Safety
(photo : Vol Libre)
We can enjoy the freedom of flying hang gliders and paragliders only when we fly safely. The International Pilot Rating System and the IPPI Card represent a safe and international agreed training standard that can be used by all pilot as a reference.
If mistakes happen, we should learn from them and we should inform people about the lessons learned as fast as possible. For that reason, safety notices are published here.
For more information, you can also visit the page of the CIVL Safety and Training Subcommittee
The International Pilot Rating Systems (Safepro / Parapro)
(photo : Vol Libre)
The following documents can be downloaded from the 'Documents' page:
- SafePro, for hang gliders
- ParaPro, for paragliders
The International Pilot Proficiency Information (IPPI) Card
(photo : Agnès Chauvin)
The IPPI card was introduced in 1992.
Since then, national associations and pilots throughout the world have benefited from its internationally recognised standards.
The card provides a standard reference by which all national rating programs may be compared.
The SAFE PRO (for hang gliding) and/or PARA PRO (for paragliding) stage on the card reflects the pilot proficiency. For the pilot who flies outside of his known or local area, it is a quick and easy method of providing proof of flying experience and proficiency.
When a pilot travels abroad, the IPPI card - together with the national rating card - will identify the pilot skills. It gives flying site managers, instructors and others responsible for hang gliding and/or paragliding flight operations an easy way of verifying the pilot experience level prior to approval of flight activities.
The card is valid only together with a current national licence or rating card. It is therefore not necessary to renew the card except when a change in the pilot national licence invalidates the IPPI card.
For example, if the pilot receive a higher national ranking which corresponds to a higher stage in the SAFE PRO or PARA PRO system, a new card should be issued.
Please note that the card does not give any insurance cover.
Please also remember that flight safety is ultimately the pilot own responsibility.
CIVL encourages all pilots to use the IPPI card.
CIVL would also like all national hang gliding and paragliding associations to promote this card.
To this end, it recommends that an IPPI card information pack should be included in the standard package sent out to all license and membership applications.
A good supply of IPPI card information packs should also be sent out to all registered hang gliding and paragliding schools, instructors, clubs and site managers on a regular basis. They can then make this information available to pilots and encourage them to apply for an IPPI card.
The IPPI card information pack could include:
- IPPI card Pilot introductory information
- Photocopy of the IPPI card
- IPPI ratings SAFE PRO and PARA PRO
- Information from the National Association on how IPPI ratings compare with its own national rating system
- IPPI card application form
- IPPI card fees
- Details of FAI license and application form
- FAI Bronze, Silver, Gold and Diamond badges information
Instructions for issuing the IPPI Card
The card can be issued to any pilot holding a national hang gliding and/or paragliding licence.
The card is valid only together with a current national licence or rating card. It is therefore not necessary to renew the card except when a change in the pilot's national licence invalidates the IPPI card. If a pilot for example receives a higher national ranking which corresponds to a higher stage in the SAFE PRO or PARA PRO system a new card should be issued.
Preparation of the card
All entries should be made using a permanent, indelible marking method.
Pilot name
This entry should be the same as the name as shown on the pilot's national rating card.
SAFE PRO and/or PARA PRO rating
The rating assigned should be the rating equal to or less than the existing national rating held by the pilot.
Date of birth, Nationality, Sex
Self evident
Issuing authority
The issuing authority for these cards should be the FAI member organization or its designated representative. If the issuing authority is of a nation other than the applicant's nationality, the nation of issuance must also be noted here.
Date of issue
Self evident
National licence held
Enter name of proficiency rating currently held by the applicant. It must be issued by the issuing authority defined above.
Issuing authority signature
Signature of the individual authorized by the issuing authority to validate pilot proficiency.
Pilot signature
The pilot should sign here in the same manner as on his national licence or other identity documents.
Where is the IPPI card recognised and used?
This page gives information on which countries recognize the IPPI card, and specific conditions that apply.
Updates to the information published should be sent to Louise Joselyn
Countries not listed here are also invited to report on their situation to Louise Joselyn.
Australia
Is the IPPI Card accepted in your country ?
Yes, we encourage and request all visiting pilots to carry this with them along with the license, certificate or rating issued by their own federations.
What is the minimum legal insurance coverage required in your country ?
AUD $ 10 million to operate on government controlled lands (most of our major sites)
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
We recommend medical evacuation insurance and SAR...our ambulance services are not happy about not being paid by injured visitors and have even suggested that our federation pay for such emergency assistance.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
It is Australian Civil Aviation regulation that all visiting pilots must hold a pilot qualification approved by the HGFA and that such visitors are provided with information about the more stringent airspace rules that apply in this country. As our insurance requirements and aviation regulations are more stringent than the rest of the world, and due also to some past bad experiences with visiting pilot insurance it is a requirement that ALL visiting pilots take membership with the HGFA. This will ensure that we have complied with the regulations by approving your license and IPPI qualification and by ensuring a visitor comes into direct contact with one of our members who can inform them of both national and local airspace rules and restrictions and finally this ensures that there is no short fall in the insurance. Access to most of our sites is based on legal agreements with a fundamental condition being insurance to $10 million. An accident involving a visitor without this insurance would put our sites in extreme jeopardy....such insurance isn't cheap so it is reasonable to expect all users of our sites to contribute toward the insurance that keeps the site open.
