SAHPA Tandem Flying Guidelines

Prepared by Johan Anderson. (NSTO) For: SAHPA tandem flying guidelines.

This document is not a training manual. The document is intended as providing only guidelines for tandem pilots wishing to apply for their tandem rating. Doing training with a suitably qualified instructor is mandatory.

Tandem flying is one of the greatest ways of introducing new pilots to the sport. It is also a very rewarding experience to share hang gliding with friends. However, with tandem flying comes a far greater responsibility – that of another human life being entirely dependant upon your ability and flying skill. It goes without reason that to be a tandem pilot, you need to have above average flying skill and most certainly impeccable take-off and landing techniques. These areas of flight do become far more demanding than single place flying and ensuring you conform to these standards usually means a high level of experience. It does take time to mature as a pilot and most certainly to develop the airmanship to function as a safe and efficient tandem rated pilot. The prospective tandem pilot must take cognizance of this.

Equipment.

Gliders There have been a few tandem gliders produced by various hang glider manufacturers. Each one with slightly different flying characteristics – even though they all have surpassed safety standards and are certified as tandem gliders. Over the years of more commercial interest in tandem flying, tandem pilots have come to know which gliders are easiest and more suitable for their application. This has resulted in some manufacturers ceasing production of tandem wings while others have managed to follow suggestions and feedback from tandem operators resulting in gliders that are far less demanding to fly than in earlier years. The modern tandem wing is a work of experience and a delight to fly. There is no substitute for a modern day tandem hang glider. We highly recommend you use one.

Harnesses.

Looking after your passenger is your priority as a tandem pilot. This also means ensuring you use harnesses that are suitable and comfortable. Pod harnesses are comfortable if they fit. Remember, to the inexperienced they can feel bulky and can hamper running during take off. For more experienced passengers it can work just fine, however we do recommend using an easier harness for the first flights until your passenger becomes comfortable with the procedure of taking off and landing. (Especially for the wives or girlfriends that find themselves in the enviable position of being attached to a tandem rated pilot!) It is recommended that you do not zip up the harness unless the passenger is well versed in this procedure. (Do remember to operate the zip well before landing). On dolly or wheel launches they are highly recommended. Keep in mind that any strings can get caught on wheels or some other part of the dolly. Cocoon harnesses are very comfortable. They are however, even for experienced pilots, a tricky harness to get into once in the air. They can and often do, interfere allot with taking off. For this reason they are not recommended for tandem foot launching at all. They are very popular for dolly or wheel launched flights – one of the main advantages is that these harnesses offer good protection against abrasion from the ground if wheel landings are done. For towing, up-under harnesses can also be used. This position is good for training; however they are cumbersome to climb in and out of and they seemed to have lost some popularity.

Wheels

It is highly recommended to use wheels - even if you are foot landing. A slight error on landing and wheels do save the day. However, if you are going to use wheels make sure they are usable! Don’t use wheels that can’t rotate or are too small for rolling on the landing field. One or two inch wide wheels are certainly not going to role on the beach. Use 3 inch wide and at least 6 – 8 inch diameter wheels. Caster wheels are good for towing operations. These wheels must not vibrate at speed as this can serious effect the resistance of the wheel on the ground - the cart/glider can nose over! Under certain conditions wheels can be a detriment. If the wind is very strong for take off and landing, wheels can make the pilots work extremely difficult (putting the base bar down on the ground does not give the pilot any leverage to keep the glider against the wind – the wheels simply role away). Consider carefully the area and conditions before you remove the wheels – they are more an advantage than not!

Back up parachute.

Carrying the load of two people is far beyond any of the single place reserves so it makes good sense to use only tandem rated reserves. It is possible for each pilot to carry their own personal reserve – the notion is that in any miss hap, both reserves must be deployed for the descend to be of acceptable standards. There have been cases where the pilot and the passenger (separate incidences) have not hooked in - separate chutes could have saved the day and this option must not be over looked.

Hang points.

Separate hang straps must be used. This spreads the load from one hang strap and prevents karabiners from rubbing together. It is recommended that a common back up hang strap is used. One hang strap is not recommended as there is no back up system.

Hang heights

There are two acceptable hang height positions for your passenger. The first, is level with your passenger, the other is with your passenger hanging slightly higher than the pilot. The level passenger position is used when flying with other experienced pilots or when doing flight training. For inexperienced passengers the higher position is better. It makes it more comfortable for them to hold onto the pilot and keeps them out the way from interfering with the controls of the glider. For advanced Instruction the Instructor can fly in the higher position allowing the student more freedom to fly the glider. It is recommended that this be done only once the student has reached a certain level of competency.

