Flat Top Paramotor Ninja Frame breaks in half in flight

crackedframeLink to the post: http://groups.yahoo.com/group/ppgbiglist/message/101573

Hi Doron,

As Beery says, back to the mundane level of terra firma, and sometimes, as
Terry says, slightly above it.

Back in August I took off into a light-to-medium wind.
I flew, climbing, into the wind possibly about 100 feet above the ground. I
felt a sudden whack which was repeated a couple of times. It didn’t feel
like any wind gust or rotor I had ever experienced, so I descended a bit
with the thought of landing in the field near to the T/O field. Before I
could do anything everything went crazy, I turned 180 degrees, looked up
and saw that one wingtip had folded right under the wing. I had one thought
– I’m dead.

I ‘think’ I probably fell about 50 feet.

Next thing I knew I was lying in the uncut hayfield on top of my paramotor,
thinking ‘this is rather comfortable’.
I unbuckled the quick release, stood up and had a look at my machine. It
was very crumpled in the zone below the seat, and lots of other places too.

Then I saw that the comfort bar on the left had come loose at the back end
where it has a welded mitre joint.
The weight of me and the motor working against the lift of the wing forced
the bar up, and upset the wing,
probably exacerbated by me holding the brake handle at the normal position.
This I suspect was the first ‘bumps’ I had felt.

The front bottom part of the comfort bar had been bending, and finally
broke and that let the riser rise a bit too high until the safety strap
stopped it.
At that point the karabiner was above my head, as we saw when we
reconstructed the situation.
This was the final straw that collapsed the wing.

The raw end of the broken tube cut the side of my face slightly.

My right ankle was tender for a couple of days. But other than that I was
unhurt.

My immediate reaction was to start laughing, as I was so surprised to be
alive and comfortable.

The frame was trashed, the Moster engine was broken, as was the propeller.

The manufacturer in Utah took some responsibility, after quite a number of
weeks of back-and-forth ‘discussions’.

It struck me as a bit ironic that although the famous crumple zone had
helped to save me,
it was the bit of the frame just above that had almost killed me!

The problem was very apparent to me when I looked at the failed weld. Lack
of penetration.
The fill material of the weld was simply overlaying the mitred joint, the
two parts of the mitre were not melted together.
The cut ends of the tube could be clearly seen in their off-the-saw
condition.
There was no distortion of the joint, as would be seen if it had previously
suffered mechanical damage. It simply separated.

And, sorry CC, but my very quick thought was to thank the Good Lord / YHWH for
his protection.
And I’m still thankful, as I’m back in the air again!

I sometimes walk across the field to the impact point. It feels like holy
ground to me now.

When I told my wife a couple of weeks ago about the episode, she wasn’t
exactly happy….

Bill

<‘{{{>< W G Kerr
S c o t l a n d

SuperDell Attacks ParaTour baised on failed K2 paraglider

Posted on the PPG Truth unlimited yahoo group by Elisabeth at ParaTour. She has over 10 years experience repairing wings with hundreds repaired. Elizabeth is one of the top wing repairers in the United States and likely the world.

Hi all,

I have been attacked by Dell I would just want to post this e-mail, to state the facts.

Last June, while visiting the Sky factory in Czech Republic, Martin Nemec, the Sky CEO, told Bill Heaner, Jeff Goin, Eric Dufour and I that Bill Heaner was now on THE American Sky importer.

At Paratour’s Glider Shop, we now do porosity tests on the upper AND lower sail, just like they do at RipAir in France, which is the biggest gliders shop in the world.

For this K2 mentioned by Dell, the porosity was good on the upper sail, but the upper sail ALSO failed on the rip test. The upper sail has to pass the porosity tests AND the rip test. If the lower sail fails at the porosity tests (which was the case for this wing), this is still ok, as long as it passes the tear test. But this wing failed on the tear test: It started to rip at 500 gr. It needs 600 gr. to pass and we normally go until 1,000 gr (1 kg) without any problem during the rip test. If a glider shop takes the porosity tests without the tear test, this is not complete.

When a wing fails at the fabric tear test, it simply fails the inspection, no matter what. This wing is not airworthy anymore and the pilot who would fly this wing today would put himself at risks. A repair plus a full inspection would have been more income for me, but it
unfortunately failed the tear tests and the pilot only paid for the porosity and fabric rip tests and a patch on the long tear it had, so it can be used for ground handling.
At our shop, no one pays for a full inspection if his/her wing fails and we certainly do not do any repair on any glider that is not airworthy, except patch work, so it can be good for ground handling. We first start by the porosity and tear tests. If it passes, we then do to the line breakage tests. If it passes too, we can complete the whole inspection.  The USPPA is for pilots and instructors and has to date nothing to do with glider shops. In fact, there are no certifications for paraglider riggers in North America. In Europe, you can have DULV, and I think that only RipAir is DULV certified outside of Germany. I first learned at Swing, in Germany, who are closely working with DULV and later I learned much on the
detailed sides at RipAir in France and I am very fortunate to have Bertrand Maddalena (THE master in glider inspection & repairs worldwide) answering my questions for any details or particular cases.
When I informed the pilot that his K2 was not airworthy anymore, I never proposed him a wing (I stay very professional). Whatever wing he flies now, we never sold it to him.