Other information
-
Austria
Is the IPPI Card accepted in your country ?
Tolerated in connection with a valid national licence! Note That to fly cross country a Stage 5 is required, Stage 4 allows only local flights
What is the minimum legal insurance coverage required in your country ?
HG/PG: EUR 1.235.000, Third Party Liability.
Tandem HG/PG additional: Passenger Liability EUR 218.000; passenger accident insurance: EUR 40.000,-.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Accident insurance, medical insurance, emergency-rescue insurance.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Yes for liability-, emergency-rescue and accident insurance, world-wide coverage (except US), competition risks included. Handling: Direct by AXA Aviation & Air sport Insurance Agency in Koessen: Homepage: www.flugschulen/at./axa Email: axa@fly-koessen.at .
Other information
-
Belgium
Date of last update: 04 March 2008
Is the IPPI card accepted in your country ?
Yes
What is the minimum legal requirement coverage required in your country ?
There is no legal requirement in that respect in Belgium, but the FBVL asks foreign pilots to be insured in legal liability for an amount of 1'500'000 euros for third party liability insurance (the FBVL insurance insures up to 1'600'000 euros).
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
The FBVL membership provides a coverage of 2'500 Euros for medical and rescue expenses, 3'750 Euros in case of fatality and 7'500 Euros in case of total permanent invalidity.
This is not mandatory but recommended
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
FBVL offers its membership including the insurance coverage for 65 Euros for guest pilots.
Other information
In case of doubt, please contact the FBVL secretariat:
FBVL asbl
Stationsstraat 103
2860 St-Katelijne-Waver
Belgium
TEL/FAX: + 32 (0)15 32 18 20
info@fbvl.be
www.fbvl.be
Canada
Is the IPPI Card accepted in your country ?
Yes.
While the IPPI Stage 5 may allow pilots to fly Cross Country in Europe, in Canada, pilots MUST write a Federal Government Hang Gliding Air Regulations Exam and notify Flight Service Stations in a advance (1-800 numbers are provided on the Canadian Website.)
A HAGAR study guide is posted on the HPAC Web site www.hpac.ca . It is actually fun - and interesting.
What is the minimum legal insurance coverage required in your country ?
Many high profile flying sites have Special Airspace Use provisions – a three dimensional block of airspace where the HAGAR is not required. These sites definitely require HPAC Insurance.
The majority of sites were developed by HPAC members and to protect the sites from closure due to someone causing damage to some landowner property, liability Insurance from HPAC is required. Foreign Insurance will not guarantee a person's access to a HPAC site.
The cost of membership varies province to province due to the varying Provincial fees , the base rate is $125.00 plus any Provincial fee usually $15.00 to $25.00. Membership is good for 1 year. HPAC insurance is also required at all Competitions. An HPAC waiver must also be signed - also available from the website.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Medical Insurance, search & rescue both would up to the pilot 's discretion.
Search and Rescue charges are commonly in the $2 - 5000.00 range, with medical fees well in addition to that.
Automobile Association Members can purchase excellent and very inexpensive medical insurance - around a dollar a day - members can pick up this insurance at home or here in Canada. We strongly recommend this insurance.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
For foreign visiting pilots we offer a temporary membership for $40.00 and it covers the pilot with Insurance for 90 days.
Other information
Radio Frequency Information
The following radio frequencies are designated for Hang Gliding and Paragliding in Canada:
1. Aircraft Radios (AM Band) 123.400 Mhz.
- No licensing fees apply to aircraft radios aboard aircraft in Canada (or the USA.)
- licensing fees do apply to ground based units.
2. FM Band 173.64 MHz is designated for "Hang Gliding Club Use."
- Clubs purchase bulk licenses for this frequency.
3. Family Radio Service FM UHF 450 MHz frequency range.
- This has 14 Channels, is restricted to a low: 1/2 watt power which is good for 3-5 km.
- No licensing fees apply.
Cyprus
Is the IPPI Card accepted in your country ?
Hang-gliding and Paragliding are, so far, NOT regulated by the Authorities in our country. We fly mostly out of public uncontrolled land. Therefore though the card is welcome, it is not mandatory. It is a good mean of introducing visiting pilots to the local "coaching" pilots.
What is the minimum legal insurance coverage required in your country ?
In practice, nil/undefined. However Civil & Penal Law applies. In case of damage to property, the pilot at fault will be liable to pay damages.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
It is up to each pilot to decide on the coverage he requires.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Please refer to our comments above.
Other information
-
Finland
Is the IPPI-card accepted in your country ?
Yes, we've given our clubs instructions to ask for it if a foreign pilot shows up to their club.
What is the minimum legal coverage ?
It is not required by law, but all pg/hg pilots are members of the Finnish Aeronautical Association and we insure all pg/hg members up to 2 million FiM which is about 430.000 Euros.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
None. Only students need a small accident coverage.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
We advice pilots to become members of the FAA.
