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Technical check ups

How do you organize regular technical checkups for SKY gliders sold outside the Czech republic?

First of all, the regular checkups of your wing are essential part of regular care.

Regardless of what is needed legally in your particular country, you should keep your wing in the best condition and have it checked regularly every season.

It is also vital to know, what is need to fly the wing legally in your country. National Aviation Associations set up the rules that have to be followed by all the pilots.

Once the time comes and you need to have your glider checked, please contact the importer in your country; all of them are either trained to do the check-up for you – some of them even do some repairs and regular maintenance – or they will advice the most convenient way how to have the wing in a perfect condition.

Should you fly the SKY wing in a country without the services organized by local importers, please feel free to send the glider in here. Just never forget to provide us with vital pieces of information: production number of the glider, airborne time, any defects, any wishes (should we replace the lines as you would like to have it flown with the paramotor, for example…)?

Major repairs (such as replacement of a profile, panels, nose reinforcements …) could only be done by well trained personnel or directly at Sky headquarters.

The same procedure applies also to the reserves and harnesses.

Fly safe!

Development, production, testing and certification standards

What is difference between AFNOR, DHV and EN?

All these acronyms refer to the certifications procedures. AFNOR used to be the old certification layout originating in France and certifying the gliders in four categories: standard, performance, competition and tandem. (Some pilots still might remember the level of the gliders described as AFNOR standard). The certification is no longer used.

DHV was a follow up procedure originating in Germany and trying to describe the gliders in several categories, using the flight manoeuvres. The certification in fact allowed a further development in a unique and well accepted certification EN (EN 926 1 and EN 926 2). DHV categories are now modified into categories LTF. The certification LTF is right now required only for Germany.

Further details on EN were published elsewhere, we highly recommend to study the categories here.

What is the difference between EN A and DHV 1 and DHV 1–2?

Well, EN A and DHV 1 are categories designed and used for training the novice pilots. Both represent very safe, self recovering wings with lower speed and high resistance to the pilots’ mistakes and turbulences.

But the difference is defined by the different qualification on the manoeuvres. You can check the requirements and manoeuvre qualifications at the flight test protocol for FIDES 2 evo(EN B) and FIDES 2 (DHV 1), for example.

EN B or DHV 1–2 is more or less a wing with high passive safety but already pretty good for occasional flying or as the first wing for graduate of the training course. You can gain check the difference by comparing the flight test protocols between ATIS (DHV 1–2) and ATIS 2 (EN B).

Why there are some DHV, some AFNOR and still some more EN certified reserves in your range?

That is very much linked with the certification procedures, please see the answer about DHV and AFNOR and EN above.

What does DHV Certified Plant stand for?

That is a German certificate confirming that the production facility and procedures comply with the DHV standards.

Are you still manufacturing in the Czech Republic? Is not that too expansive?

Yes, we do manufacture in the Czech Republic and no, it is not more expensive than the manufacturing in the East.

We have been investing hugely into the production facilities as this is the only way to have the things under control – running and operational costs included.

We run 6 automatic cutters, we have 2 new heavy stitching machines, we have arranged a special line cutting machine with the 0,5 mm precession for line cutting (pre tensioning, tensioning, cutting under a defined tension), we have been renewing the regular stitching machines on a regular basis, all the stitching machines use pullers, and, you name it … we have it.

We strongly believe that the quality is essential for the paragliding production and unfortunately, you still cannot have the same quality if you produce outside the headquarters.

We have also certified ISO manufacturers and we could not guarantee the ISO quality if manufacturing abroad.

Why do you not produce the customized colour combinations?

Yes, we do… Just check the colour schemes at particular models, you will find an applet allowing you to define the users colour combinations. There you just copy and paste the colour code and send the order to your importer (E.g. ANTEA: Red Dragon / Grey / White / Orange).

Is it possible to have a glider flying like EXOS and being as safe as APOLLO?

Well, difficult to say, but first of all we do not see the point in making a glider like that. We strongly believe that pilots should always use at maximum extent the glider they have and they will benefit with 100% performance using 100% of the potential of the glider. Sometimes we can spot that pilots buy the high performance gliders but then they can only use 70–80% of its potential. Therefore we think it is always better to fly 100% the lower level of the glider, rather than 70% of the higher category.

Hopefully, the range of SKY gliders is wide enough to serve the relaxed and occasional flyers and really competitive spirited pilots.

The selection of equipment, flying and paragliding practice

How shall I decide for the most suitable model for me?

We think it is very important to know what do you need the wing for? (Yes, flying, obviously :-)) Is that your first wing? Have you already been flying for a long time but paragliding is not yet the number one in your leisure time activities? Do you want a glider for XC flying? Hiking and flying? Expedition flying and travelling a lot? Or do you place yourself more or less into the category of pilots who, due the lack of time, fly occasionally?

