For Bautek Hang-gliders [for solo and tandem gliders as of Jan. 2011]
All hang-glider are individually inspected when new and are delivered in air-worthy condition. The air-worthiness of a hang-glider can in everyday use deteriorate, due to sail shrinkage, wear and tear, UV exposure, crash etc., to a state of non-air-worthiness.
Because of this the law makes the regular inspection for air-worthiness mandatory under the owners responsibility [LuftGerPV #14 Inspection].
If and when this inspection has to be carried out, at the manufacturer, by the pilot himself or on his order, determines the manufacturer / holder of the design certification/license in an inspection instruction, which is included with the operation manual.
The owner/pilot himself is responsible for the safety and air-worthiness of his aircraft!
New Bautek hang-gliders have to be inspected after 60 months [5 years] and thereafter every 24 months [2 years].
The DHV [Deutscher Hang-glider Verband] did, many years ago, based on years of experience and consultation with manufacturers, come up with a so-called “DHV-Model-Inspection-Instruction”. This instruction is the base of the following “Bautek inspection instruction” and assures the best possible inspection quality.
Two-seater hang-gliders should be inspected only at the manufacturer’s factory, because of liability concerns. Solo Bautek hang-gliders can be inspected by the owner himself, if he is previously made familiar with the examination/inspection work at the factory. An inspection report is to be made; the owner examiner sends a copy to Bautek.
The hang-glider is unpacked and visually examined. The type, model and test label are checked for correctness, completeness and readability. The information for model, type, year built etc. are entered in the inspection-protocol.
The control frame and cables are unbolted, the nose-batten is pulled out of the sail and the attachment of the sail at the front of the leading edge tube is removed. Now the complete sail can carefully be pulled off.
The sail is spread out and upper- and lower sail are visually checked for tears and damage. Attention is paid to signs of wear at seams, sail-attachment bands, batten-pockets, grommets, zippers, securing rubbers, profile-ribs and Mylar inserts. The yarn should still have a minimal tensile strength of 2 kg [4.4 lbs].
The leading edge is also closely examined.
The nose-plate cover is checked for wear at seams, the Velcro closures for wear and strength of adhesion and are reinstalled.
Connective bolts are loosened and tubes removed. The following items are inspected for damage [bending, compression, dents, cracks, wear-points, corrosion, diameter, length] and when necessary replaced with original parts:
All screws, bolts and quick-pins are checked for bends, wear, corrosion and thread damage and if needed replaced with original parts.
Now the side-, front- and rear- lower- and upper-rigs are examined for damage of strands, cover, kinks; eyes, thimbles and press-fittings are checked for defects. Then the cable lengths are measured on a measuring bench and compared to the given length on the type-specification page and if necessary replaced.
Damaged steel cables are to be replaced with original parts.
All sail-battens are checked for their exact profile on the batten-plan and, if needed, corrected. Also end-pieces and springs are checked for functionality.
Das Querrohr-Spannseil wird auf Schäden untersucht und die Länge vermessen. Die Kauschen und Nicopresshülsen, das VG-Seil und die VG-Büchse dürfen nicht beschädigt sein. Gegebenenfalls muss das defekte Teil erneuert werden.
The pilot hook-in assembly is examined for wear; the stitching is inspected and correct mounting assured. The safety loop should not impede the free movement of the assembly.
After repairs on sail and frame the sail is reinstalled. During this operation attention is to be paid, that the wing tubes are placed between leading edge and profile ribs and the keel in the provided keel pockets. The king post is mounted on the keel-tube.
The sail attachment bands [webbing loops] are inserted in the plastic end caps at the outside wing tube and secured with Velcro strips. The lower side wires are threaded through the provided openings in the sail and possibly together with the upper side wires bolted to the wing- or cross-tube.
Control frame and speed-bar are with the connecting parts bolted to the main frame, lower rear cables to the keel, as well as all remaining lower rigging to the right and left, respectively, shackles and corner brackets of the control frame.
Except for lock nuts, all nuts are to be secured with Loctite or similar.
Now the glider is placed on the control frame and the wings are spread.
The nose batten is inserted and the keel-pocket with attachment band screwed to the marked hole in the keel. The sail is fastened right and left beside the nose-plate to the wing-tube. After these steps the glider set-up is completed according to the instructions in the owner’s manual.
The glider is placed on the control bar and the end of the keel on a ladder. The VG is tensioned, because guyed heights are only checked in VG-on position. All with pitch-lines elevated sail-batten ends are step-by-step connected with a [fishing] line left to right [e.g. batten #5 left with batten #5 right etc.]. Then the distance between the line and the top of the keel tube is measured and recorded. After this the outside battens, which are elevated by swivel-tips, are likewise surveyed. The individual measurements are recorded in the inspection protocol and compared to the type specification page and if necessary corrected [Tolerance +/- 1cm = 5/8 inch.].
On swivel-tip supported sail-battens [topless or high-performance] the respective swivel-tips are checked with a digital level or the supported battens are measured with the line method as described above. The length of the swivel-tips can be changed by screw action and allows adjustment to the required heights [longer=higher].
All repairs and corrective work need to be recorded in a protocol. One copy of the inspection protocol is send to the manufacturer Bautek. The owner is obligated to report exceptional defects to the manufacturer.
The inspection is with a sticker on the glider, with date and signature of the authorized inspector, documented. The date of the next required inspection is also given. The copy of the inspection protocol is put into the factory logbook.