Other information
-
France
Is the IPPI-card accepted in your country ?
Yes. The IPPI Card is accepted in France
What is the minimum legal coverage ?
Although there is no minimum insurance coverage requirement, third party liability insurance is mandatory in France and FFVL offers to its members a 5 Million FF coverage for body injury and/or damage to third parties with a maximum of 30 Million cumulated per accident and 50 Million per year if more than one accident.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
For a competition pilot it is mandatory to have a medical personal insurance in addition to the social security and FFVL offers additionally an incapacity and fatality insurance, search (but no rescue) and repatriation, but this is not mandatory.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Yes. Through its membership FFVL offers the same coverage to any foreigner wishing to fly in France.
Other information
-
Germany
Is the IPPI-card accepted in your country ?
Yes. The IPPI Card is accepted in Germany.
What is the minimum legal coverage ?
750 000 euros.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
None.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
No
Other information
-
Greece
Is the IPPI-card accepted in your country ?
The IPPI Card is accepted in our country. The system, in relation to our national system of Pilot Proficiency, is being developed now and we have already ordered the IPPI Cards for compulsory use by our pilots.
What is the minimum legal coverage ?
The minimum legal insurance coverage required in our country concerns personal insurance coverage is, partial and/or total inability coverage due to an accident, death coverage, and third party coverage.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Our country recommends the medical coverage required by EC regulations for EC residents (Form E 111). Visitors from outside EC may have medical treatment depending on the type of their personal insurance coverage.
In case of SAR requirement, assistance is provided by the Hellenic Air Force which covers Sea and Land Operations through the Greek Defence Ministry, as well as by the Greek State Rescue Teams. The above include transport of the person to the nearest hospital.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
For the case of guest pilots not complying to our national law, the interested pilots must contact with our NAC so that the equivalence of their coverage will be agreed else that the minimum coverage will be provided at modest cost.
Other information
-
Hungary
Is the IPPI Card accepted in your country ?
In Hungary the IPPI card is accepted. For the Hungarian Pilots the IPPI card is compulsory if they are going to go to abroad. This is valid if they have a current National Licence. The IPPI cards are filled by the Hungarian Aeronautical Association (HAA), signed by the secretary general.
What is the minimum legal insurance coverage required in your country ?
The Association has a minimum legal insurance for the third party liability for the pilots who registered in the HAA. If you are a HG or PG pilot you can do it as a member of the Amateur HG Association (the fee of the membership is 20 USD/year and it is include the insurance and a membership card and information about the Hungarian rules). Unfortunately the medical examination is compulsory in Hungary for the Hang Glider and Paraglider Pilots. It is about 20-30 USD but we are fighting to abolish it. The medical requirements not too hard but it is a full day examination.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Search and rescue can reach if you have a contact with the FIC (Flying Information Center).
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
-
Other information
In Hungary you are required to have an identification number on the wing.
In Hungary the space is uncontrolled up 2900 m AMSL. But there are a lot of controlled TMA, CTR, border zone, TSA and prohibited, restricted and dangerous airspace.
You need an ICAO map which shows these areas.
You can get all information what you need about the Hungarian Aeronautical Association (phone: 36-1-2394456) or from clubs.
Iceland
Is the IPPI Card accepted in your country ?
Yes.
What is the minimum legal insurance cover required in your country ?
Laws are not clear regarding hang and paragliders so no known legal minimum
What additional cover does your country recommend (such as medical insurance, search and rescue etc...) ?
Recommended to have 3rd party and medical insurance
Is your NAC prepared to provide a special insurance cover for guest pilots who do not comply with your national law ?
Not at the moment.
Other information
-
Ireland
Is the IPPI Card accepted in your country ?
Yes.
What is the minimum legal insurance coverage required in your country ?
No legal requirement. IHPA members are required to show proof of £2 million (= €3 million) PL cover.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
IHPA recommends additional accident cover including S&R with income protection benefits.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
No - but NACI briefed a broker on the insurance requirements of all Irish airsports at the end of February 2007, so watch this space for updates.
Other information
-
Italy
Is the IPPI Card accepted in your country ?
Yes
What is the minimum legal insurance coverage required in your country ?
The legal coverage is third party liability insurance for 500 000 € but FIVL recommends and provides to its members 1 Million €
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
None
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Yes through the FIVL membership.
Other information
-
Japan
Is the IPPI Card accepted in your country ?
Yes, it is accepted to ensure a visiting pilot has the rating corresponding to the pilot skill standard set by the Japan Hang & Paragliding Federation (JHF). IPPI 4 corresponds to JHF Pilot and IPPI 5 to JHF Cross Country Pilot.
What is the minimum legal insurance coverage required in your country ?
There is no legal requirement for minimum insurance coverage, but JHF requires all pilots to become a member of JHF, with which they will be provided third party liability insurance coverage.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
JHF recommends all pilots join its group insurance contract which covers medical and rescue expenses.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
See above.
Other information
-
Malaysia
Is the IPPI Card accepted in your country ?
Yes.
What is the minimum legal insurance coverage required in your country ?
...
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
...
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
...
Other information
...
Netherlands
Is the IPPI Card accepted in your country ?
