11
Load test and wing loading information for PPG wings
To verify the structural strength of a paraglider or paramotor wing, the larger sizes of each
model are subjected to the EN 926.1 load test. This test is comprised of two parts; a static
shock test, and a sustained load test. First, using at least a 1000 kg weak link (higher for
tandems) the wing must survive a brutal static shock test without any visible signs of damage
to the lines or sail. The same wing then performs a sustained load test, inflated and pulled
along a runway by a large truck until a three second average value of 8G is achieved without
breaking. 8G is the minimum accepted load factor for EN certification, calculated by 8x the
maximum permitted EN weight.
In addition to EN 926.1 our paramotor wings are also recognised by the DGAC, an entity
responsible for Microlight (ULM) and lightweight powered aircraft (Paramotor) certification in
France. Using the EN load test results, the DGAC accepts 5.25G as the maximum acceptable
load factor. Both the 8G EN and 5.25G DGAC values, along with the recommended PG (free
flight) and PPG (powered) weight ranges are indicated in the specifications for your reference.
We consider the DGAC load factor limit of 5.25G acceptable for “normal” PPG use - circuit
flying, XC, adventure flying, Slalom racing, wing overs etc. Some rapid descent maneuvers
fit into the “normal” definition: spiral dives with descent rates of ~10m/s are considered
generally safe.
However, in our testing at Ozone we have recorded loads of up to 5.25G during fully engaged,
nose-down spiral dives, throughout the weight range. Theoretically, it should not be possible
to break a wing whilst flying at the maximum PPG weight of the larger sizes (smaller wing
sizes have an inherent safety margin due to the fact that the same number & type of lines
carry a lower max weight), but when you consider:
a) the natural weakening of lines with age;
b) the potential of accidentally damaged lines during normal use;
c) and that during a spiral dive or other aggressive acrobatic manoeuvre the load is not
distributed as evenly across the span as it is during a physical test;
There is significantly less structural safety margin in when flying close to the maximum DGAC
weight.
IMPORTANT
It is strongly
recommended to
not perform deeply
engaged, high sink
rate spirals when
flying with a trike.