Here is a link on the repair on a K2 I did. Its owner still flies and likes his wing:
http://groups.yahoo.com/group/PPGTRUTH-unlimited/photos/album/669543080/pic/list

I want to add that when we state that a wing is not airworthy anymore, most pilots will not be surprised. But for the ones who believed that the Skytex 27 fabric is as good as any other paraglider fabric, or almost… this is another story and some contact Dell, thinking
that their wing has a defect, which is not the case. By the way, we did not -and do not- offer wings to people who have a wing that fails inspection. We stay professional.

Last months, Daniel Constantini from Porcher in France (manufacturer of the Skytex fabrics), came visiting us and we spent 2 days together. I learned much more on the subject and also on how it works on the paraglider manufacturing and the paraglider fabric manufacturing industry, including who does what and how.

In a previous Paramotor Magazine issues (can’t remember the months), there was a good article with Anatoly Cohen (the Apco owner) about fabrics.

There also has been a good one the issue # 379, February 2008, in the French magazine Vol Libre, which CC translated in English after all the misinformation Dell wrote on light fabrics, so people can get the right information:
http://www.paratour.com/content/Light%20Material%20for%20Kleenex%20Paragliders.php

Elisabeth : – )

You can read all the emails in this conversation here at PPGTRUTH-unlimited

USPPA VS Dell’s WPPGA

USPPA Certified Instructors vs. Dell Schanze and his WPSDA /WPPGA scam

Here’s a short primer on the many important ways in which they differ,on organizational legitimacy and authority:

The USPPA is a REAL organization of over 10 years operational standing. See http://www.usppa.org

Wpsda is defunct. ‘The world powered paragliding association’ (wppga) is not a real organization. It’s just a website, owned by Dell Schanze and U-Turn USA (A Dell Schanze company). Dell Schanze and his company manufacture the FlatTop paramotor, and import U-turn and Sky brand paragliders.

whoisGo to http://who.godaddy.com and do a ‘whois’ lookup on the wppga.org domain name. See for yourself, who owns it. Despite searching and requesting, no evidence that it is a real organization has been documented.

USPPA has a stated mission and published bylaws, which enrich the entire PPG flying community: http://www.usppa.org/Organizational/mission+bylaws.htm

Dell Schanze / wpsda/wppga have no published bylaws. They do have websites, recently published, registered to Dell Schanze and U-turn USA (a Dell Schanze company). These are FOR PROFIT enterprises, which only enrich Del Schanze. That’s the wppga mission: to market Dell Schanze by making him seem important, and to sell his stuff.

WPSDA.org (World Powered Sky Diving Association– now defunct, because he can no longer say no one has been injured on wpsda certified equipment. Also, despite repeated requests, he was unable to show video of anyone jumping out of an airplane, with a paramotor on their back).
Here’s more interesting reading on this: http://footflyer.com/Equipment/Paramotors/2009/flattop_200/Dell_Schanze_WPSDA

The USPPA certifies only vetted instructors, who have committed to following the proven USPPA syllabus.
http://www.usppamembers.org/school/school_search.cfm

The wppga.website has the appearance of “certifying” the FlatTop paramotor, while failing all other brands. This is grossly misleading, since it’s just a Dell Shanze website, saying that Dell Schanze products are certified by Dell Schanze’s own non-existent organization,

Here’s more interesting reading on that topic: http://footflyer.com/Misc/Powered_Paragliding_Association_Sham/world_powered_paragliding_associ.htm

USPPA Articles of Incorporation as a NON-PROFIT organization were filed on March 15,2001: http://www.usppa.org/Organizational/usppa-certificate-of-incorporation.jpg

Despite efforts and multiple requests for documentation, NO evidence has been found to suggest either the wpsda or the wppga are, or ever were, legitimate organizations, registered with any governmental authority.

A board of USPPA officers was voted/appointed (depending on position) and is published: http://www.usppa.org/Organizational/officers.htm

Requests for the identification of officers on the board of either the wpsda or the wppga go repeatedly unanswered.

The USPPA maintains an incident database, dating back to 2002 and prior. See http://www.usppamembers.org/incidents/incident_list_public1.cfm

Largely due to this quantity and quality of accident information contained in this incident database, we have been able to demonstrate a sport-wide safety record, over time, which is better that that of licensed motorcyclists, driving on the public highways. And, what is the beneficial outcome of this? There are now at least THREE major insurance companies which write term life insurance policies at standard rates, with NO EXCLUSION for our type of aviation activity, and no upcharge in premium, PROVIDED the insured has attained a USPPA PPG-2 rating, with a USPPA certified instructor!

Thanks, USPPA!

In contrast, Dell Schanze pretends that accidents never happen on gear that he manufactures or sells. He’ll tell you that NO wpsda or wppga member has ever had an injury or death. That’s an easy claim, when you don’t have any members in your pretend organization.

Over 3000 REAL, active pilot members have been a part of the USPPA mission and community, since it’s inception. Current members can log on to the USPPA site, and browse or search for other members.