Yes.
What is the minimum legal insurance cover required in your country ?
NLG 2,000,000.-- (Euro 907,560.--)
What additional cover does your country recommend (such as medical insurance, search and rescue etc...) ?
None.
Is your NAC prepared to provide a special insurance cover for guest pilots who do not comply with your national law ?
The Hang gliding department of the KNVvL (the Dutch NAC for hang gliding) offers a legal insurance of maximum NLG 3.500.000 -- to all its members. The easiest way to a legal insurance is to become a member. Contact us on our website www.knvvl.nl (zeilvliegen).
Other information
-
New Zealand
Is the IPPI Card accepted in your country ?
Yes
What is the minimum legal insurance coverage required in your country ?
We provide insurance for visitors who join the NZHGPA.
Please note that thair is à $2000 excess condition (i.e. if the claim is for $3,000 the pilot have to pay the first $2000 and the insurance pay the rest)
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
None
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
No
Other information
-
Norway
Is the IPPI Card accepted in your country ?
Yes, it is mandatory for foreign pilots.
What is the minimum legal insurance coverage required in your country ?
3rd. part liability insurance, NOK 5.000.000,-
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Norwegian pilots have mandatory accident insurance. This is not mandatory for foreign pilots.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
If you are a pilot visiting competitions, the 3rd. part liability insurance are covered by the Norwegian Aero Club. If you visit Norway when not participating in a competition, you can become a member of our organisation. Then the 3rd. party liability insurance is included in the membership. Both these things require a valid pilot licence.
Other information
-
Poland
Is the IPPI Card accepted in your country ?
It is tolerated in connection with a valid national license. To fly cross country at least Stage 4 is required.
According to the new aviation law that has appeared in May 2004, paraglider pilot certificate of competency is now the only document in Poland that permits pilots to fly on their own. A pilot who doesn't have paraglider pilot certificate of competency is treated as a pilot-beginner and is allowed to fly only under control of instructor from the certificated aviation training organisation.
According to the polish program of training that has a lot in common with the directive lines of Para-Pro paraglider pilot certificate of competency is the equivalent of IPPI4 license, which means that in Poland at least IPPI4 Card is required to fly without the control of instructor.
What is the minimum legal insurance coverage required in your country ?
There is no minimum insurance cover (total amount) required but you have to insure yourself (from looses to third parties and from accidents).
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
There is no recommendation on additional insurance cover (it looks strange but polish insurance companies don't offer any additional opportunities).
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
To be checked with the Polish NAC.
Other information
-
Portugal
Is the IPPI Card accepted in your country ?
Yes
What is the minimum legal insurance coverage required in your country ?
The minimum capital at Third Party Insurance (Civil Liability) will be PTE 50.000.000$ / EUR 250.000 during 2002.
Personal Bodily Injuries Insurance (for pilots, during 2001):
Death or permanent disability – up to PTE 3750.000 / EUR 18.705
Treatments/ medical expenses – PTE 570.000 / EUR 2.843
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
We recommend higher capitals:
Death or permanent disability – up to PTE 15750.000 / EUR 78.560
Treatments/ medical expenses – PTE 4.070.000 / EUR 20.301
and Temporary disability – PTE 5.000 per day (minimum)
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Yes, during the competition.
Other information
-
Slovakia
Is the IPPI Card accepted in your country ?
Yes
What is the minimum legal insurance coverage required in your country ?
Aviation law in Slovakia, applicable from 2006, requires a minimum coverage of aprox. 12.000 Euros for third party liability insurance.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Medical insurance (helicopter transport), search and rescue insurance. This is not mandatory but highly recommended.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
The LAA (national HG and PG association) guest membership provides a coverage of ~ 12.000 Euros for third party liability insurance for period of 2 weeks (membership fee: 20 Euros).
Other information
In case of doubt, please contact the LAA secretariat:
www.laa.sk
tel/fax: +421 (0) (41) 5623 450
-
South Africa
Is the IPPI Card accepted in your country ?
Yes, we accept the IPPI card. Our members who want to fly overseas can
obtain it from our SAHPA office.
What is the minimum legal insurance coverage required in your country ?
Not sure if there is a legal minimum, our members are insured for R300.000,
roughly 45.000 Euros.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
We provide our members with a CASEVAC insurance for helicopter rescue, if
necessary, but this arrangement is more to ensure that the casevac runs
smoothly. The pilot's own insurance has to pay for the casevac. It is highly
recommended that all visiting pilots have a good medical and casevac
insurance.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Yes, foreign pilots should take out a temporary membership for R310 which
makes sure that they are covered like a local pilot, and that they are
flying legally in South Africa.
Other information
For visitors we have a web site
http://www.sahpa.co.za/sahpa/foreign_info.jsp that covers most of your
questions. Or contact the SAHPA office at sahpa@paragliding.co.za, or call
++27-12-668-1219 (mornings only, SA time).
Sweden
Is the IPPI Card accepted in your country ?
Yes, for guest pilots the IPPI card is accepted as proof of skill/knowledge.
What is the minimum legal insurance coverage required in your country ?
