APPI recommend to use certified glider with regular control
CEN A, B, C .or DHV1, DHV1-2, DHV2
Be aware this classification does not mean performance, is about security and we can have a DHV1 or Class A paraglider with better performance then a DHV2 or class 2 paraglider.
If we can have DHV1 competition glider then I take it, but for commercial purpose nobody will buy it !!!
Company have to create DHV1-2 for commercial purpose as pilot do not want to buy School Glider!
Class 1 or DHV1
The new generation of basic glider have great and excellent performance.
APPI pilot should fly CEN class A or DHV1 glider.
The best glider is the glider making you feeling good.
APPI Advanced Pilot can fly CEN class B or DHV2 Glider.
APPI Advanced pilot with Performance or Acro training certification can use CEN class C glider.
APPI Tandem Pilot have to use certified tandem glider.
APPI tandem pilot flying tandem with mini-wing have to be certified APPI Mini wing.
APPI tandem pilot have to use tandem rescue, with system Ross and passenger harness with "No forget Line".
Advanced APPI tandem Pilot in exceptional case can fly without rescue (High mountain fly).
Checking rescue installation is part of the 5 APPI points before take off.
Rescue and the installation have to be controlled every 6 Month (repack).
Rescue packing can be done by Advanced pilot with certification rescue Packing on is own equipment only, with report on logbook.
Rescue Packing can be done by APPI tandem pilot only with the certification Rescue Packing on is own equipment
with report on logbook.
Rescue Packing for third party can be done only By Instructor with certification Rescue Packing
APPI School need to have all proper equipment Glider / Rescue / Radio communication
(First aid box on site).
APPI give a maximum life time of:
5-6 years for one glider with periodic control
10 year for rescue and Harness
5 year for Aluminum and Zicral carabiner
In snow or sandy area be careful of the clipping obstruction.
Respect the 5 APPI point process before every take off.
In case of ventral rescue (close your harness before), the rescue have to be fixed to the top (shoulder of the Harness).
Control the under line of your harness, possibility of friction with your seat (specially carbon seat).
Carbon seat have to protect with side tape or any soft material.
APPI does not accept side rescue pocket, and top back rescue pocket (handle to the front).
Back and under seat rescue pocket are recommended.
APPI does not accept nnder pocket with drawer style.
In case of under seat rescue the ccceleration and comfort line have to come back to the seat if not in use, (elastic or have security clip attach to the rescue).
APPI recommend in ventral Rescue only Light rescue.
APPI does not accept nod or tape over the line (corrosion) in the connection with harness / rescue (Direct connection or carabiner).
SAFETY ALERT: Potential problem on forged rings on the Kolibri harness
Description: A potential failure has been fund on the forged rings used on the Kolibri harness.
It may break under usual load.
There is no major risk because this ring is not used in the main structure of the harness.
In case of breaking, there is only the lumbar setting that is concerned.
Process to follow: Harnesses that can be concerned are those with the following serial numbers:
- Size SM:
- Size ML:
If you are concerned with these serial numbers, please contact Kortel Design at +33(0)184.108.40.206.27 or by email at firstname.lastname@example.org.
We will give you the process to follow.
Safety information: Carbon fiber seat plate inspection
- What is the purpose of this safety warning?
We have noticed that a few pilots have been unknowingly flying with bro- ken or damaged carbon fiber seat plates, due to wear and tear, impacts, etc... Carbon fiber is very abrasive sharp; it could injure the pilot or abrade/ cut/damage the webbing and overall harness structural integrity.
- Which product models could be affected ?
All harness models equipped or accepting carbon fiber seat plates.
- What should I do ?
Check and inspect carefully your carbon fiber seat plate for damage once every 50 flights or once a year.
If the seat plate is damage in any way, it must be replaced immediately.
If the harness webbing is frayed or damaged in any way, it is imperative to contact your local Sup’Air dealer for advice prior using your harness again.
SAFETY ALERT Kuik II
We have recently discovered a potential random manufacturing default in our Kuik II models, it is nothing serious but it is necessary for you to inspect your harness to ensure that everything is in order.
The problem observed is the following:
The lower part of the shoulder strap of the harness is connected to a metal buckle located at the “thighs - back” junction behind a small piece of protective neoprene. This buckle is used to connect two sewn straps.
There is no major security, problem since this strap has a multitude of connections within the harness and even in the case of rupture of this seam there is no risk of the pilot falling out of the harness or of the strap breaking upon the deployment of the emergency parachute.
However, a visual inspection of the seams on both sides of the buckle must be made in order to potentially detect the following situation :
There are 4 seams, but they fray easily and the thread can easily be removed with your fingers.
Recall harnesses GIN Gingo Airlite for inspection
Gin Gliders Inc. recalls the last model Gingo Airlite (released in 2012) to perform a precautionary inspection and check after a few months of use the harness is still consistent with our quality standards.
We ask owners of harness Gingo Airlite (Serial No. which the 3rd and 4th digits are "12". Exp xx12-xxxx) to contact their dealer for a return to a factory inspection.