Whatever the answer might be, this is the crucial point when choosing your wing. Please, just be fair with yourself and do not be afraid to ask for help the local importer. He or she will help you!

We have created 3 very clear categories for our equipment - Comfort-line, Sport-line & Light-line.
This will help you to make your educated decision.

The most important part of your flying is the real peace of mind… You have to have the time and energy to enjoy the flight, not to have all the energy consumed by a wing which is a little bit too demanding.

And as the paragliding flying is all about experiences, the wing should allow you to gather the best feelings only, no to spoil the experiences you might go through.

How shall I test fly the wing I plan to buy?

Well, I would immediately say well and carefully. The best is to contact the local importer and arrange your demo flights. Even though that means sometimes some hassle, it will always pay back. The glider that is loved by your friend might be  very much different for you.

You should also explain to the dealer what is your target, how many flight hours do you expect per year and what is your general skill level. You could together decide for the best option for you.

What is the best load on the wing?

Well, long story short … The best load is always in the second half of the weight range. Do not forget that the load is characterised as “all hang up load” which means that the canopy weight is also included in the total flight weight.

What is the take-off weight when paramotoring? What is the best size?

First of all, please check your local legislation. The regulations might differ a lot. In some countries paramotoring is still illegal, whereas in the others, the paramotoring is controled by general aviation rules or ultralight and microlight aviation regulations.

If looking to fly our free flight gliders under power, in general, you can multiply the maximum take off load we state in the technical data sheets by 1.33 and you get the paramotoring maximal take-off weight. You could easily fly the wing – technically speaking. Legal point of view has to be verified at local authorities.

If you are choosing from our dedicated paramotor wings from our Power Series, just follow the DGAC take off limits as per the technical data.

Take-offs and landings will always be slower with a lighter wing loading. Match your skill level to wing type and size.

Sky Paragliders wings have a distinctive part of the web page where you can study all the details.

Am I qualified and experienced enough to fly EXOS?

EXOS is an EN C wing and whatever the results of the flight test protocol might suggest, the wing should be used by pilots who like the performance and sport feeling. It is not a beginner or false beginner wing.

Speaking from the legal point of view, you have to check with your local authorities what qualification is needed.

How shall I choose the right reserve for me?

It seems to be much easier than the decision about the wing. First of all you have to know your entire hang up weight to decide for the best size for you. Just check the size table then.

If you search for an economy solution, SKY SYSTEM II will be the best option for you.

If you need state of the art reserve, then you choose SKY SPARE LIGHT.

If you need ultra light reserve, for any reason, you then decide for the SKY LITE.

Should you need control of your “flight” on the reserve, then you should go for SKY DRIVE II. (This might be appreciated by pilots who fly often in areas with high voltage lines or close to the rocks in high mountains and the steerable reserve is considered as a must in the area.)

How shall I decide on the best harness for me?

If you already know, what kind of flying you would like to practise, then you just decide for your model… regular, competition, light, and standard light, ultra light…

Our equipment categories; Comfort-line, Sport-line & Light-line will help you to make your educated decision.

But the crucial point is to find the best size for yourself. Please check the manuals for the sizes as the size is essential not only for comfort but also for safety. (Part of the manual covers also the dimensions of the seat board that should not be neglected when deciding for the size.)The best size does not only ensure the comfort but also enables you to easily slip into the harness after the take off.

But the comfort is essential. When you try the harness it is important to do so already in the flying suit. The “feeling” for the size will be more real.

For further details, always study the manual, please.

Do you sell second-hand gliders?

No, we do not. Contact your importer, please, they might have some used demo gliders that could be sold at a reasonable price at the end of season. Also dealers organize some winter offers that might allow you to get a good price wing.


Why do you not advertise more using the competitions?

We support many up and coming pilots, mostly at club and national level in both XC leagues and competitions.

This is the grass roots of the sport and we love to be part of this scene so that the pilots can develop their skills progressively and safely.

Aside from competitions, our team pilots are busy making stories:

Currently Philippe Sicardi is flying the French XC league on Apollo Bi. Check out his amazing 175 km tandem triangle on video.

Sky designer Cyprian Koren is busy putting in the km’s on our EN D proto.

Our ambassadors are out there making their adventures to share with you. Check out Katie Myers Blog & Instagram.

Marek Slobodnik, just back from travelling the length of Africa by Czech moped and Sky Kea.

For more stories from our many Sky pilots around the world just check out our Facebook page.

This is the grass roots of the sport and we love to be part of this scene so that the pilots can develop their skills progressively and safely.

Our Power Team is now bringing our ZORRO PPG wing into the realms of PPG competitions preparing for the 2018 season ahead under the guidance of Paco Guerra.