The Swedish Paragliding Association(SSFF) today requires that its members have at least 5 million SEK liability coverage. (Note the 5 million level will likely be raised to about 10 million SEK in the near future.)
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
The Swedish Paragliding Association Membership Fee includes a limited medical insurance (invalidity(400 000 SEK), death(40 000 SEK)) and a liability insurance (5 Million SEK).
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
We can surely address this matter together with our insurance company if this is desirable. (i.e: Offering a liability insurance to guest pilots should be possible, if the need for this is observed.)
Other information
-
Switzerland
Is the IPPI Card accepted in your country ?
Yes, foreign, non Swiss resident pilots that have an IPPI-Card, Stage IV or V are allowed to fly occasionally in Switzerland hang gliders and paragliders. Flying tandem and working as an instructor however is not allowed. Note that to fly cross country a Stage 5 is required.
What is the minimum legal insurance coverage required in your country ?
There is a third-party insurance required, coverage one million Swiss Francs (Frs. 1'000'000)
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
It is recommended to have such insurance.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Yes, if they become also member of the Swiss Hang Gliding and Paragliding Association, we can offer a third-party insurance.
Other information
-
Turkey
Is the IPPI Card accepted in your country ?
IPPI card is not being accepted in Turkey. However, our training system so organized to meet safe pro and para pros standards All the pilots having FAI licence can fly in this country and participate in competitions.
What is the minimum legal insurance coverage required in your country ?
There is no legal requirement for insurance. THK itself, provides an insurance cover of minimum USD 28.000 for its own pilots.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
None.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
No.
Other information
Radio Frequency Information:
Turkish Aeronautical Association Hang gliding and Paragliding pilots are permitted to use FM radios and between 144 and 146 frequencies.
United Kingdom
Is the IPPI Card accepted in your country ?
Yes
What is the minimum legal insurance coverage required in your country ?
None
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Liability Insurance and medical insurance for non-EU citizens
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
Yes. but n/a since no national law
Other information
-
USA
Is the IPPI Card accepted in your country ?
We accept the IPPI card for purposes of determining a pilot's rating. IPPI 4 for intermediate and IPPI 5 for advanced rating.
What is the minimum legal insurance coverage required in your country ?
You have to be a USHGA member for third party liability insurance and to fly at most sites. Thirty day minimum USHGA membership is available, especially to competition pilots.
What additional coverage does your country recommend (such as medical insurance, search and rescue etc...) ?
Medical insurance would be very useful here in the US. Search and Rescue insurance would also be useful, although few US pilots have this. In Colorado state you can purchase it for 5 days by getting a fishing license for $21.00.
Is your NAC prepared to provide a special insurance coverage for guest pilots who do not comply with your national law ?
See above.
Other information
Sample IPPI Card
IPPI Card - front side
IPPI Card - back sideIPPI card application form
This sample application form is for the use of national federations ONLY. No individual application can be made directly to the FAI using this form.
Sample Application Form
I wish to apply for an International Pilot Proficiency Identification
(IPPI) Card
Name .......................... Address ................................
Tel ........................... ........................................
Fax ........................... ........................................
e-mail ........................ ........................................
Date of Birth ................. Nationality ............................
Sex: MALE / FEMALE National License No.....................
FAI Sporting License No ......................
Hang Gliding :
National Pilot Rating ....... Years ..... Hours ...... Current Wing .........
Paragliding :
National Pilot Rating ....... Years ..... Hours ...... Current Wing .........
I enclose a CHEQUE / POSTAL ORDER /CREDIT CARD NUMBER FOR .... .....
made out to .................................................................
Credit card number .............................. Expiry date ..........
Signed ............................... Date ..........................
Order IPPI Cards from the FAI
National federations who want to join the IPPI Card Programme, order or renew their stock of cards can get more information, the price list and payment information from the FAI Office.
You should contact :
Fédération Aéronautique Internationale
Avenue Mon-Repos 24
Ch - 1005 Lausanne
Switzerland
Attention : Christine ROUSSON
Email : christine@fai.org
Tel : +41 21 345 1070
Fax : +41 21 345 1077
Hang Gliding & Paragliding Safety Notifications
(photo : Vol Libre)
These pages contain important safety notifications issued by authorities other than FAI/CIVL. Their appearance here is for information only and does not necessarily imply official FAI/CIVL endorsement.
Requests for addition of new notifications to this list should be addressed to Klaus Tänzler, chairman of the CIVL Safety & Training Subcommittee, (contact Klaus Tänzler by mail or by fax at +49-8024-8402). Please note that only official notifications authorised by national governing bodies (federations) or manufacturers will be published.
Links :
Safety Notifications (HG&PG Association - Canada)
Security Commission (FFVL - France)
Recent Safety Notifications of the DHV (DHV - Germany)
BHPA Safety Notices (BHPA - UK)
Wills Wing Technical Bulletins
Paraglider micro-line failure
Date : 17 April 1997
Source : Fédération Française de Vol Libre (FFVL)
LETTER FROM FFVL TO FRENCH PARAGLIDING COMMUNITY
Dear Pilots,
The second paraglider line failure in less than a month has proved fatal.
