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2.
3.3.1. Care taken in the design and construction to avoid mistakes in the
assembly and disassembly of equipment.
3.4. Safety for all connections
3.4.1. All locking parts and joints must be secured in a way to avoid accidental
coming apart.
3.4.2. All line endings on the wing to have sufficient overlap for safety knots etc.
3.5. Adjustment Settings
3.5.1. Adjustment settings the equipment can only be done if they exist, the
border limits for the settings must be given.
Adjustment setting must be in an order that all extremes are within
tolerance and lockable to avoid accidental changes in the settings.
Adjustment settings must be listed and shown in the user manual
3.6. Safety-precautions
3.6.1. All materials / parts must be verifiable and quality approved by the supplier
and documented
3.7. Protection against Injury
3.7.1. Injury prevention is of primary concern therefore parts must be genuine
3.8. Temperature and humidity
3.8.1. Storage of equipment to be from -55 to +90 degrees C,
Operating temperatures from -40 to +70 degrees C,
Humidity changes should not create a problems
3.9. Department of aviation standards
3.9.1. All materials and parts must have been tested to aviation standards
3.9.2. The materials and parts have to be within specified tolerance
3.10. Tension and stress concentration
3.10.1. The harness lines and risers must be designed and manufactured that all
stress and strain is evenly distributed
3.11. Workmanship
3.11.1. To conform to tested and approved standards
3.12. Materials that are sewn
3.12.1. All material parts that are sewn must be done in a way, that the seams can
not cause a breakage or come apart in any way what so ever
3.13. Canopy / Wing lines
3.13.1 All lines must be manufactured by a registered manufacturer and tested to
a DLUV standard.
4.
General Specification
1.1 Rules in general
1.2. The general part B is in conjunction with part A
2.
Wingspan
Projected area
Drawings of components
Material specification
Harness distance
3.
Legal Limits
3.1.
Rules in general
3.1.1 The following listed limitations are general available values and
all tests and trails of ascertained values will be to ICAO standards
adjusted
3.2.
Weight and measure
3.2.1 Maximum take-off weight
3.2.1.1.
For maximum take-off weight
Single seater 300kg plus lifesaving equipment
Dual / tandem seater 450kg plus lifesavings equipment
3.2.1.1
2.2.2.1 The final weight limit with the additional load of passenger cannot
exceed the specified limit Explanation for 3.2.2
Applicable whereby the total weight is less than 120kg,
manageability in steering will be affected,
manufacturer and testing authority has to give verification and clearance
3.2.2.2 The load limitations on a single seater must at least be 90kg and on
double (tandem) unit 180kg additional to that weight is the fuel of at
least 25% of the tank capacity, plus fuel reserve for at least 1 hour
flying cross-country.
4.
3.3.
Maximum speed
3.3.1
The maximum speed Vso 65 km/h CAS is not to be exceeded
3.3.2
The take-off is to be executed full throttle
3.4.
Paramotor Wing
4.1.
Configuration and construction of wing
4.1.1 The connection between the harness / wing must be fully tested for
flight manageability and steering ability
any parts which conflicts with lines is not permissible
4.1.2 If there is a loss of a steering lines the paramotor must continue to be
flight worthy, the brake lines must be sufficient for the steering of the
craft, all lines require to be colour coded for easy identification of their
purpose and use
4.1.3 The brake handles must at all times be easy accessible and adjustable
for any pilots hight requirement, those positions should be marked
4.1.4 The riser attachment karabiners must be closed / locked at all times
4.1.5 Uneven pressure in the canopy must be controllable
4.1.6 The rigging of wing / harness must be fool-proof so that a mix-up in the
setup is impossible
4.2.
Explanation:
The following procedure is suitable for testing the tension / firmness of the catch and brake
lines
a) The lines the material is submitted in the finished condition of an artificial ageing
by 5000 bends in danger areas, the radius to correspond to the line diameter (+/0.2mm), subsequently the firmnesses to be determined by a traction test.
b) The sum of the firmness of all A and B lines must after bending, 8g minimum of
10.000 N, for double or tandem wings 16.000 N
4.3.
