March 2008
South African Hang Gliding and Paragliding Association
Official Manual of Operations

·
Ladies
The rules for SAPC categories/classes:
1.
2.
3.
4.
5.
Novice
a.
Pilot must be in first year of competition flying
b.
Glider is limited up to unmodified DHV/LTF 1-2 or equivalent
c.
A pilot who has won this class may not compete in the Novice category
d.
A pilot may only fly in the Novice class if he has NOT competed in another class previously
Intermediate
a.
Glider is limited up to unmodified DHV/LTF 1-2 or equivalent
b.
A pilot who has previously won Intermediate, Sports, Serial or Open class may not compete
in the Intermediate category
Sport
a.
Glider is limited up to unmodified DHV/LTF 2 or equivalent
Serial
a.
Glider is limited up to unmodified DHV/LTF 2-3 or equivalent
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.
b.
c.
d.
e.
f.
g.
h.
2.
Novice
Intermediate
Sport
Serial
Open
Ladies
Tandem
Team
SAPC 2009 Championship (SA pilots only and all three SAPC legs included)
a.
Novice
b.
Intermediate
c.
Sport
d.
Serial
e.
Open
Revision No. 2.1
Effective from 1 March 2008
South African Hang Gliding and Paragliding Association
Official Manual of Operations
f.
Ladies
SOUTH AFRICAN RACE CHAMPION
A competition is chosen by the SAHPA committee whom can delegate this to the competition
committee each year should they wish.
This competition will require entrants irrespective of world ranking and SAPC ranking to race all
tasks of the chosen competition and thus decide a winner in each of the following categories:
a.
b.
c.
d.
e.
f.
Novice
Intermediate
Sport
Serial
Open
Ladies
A tasks Ranking Score is therefore defined as
Task 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 for
that 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 the
entire 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 a
suitable category decided upon by the Sahpa comp committee and will be raced in this class for any
future competitions.
The SAPC will comprise all accepted legs of the National Competitions agreed to by the Sahpa
committee and that have accepted bids.
The National Race Championship will be decided by the Sahpa committee and will be one of these bids
received 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 flying
Revision No. 2.1
Effective from 1 March 2008
South African Hang Gliding and Paragliding Association
Official Manual of Operations
b)
c)
d)
2.
3.
Glider is limited up to unmodified DHV/LTF 1-2 or equivalent
A pilot who has won this class may not compete in the Novice category
A pilot may only fly in the Novice class if he has NOT competed in another class previously
Intermediate
a)
Glider is limited up to unmodified DHV/LTF 1-2 or equivalent
b)
A pilot who has previously won Intermediate, Sports, Serial or Open class may not compete
in the Intermediate category
Sport
a)
Glider is limited up to unmodified DHV/LTF 2 or equivalent
4.
Serial
a)
Glider is limited up to unmodified DHV/LTF 2-3 or equivalent
5.
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

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 results
must be furnished within two weeks after the completion of the competition. Local rules will take
precedence over and above the comp category FAI rules. Penalties incurred will remain as
decided by the jury of the said competition. The SAHPA committee will choose a chief scorer for
the 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
Revision No. 2.1
Effective from 1 March 2008
South African Hang Gliding and Paragliding Association
Official Manual of Operations





Intermediate
Sport
Serial
Open
Ladies
Revision No. 2.1
Effective from 1 March 2008