On 23 March 1997, a member of the French National Paragliding Team was killed. Yann ESPINASSE's lower paraglider lines failed during a series of 360 turns prior to landing. He was using micro-lines. Yann pulled his reserve parachute, but the main reserve parachute strop broke at the point where it meets the V-shaped strap attached to the harness.
This terrible accident serves as a reminder to all pilots of the precautions they should take:
- Microlines should be replaced at least every 200 hours, and should be used and maintained with enormous care.
- Extreme manoeuvres which put excessive loads on the lines are to be prohibited (e.g. 360 steep turns).
- Inspect all equipment regularly; avoid unnecessary exposure to sunlight and dust; don't pull on the lines if they get snagged on a root at the moment of take-off.
Any pilot who wishes to sell a paraglider equipped with microlines must first fit a complete new set of lines, approved by the airworthiness authority.
CONCERNING THE LINES:
The lines are under a considerable load factor during steep spirals. In comparison with normal straight flight, the load factor on the lines increases in steep 360 turns by the following amounts:
- A lines: 3.5 times the normal load.
B lines: 4.6 times the normal load.
C lines: 6 times the normal load.
D lines: 5.3 times the normal load.
These greatly increased loads, when added to poor maintenance of equipment, mean that one is coming dangerously close to the breaking strain of the lines. It is therefore timely to issue yet another reminder not to carry out series of steep spiral turns.
CONCERNING THE RESERVE PARACHUTE:
It is likely that the lower strop of the reserve sheared through over-heating.
This shearing was probably caused by the system of knotting used to connect the two strops, which was of the half hitch variety and not a reef knot. The over-heating was also caused by the very rapid opening of the reserve (after the lines failed, the pilot was in free fall) and the consequent large amount of energy that the knot had to absorb in a very short space of time.
This was undoubtedly one of the reasons for this heat -induced shearing.
It is therefore important for all pilots to check the knot used to connect the main reserve strop to the V-shaped strap on the harness. If the knot appears to be a half-hitch, it is essential to change this knot immediately into a reef knot.
In every case, you should contact the supplier of your reserve parachute to ask him what system he recommends.
It would appear that, although the reserves themselves are satisfactorily trialled, as are the seat harnesses, the links between the two may not have been properly tested.
The FFVL Safety Commission contacted manufacturers, importers and suppliers of seat harnesses and reserves during the Bassano meeting and, in cooperation with "Aerotests", planned a series of trials which will take place during the months of April and May 1997. The results of these trials will of course be published, in the magazine "Vol Passion"
.
In the meantime, it is important to check the state of your lines and the system of knots between the reserve strop and the V-strap on the seat harness.
Marion VARNER
FFVL Safety Commission President
Preventing spins with rigid wing hang gliders
During the past season several cases of spinning have been reported by pilots of rigid wing hang gliders. It is time to reconsider how and why this phenomenon occurs. Marcus Hoffman-Guben offers some valuable advice.
About the author:
Dipl.-Math. Marcus Hoffmann-Guben
German rigid wing hang glider champion 2001
Rigid wing hang glider test pilot for A.I.R. (2 years): Atos testing including world championships in 1999 & 2000.
Rigid wing hang glider test pilot for Flight Design (2 years): Exxtacy 135, Exxtacy Bi, Ghostbuster, Axxess, Axxess+ testing including world championships 2001.
Translated: WildArt! Creations 2002
Not just a beginners problem
-
Potential spinning problems in rigid wing hang gliders are not merely due to inadequate flying experience!
Several experienced pilots have reported entering spins completely unexpectedly under "normal flying conditions". The physical explanation for this is usually that the pilots in question do not recognise the point when air-flow across the wing breaks off partially and the wing goes into a stall, until it is too late. However, there are some constructional trimming steps which can be taken to reduce the danger of spinning.
Goals
In order to develop effective strategies for the prevention of spinning it is initially necessary to recognise when, how and why spinning occurs.
The following points have been put together with the aim of sharpening the awareness of rigid wing pilots - firstly to help them analyse their instinctive and conditioned responses learnt from flying flexible hang gliders, and secondly to help them change or adapt their reactions and responses accordingly. Additionally, specific constructional details are highlighted which can result in an increased susceptibility to spinning in rigid wing hang gliders.
To emphasize: neither it is wished to stir up fears of spinning a rigid wing hang glider, nor should real existing problems be ignored or relativized.
The spin
Spinning a hang glider is a three-part process:
- Entering
- Spinning
- Recovering
1. Entering a spin
A spin on a rigid wing hang glider is induced when the pilot causes air-flow on one wingtip to break off and hence stalling it, by pushing the control bar too much while trying to tighten a curve.
-
Aerodynamically viewed, provoking a spin is not a question of air-speed but only dependant on the angle of attack of the wing !
However, as a reduction in airspeed is achieved through changing the gliders angle of attack, spinning rigid wing hang gliders is often associated with slow flying in practice.
2. Spinning
While in a spin, the rotation speed, flight-path diameter and bank angle of the glider can not be controlled through normal steerage impulses, they are far more dependant on the mass distribution within the wing:
-
While spinning, gyro-forces are dominant and result in non-controllable, non-steerable flight !