Left and right pilot positions. This is dependant upon which side of the pilot is strongest. If a pilot is right handed then it is recommended that the passenger hangs on the right-hand side of the pilot. The reason is that if the passenger trips during the take off run, the pilot can use his strongest side to compensate for the weight of the passenger. It will also enable the pilot to assert more control in the air should a passenger become panicky or “freeze”. Do also take into account the position of your reserve parachute. This must be on the side away from your passenger. Even if you fly with an experienced pilot remember that the harnesses rubbing together can dislodge the chute release pin.

(Tandem instructors should be proficient in launching, flying and landing on both sides.)

Holds.

The most common method is for the passenger to hold onto the harness of the pilot under each arm-pit. This means the passenger will have one arm around the back of the pilot, while standing next to the pilot, slightly behind. Care must be taken to ensure the passenger arm is in front of the harness hang straps.

Flying conditions. It is recommended that tandem pilots fly only in conditions that are gentle. Passengers want to enjoy the experience and at best even pilots don’t enjoy being thrown around the sky. It is strongly advised not to fly in strong thermic conditions. Winds can be strong but must be smooth. Most certainly fly in less strong conditions than you would when flying solo. The pilot must weight out the options before him – is it a first time ride? Stay smooth. If on purpose you need some thermic activity (as in advanced thermal instruction) then try moderate conditions.

Site considerations

It is highly recommended that you fly only at sites that have easy launching and easy LZ’s. Avoid tricky cliff launches or very rocky launch terrain. Passengers can easily trip on this un-even terrain. Cliff launches are also more daunting to passengers. Also consider the type of conditions encountered at the site. (See Flying conditions) Keep in mind that ‘big’ sites can often make passengers very uncomfortable.

Weight.

Your passenger weight should ideally be less than yours. It is recommended that you do not take passengers exceeding 120% of your own weight unless that passenger is another pilot or you are highly experience or you are using wheel launches and landings. Take in consideration the physical attributes and condition of your passenger. Fundamentally you must be able to compensate for any errors your passenger can make during the take off run - like tripping. Can you carry the extra weight and continue the run? If the person is physically in good condition and considered capable of a strong run required for launching (like another pilot) then it becomes easier to move towards the 20% above your weight limit. If the passenger is not of this caliber, lower your limits! The lighter, the easier things are…

Psychological.

Do consider the psychological make up of your passenger. If your passenger is trembling and obviously extremely scared, do not fly. Do not fly with panicky or scared passengers. Be prepared to use distracting techniques to calm panicky passengers. The following technique is useful. Distract, Comfort, Monitor (communicate with your passenger) and land! Be wary of passengers with a no care attitude – they could be slack in following your orders and in so doing can make things difficult and dangerous.

Take offs. The value of using well briefed wiremen cannot be overestimated. They can help steady the wings WHILE you are doing the take of run. (Much like in a sail plane launch). Passengers are often overly excited or nervous just prior to launching. During your take off brief much of what you say and do will flow to the comfort and confidence of your passenger. Make briefings fun and short. Listen to the questions of your passengers and ANSWER them as diplomatically as possible. Emphasise that fact that you have done this many times and that it is actually very easy and straight forward. If you make too much of a big deal of the launch it can serve to frighten passengers into thinking this is really dangerous causing undue stress and anxiety! Do practice runs and say it is as easy as that! Ensure you have briefed your passenger and have done a practice run with them.

Flying You have two people in the control frame. Keep that in mind when doing turns. Your passenger won’t like it if you keep bumping their heads into one of the uprights all the time! Learn to fly with hip and leg weight shift only! Keep the communication channels open between you and your passenger. Make it interesting. Inform them of ANY maneuvers before you do them - even if it is just a simple turn. Tell them WE are going to make a left turn to go back along the ridge. It serves to occupy their attention and makes the flight more interesting and enjoyable. Ensure they look around at far away spots. Looking straight down or at the outside wingtip when turning does promote airsickness. Beware.

Landings If you have a choice – always opt for a wheel landing. They are the most secure, fool proof and way easier on your passenger. Do brief your passenger on what to expect on the landing, especially the effect of ground rush. After thought We have to stress the experience you need for successful passenger management and flying tandem does not come overnight or from reading books. You need to be trained by a well qualified instructor – there is no substitute for experience. It is well worth the effort as few things come close to the satisfaction of sharing the sky and our wonderful sport with a friend.

Fly far and drive safely and do share the sky with a friend!

Johan Anderson