Pos.1
Pos.2
Pos.3
Pos.4
Pos.5
Pos.6
5. Technical Data:
Size
M
S
Scale factor
%
100
96
Surface area flat
m²
44,00
40,55
Wingspan flat
m
15,53
14,90
Aspect ratio flat
A/R
5,48
5,48
Surface area projected
m²
36,26
33,41
Wingspan projected
m
12,39
11,89
Aspect ratio projected
A/R
4,23
4,23
Number of cells
Nr
46
46
Take-off weight min.
Kg
140
125
Take-off weight max.
Kg
230
180
V-Trimm
Km/h
38
38
V-Max.
Km/h
>48
>48
LTF / EN category
1-2 / B
1-2 / B
Changes of these data are possible!
6. Tandem specialities
The following chapter should not be an instruction for biplace-paragliding. Rather we want to point out some
tandem-specific specialities, which should have been learned already during the tandem-pilot´s education.
6.1. Harness
The Voyager Biplace has been developed and authorised with harnesses according to the LTF Type “GH”.
Due to the reserve-parachute the pilot should use a special tandemharness. This is optimized for tandemflying.
For the passenger a harness with a certfied protector should be used.
Especially "pedestrians" on their first flight tend to sit down at takeoff and landing.
The risk of getting hurt diminishes with a protector.
Most of the time a soloharness will be used for the passenger. That is ok, as long as the solo-reserve is
taken out of the harness, to assure it is not being used by the passenger.
6.2. Reserve-parachute
Tandemflying requires a special reserve.It needs to be certified and the max load needs to be equal to, or higher
than the max load of the paraglider.
This is important to know, because the max allupweight of the Voyager Biplace M is 230kg,
but most tandemreserves are certified up to 200kg only.
Such a combination can be used, however the maxweight of the wing will be reduced to the maxweight of the
reserve.
Never use two soloreserves! In case of deployment the situation could be uncontrollable.
6.3. Attachmentpoint of the reserve-parachute
Generally the reserve must be attached to the centralattachement of the T-bar on both sides (Pos.2 - marked
with “Rescue”).
Usually tandemreserves feature a V-line, to attach it to both sides of the T-Bar.
If this should not be the case, it is advisable to acquire a certified V-line.
Not authorised as attachment for the reserve:
-Attachment to the pilotharness. In case of deployment the passenger will hang 1 m lower than the pilot and,
when landing, the pilot crashes with his knees into the back of the passenger.
-Almost equally inadvisable is the attachment to the passengerharness.
-One sided attachement, no matter at which point
6
7
6.4. Attachmentpoints of the T-Bar
The regular fixpoint for the paraglider is pos. 1.
If the passenger is lightweight, to balance the weight pos.2 can be used
Usually the pilot clips in at pos. 3, the passenger at pos. 5.
The passengerfixpoint can be recognised as being the
longer side of the T-bar.
Alternatively the pilot can use pos. 4 and the passenger pos. 6.
This depends on the weight and size of the pilot/passenger and the attachmentheight of the harness
If you have any doubts about which attachment point you should choose, you have to try out the correct
position in a simulator before you fly in any case.
6.5. Takeoff-Technique
There are two techniques:
a), passenger in front of the pilot:
This has the advantage that the forward force of the pilot and the passenger will ad.
It is advisable mainly in stronger wind.
With little wind runningdistance will be longer and running fast behind each other is difficult.
There is a risk of pilot kicking the heels of the passenger. Passenger´s tumbling or sitting into the harness too
early can not be covered by the pilot pulling the passenger into the air. Most probably the pilot will topple over
the passenger without aborting the takeoff propperly.
With this launchtechnique the passengers best grabs a hold at the loop of the t-bar above the carabiners of his
own harness.
b)Passenger beside the pilot:
The advantage of a sidebysidelaunch is a better freedom of movement and better ability to run. If the
passenger sits down too early, or if he stumbles the pilot can pull forward the passenger or abort the takeoff
in a controlled manner.The pilot also has a better visibillity of the ground ahead and can better steer the
passenger in any direction.
6.6. Landing-Technique
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