This makes spinning with rigid wing hang gliders particularly dangerous !
-
Larger versions of rigid wing hang gliders are initially more difficult to set spinning (i.e. show a reduced spin susceptibility), but should they be put into a spin, then they are extremely unpredictable, chaotic and consequently very difficult to control!
Smaller versions of rigid wing hang gliders are generally easier to put into a spin (i.e. show an increased spin susceptibility), but when spinning tend to behave more predictably !
3. Recovering
In most cases it is possible to recover from a spin, as long as the height reserve is sufficient.
- To recover from a spin the pilot must increase speed by pulling on the bar, and then steer against the rotation. The amount of pulling in necessary for a rigid wing hang glider is far greater than on a flexible hang glider - you have to pull in massively !
Recovering from a spin is generally associated with a loss of 50 - 80 meters in height. In case of doubt throw your reserve immediately if you enter a spin close to the ground !
Factors which influence the susceptibility to spinning
Three of the main factors which influence the susceptibility of rigid wing hang gliders to enter spinning are: 1. wing twist ; 2. control bar position ; 3. centre of gravity (trimming). Other factors such as the distribution of lift across the wing, the wing profile distribution, the wing twist distribution and the wing taper are not considered here, but certainly influence the spinning characteristics of a rigid wing in a very complex manner.
1. Wing twist
Wing twist is necessary in swept-back rigid wing designs to enable comfortable handling of the hang glider during curved flight. The wingtips are generally twisted up (negatively) by 5 to 7 degrees. If the critical angle of attack is exceeded then the twist at the wingtips helps to prevent the tips from stalling first and therefore (in curved flight) inducing a spin.
- Wing twist helps to prevent tip-stalling and reduces spinning susceptibility in rigid wing hang gliders !
The negative influence of increased twist at the wing tips (especially when flying at highspeed final glides) is usually the reason that competition pilots try to tune their gliders to actively reduce the twist. But too less twist can dangerously influence the stall characteristics of the glider.
- For safety reasons never reduce the wing twist under the limits set in the gliders certification !
2. Control bar position
When surprised by unexpected turbulence in the air, pilots generally respond automatically by adopting an ergonomic "alert position" - pushing the bar backward to a particular position where they feel ready to react quickly. Control bars which are mounted further forward increase the static margin (longitudinal stability) of the glider when pilots go into this "alert position" and reduce the danger of stalling a tip and entering a spin in turbulent air.
- If the designer of the glider has mounted the bar sufficiently far forward then unwanted stalls and spins will be almost impossible due to restricted pilots arm length !
3. Centre of gravity and trimming effects
Flexible hang gliders are usually trimmed to fly too slow, to improve comfort and handling when thermalling. Although this is not too critical on a flexible hang glider, this is not the case with a rigid wing hang glider - trimming habits should not be inherited!
Should a rigid wing hang glider be trimmed too far back, entering a thermal and inducing a turn at the same time can then lead to a loss of control, unexpectedly stalling one side of the wing and resulting in a spin. That aside, a slowly trimmed rigid wing hang glider requires much less pressure on the bar to stall it than a faster trimmed one which also increases the risk of unexpected stalling and spinning.
- A rigid wing hang glider trimmed with a centre of gravity lying well forward reduces the risk of spinning, whereas one trimmed for slow flight increases the risk of spinning !
Should a lightweight pilot borrow a heavier pilots glider then it is important to re-adjust the centre of gravity by bringing the hang loop point further forward! Read the guidelines in the gliders manual !
Spoilers and their effects
When a spoiler works it doesn’t only create the required roll and yaw forces, but also induces an unwanted pitch moment nosing up.
- When a turn is started it is important that speed is maintained by pulling on the control bar to compensate for spoiler pitch-up (during the turn and not just before the turn) !
The main danger from the induced spoiler pitch is when thermalling slowly (just above the stall point of the wing), and then trying to core the thermal better by activating the spoiler. This can then abruptly stall the inner wing and cause a spin !
Flaps
Pulling on positive flap (i.e. angling them down) increases the lift of the wing at constant airspeed. Through this the trim-speed and minimum speed of the wing are consequently reduced. This effect is measurable on all current rigid wing hang gliders (see the test reports in "Fly and Glide": Exxtacy (5/1998 p. 38), Atos (7/1999 p. 33), ESC (8/2000 p. 48), Atos S (11/2000 p. 37 ff.), Exxtacy Bi (9/2001 p. 44) and Star (7/2001 p. 56, 58)).
Pulling on flap a rigid wing hang glider can have either a pitch-up or pitch-down effect, depending upon the particular model. Pitch-down (i.e. the bar moves back on its own accord) is noted on the E7 (see test report in "Fly and Glide" 7/1999 p. 32), Atos, Atos S ("Fly and Glide" 11/2000 p.32) and Star ("Fly and Glide" 7/2001 p. 56, 58). On the Exxtacy and Ghostbuster models, pulling on the flaps creates a pitch-up moment (i.e. the bar moves forward).
