Christian Ciech, Manfred Ruhmer, Alex Ploner reply:

Icaro 2000 fully comprehends the reasoning behind the points
raised by Moyes Delta Gliders with regard to the methods utilized to assess
category 1 glider admissibility, but in our opinion, it would not be correct to
say that different methods have been applied to different manufacturers. Rather,
the methods themselves have changed over the years.

From when the decision was taken to use certified gliders for category 1 events,
the only method of assessment available to CIVL commissioners to evaluate the
gliders has been self-certification by pilots, and the measurement of sprogs,
using data supplied during certification to assess the measurements. Of course,
if there is no pitch test, the CIVL commissioners have no data to use, and
therefore the glider cannot be admitted into the competition. To repeat, as
sprog measurement is the only certain data possessed by CIVL commissioners, the
latter don't have the option of applying other more precise and equitable
checks. For this reason, they cannot be blamed for any inexactitudes in the
entire assessment process.

Before the decision to exclude prototypes from competition had been taken, all
that was needed to enter whatever glider into a competition was a declaration by
the manufacturing company. In the case of the 2009 World Championships, Icaro
2000 supplied a presentation letter for my prototype with a wingspan of 10.82
metres, which therefore was not presented as a standard Z9 (10.5 metres).
Likewise, in 2010 in Ager, prototypes were admitted, and my new prototype had a
wingspan of 10.7 metres. As for the previous year, a presentation letter was
supplied for this glider.

In 2011, the situation changed. Prototypes were no longer admitted into
competitions, and Manfred, Alex and I arrived at the World Championships with
three Z9 gliders. Manfred and I had gliders with LSP sails, while Alex had a
sail in Technora, a material that had reached production status. Alex and I used
gliders with circular-section xbars, which had also reached standard production,
while Manfred was using the classic rectangular xbar.

I think that if we wish to continue using these parameters, we have to develop
more advanced methods of assessing gliders, while bearing in due consideration
the limited resources available. The number of hang gliders manufactured every
year is relatively small, and this means that only limited investments are
available for research and development, prototypes, flight tests and other forms
of testing. If methods of assessment and the stringency of the techniques used
are increased or become more complex, this should not increase the respective
costs for manufacturers.

In addition, I believe that we should not exclude prototypes from all
competitions. Competition flying has always been the best arena in which to test
new gliders. If Manfred Ruhmer is not allowed to use a prototype glider at a
category 2 event in Germany, who on earth could ever test a new glider, and
where?

If a glider has been flown successfully for an entire competition season by
Manfred Ruhmer, and has passed the truck test in the same configuration, but is
considered as non-certifiable by the DHV test pilot, what on earth can we do?

The 2012-2013 World Championships are not far off. Some pilots have already set
off, and some will be heading out there over the next few days! No time left!