5.
Paramotor Harness
5.1
Design and Construction
5.1.1 All parts of the harness and lines must be protected from rubbing or
chafing and must not be restricting their function in any way or form
5.1.2 Harness and connection points to wing and the second connection for
tandem use must not create any problems or interference and be
properly colour coded for easy hook-up and final checking
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5.1.3
5.1.4
5.1.5
5.1.6
5.1.7
5.1.8
5.2
6.
The harness must distribute all loads evenly to the body of the pilot
On landing on the ground or especially in water the pilot has to be able
to release him/her self from the harness quickly
The harness must at all times be comfortable and must not cause any
discomfort during take-off flight or landing
There must not be any possibility for the pilot to come out of the
harness unless he harness is unlocked by the pilot
If emergency equipment is used it must be attached in a manner not to
interfere with normal operation but if an emergency arrises be able to
fulfil its function and also be colour coded for easy identification
Emergency equipment must be easy deployable in case of an
emergency
Structural Stress and Safety for Paramotor Wing and Paramotor Trike
6.1
Proof is established through stress tests using mathematical
calculations, the following formula mprov = mmax - mwing
mmax maximum allowable weight
Mwing maximum allowable carrying weight of wing
6.1.1 Mechanical strength for hanging points
6.1.1.1 At the hanging point of a trike use of formula in (point 6.1) to establish
and test the braking point
6.1.1.2 Additionally is a safety hanging required to test the frame structure
6.1.2 Strength and stress tests for the trike
6.1.2.1 The Trike must experience a hard vertical landing of a sink speed 2.0
m/s without any damage to the trike, or 4g static loading from a
horizontal landing of a flight direction in height of 40% the energy of
the vertical landing drop with out any damage, or a side impact from a
30% energy of the vertical landing with out damage
6.1.3 Mechanical Strength of the Trike
6.1.3.1 The Trike construction with maximum take off weight must withstand
double the forces on wheels, axle and framework and all other
structural components
6.1.4
6.1.5
6.1.5.
Seat, Backrest and Safety - Belts
6.1.5.1 The seat, backrest and safety belts must meet those specifications
under 6.1.4.1 specified
The pilot must be secured by an approved safety harness, which has
to be mounted so there is absolutely no way of tearing loose from its
fixtures or mountings
6.1.6
The Propeller Cage
6.1.6.1 The cage is to prevent lines from the pilot to the paraglider making
contact with the propeller, no loose parts must be carried by the pilot,
all clothing - straps and harness items must be secured in such a way
that there is no possible way of contact with the propeller
6.1.7
Engine mounts for the Trike
6.1.7.1 Mounting of engine to the trike must comply with 5.2, the manufacturers
tested and approved locations are the only points that can be used
6.1.8
Trike structural and stress
6.1.8.1 The trike must be designed to withstand all structural and stresses as
per 6.1.4
6.1.9
Maximum carrying capacity
6.1.9.1 The maximum carrying capacity is given by the designer / engineer /
manufacturer and is listed in the users manual you can not exceed
any of those limits
6.2
7.
8.
Fuel Tank
7.2.1 The fuel tank can be of the removable type, but must meet the
following requirements
The tank must be approved for motor fuel use
There must be a visual indication of the amount of fuel in the tank
The tank has to be earthed
The tank has to be vented and constructed in a manner so there is
no leakage
A safety warning ( Fuel )
7.3
Fuel Lines
7.3.1 Fuel lines must be made from approved material and be kept away
from hot areas of the engine
7.4
7.5
Vibration absorbers
7.5.1 Between the Engine and Trike are vibration dampers to reduce the
amount vibration from the engine to the framework of the trike as
those are made from rubber it is important to check for wear regularly
7.6
Kill Switch
7.6.1 The switch has to be in a convenient position for terminating the
motor promptly and must be clearly marked
Emergency System
8.1
If fitted the reserve parachute must be able and tested to the
same stresses and weight bearing loads for the trike
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