Through flaps which induce a pitch-down moment, because the bar moves back, the pilot has a greater range to push-out forwards from the trim position. This means it is then easier to stall the wing and this in turn increases the danger of unexpectedly entering a spin while in a turn. (see for example the test report on the Atos S for small pilots with short arms in "Fly an Glide" 11/2000 p. 38).
- While thermalling the flaps should not be set at more than 15 degrees !
The advantage of flaps which induce pitch-up moments is clear - here the danger of pushing out too far and stalling is reduced, which is also positive should the pilot go into the "alert position" in turbulent air.
Moving A-frame
As the moving A-frame of a rigid wing hang glider is used to control the spoiler cables and is not tensioned in place by cables as with a flexible hang glider, during a spin the pilot and A-frame will be thrown towards the outer wing by gyro-forces. If the pilot continues to hold the bar then this creates an unwanted and uncontrolled spoiler reaction on the inner wing. This in turn makes it more difficult for the air flow across the inner wing to recover, which is necessary to exit from the spin. Accordingly, pulling in on the bar must be increased to help recover from the spin.
Because of the partly chaotic behaviour of a rigid wing hang glider in a spin, large gyro-forces result especially during the recovery phase. These forces, often caused by the unwanted spoiler reactions, can stress the glider over its structural limits and in some cases can lead to its destruction (see for example the report from the experienced US competition pilot Bo Hagewood who invoked a spin on a large Atos and subsequently broke it ("The Oz report", under www.davisstraub.com/OZ/)!
Spin susceptibility of rigid wings compared to flexible hang gliders
The empirical results of an opinion poll which I have conducted under many experienced rigid wing hang glider pilots and the evaluation of my own year-long experience as a test pilot for different manufacturers lead me to the following conclusions:
- Even though certified rigid wing hang gliders are constructed with much less twist when compared with flexible hang gliders, they have no general tendency to be more susceptible to unexpected spinning !
This would appear to contradict the current public opinion of the hang gliding community. However, depending on the particular model, even without the VG full on, it is often easier to start a flexible hang glider spinning than a rigid wing hang glider in its certification configuration. This last sentence is important:
- Only fly rigid wing hang gliders in configurations that have been certified !
Although rigid wing hang gliders are not generally more susceptible to spinning than flexible hang gliders and therefore not generally more dangerous, things are a lot different when are actually in a spin! Due to the problems mentioned above which are caused by the A-frame mounting and often result in chaotic states during uncontrollable spins, the danger associated with spinning rigid wing hang gliders is significant greater than that of a flexible hang glider!
- Experimental spinning with rigid wing hang gliders should definitely be avoided !
Remedies
Being conscious of your own reflex reactions and trying to consciously change them
By flying flexible hang gliders certain reflexes are learnt, and with time become instinctive reactions. Such conditioned reflexes must be consciously controlled to prevent them from influencing rigid wing flight negatively. Some of the most commonly observed unconscious reflex reactions which can provoke critical situations if they are applied to rigid wing hang gliders are the following:
- Landing out of a slow turn
- Flying too slowly and too close to obstacles during landing approach
- While thermalling, flying on the stall-point and trying to squeeze into the core by impulsive diagonal steer movements.
- In order to fly a rigid wing glider safely, it is important to be consciously aware of the air-flow over the wing at all times !
Warning signals at the stall-point
Before a rigid wing hang glider goes into a stall, the wing sends certain "warning signals", which can be of great help to a receptive pilot. As the bar is pushed forward from the trim position:
- the bar pressure increases
- the sink rate increases
- the directional stability is reduced (turn to one side)
- the steering control is reduced (the spoilers do not work as effectively as at lower airspeeds)
It is important to recognise these "warning signals" immediately. In turbulent air this is often difficult especially for beginners.
- Thermalling at the stall point and then "squeezing" into the core as is often performed with flexible hang gliders, can lead to a spin if this technique is applied on a rigid wing hang glider !
Outlook
The advances made in sail-planes over the past few years reveal a lot of interesting developments which in my opinion are very relevant for rigid wing hang glider designs: instead of merely trying to improve the glide-angle the emphasis is on making handling characteristics more easy while maintaining the same performance.
Developing rigid wing hang gliders along these guidelines would lead to changes which include modifications to the profile depth distribution, increased twist at the wingtips and control bar positioned far enough forward.
Note: Further information and in-depth aerodynamic details for a better understanding of some of the problems mentioned here can be found on the DHV homepage under "News" in an informative article on spinning.
C-G 2000 Advisory
Date: 17 December 1998
Source: This is an authorized forwarding message from Center of Gravity Inc
Email: cgravity@dreamscape.com
Tel: +1 315-687-3724
There have been two incidents reported that the main webbing on the C-G 2000 has slid off the side of the frame. This causes the pilot to hang off to one side of the harness making it difficult to control the glider. On the C-G 2000 the slider moves farther forward than on the C-G 1000, putting pressure on the metal clips that keep the webbing in the center of the frame.
Eventually they work loose and the webbing moves. This can easily be fixed by removing the clips that are loose and duct taping (1/8 thick wrap) the webbing in place on the frame. All harnesses should be inspected on a regular basis. If you have any questions please contact Center of Gravity Inc.