[et_pb_section fb_built="1" fullwidth="on" _builder_version="4.16" global_colors_info="{}"][et_pb_fullwidth_image src="https://www.korteldesign.com/wp-content/uploads/2021/11/GB29799.jpg" title_text="GBA_D500_" _builder_version="4.24.0" z_index_tablet="500" global_colors_info="{}"][/et_pb_fullwidth_image][et_pb_fullwidth_post_title meta="off" featured_image="off" _builder_version="4.16" text_orientation="center" global_colors_info="{}"][/et_pb_fullwidth_post_title][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" custom_margin="|auto|-1px|auto||" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.16" z_index_tablet="500" global_colors_info="{}"]A beautiful summer day, generous thermals, no wind, in short, the ideal conditions to fly and enjoy our wonderful flying machines!

But now the time for the flight is coming to an end, after a record cross-country or a simple local flight. The pilot prepares his approach to the field, begins his final approach, and lands as gently as possible as if to put the final touch to this magnificent day.

But we all know that everything does not always go as in the manual! Bad landing approach, obstacles, significant breeze, wind gradient, turbulence, downwind final approach, etc... In these cases, the approach to the field can become more complicated, and the landing less gentle. The legs remain the best shock absorber for landing smoothly, but sometimes this is not possible and the pilot ends up on their backside.
[/et_pb_text][/et_pb_column][/et_pb_row][et_pb_row column_structure="2_3,1_3" _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" custom_margin="|auto|-1px|auto||" hover_enabled="0" global_colors_info="{}" sticky_enabled="0"][et_pb_column type="2_3" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.16" z_index_tablet="500" global_colors_info="{}"]How to limit the risk of injury on each flight?

Manufacturers have long tried to equip their harnesses with so-called "passive" protections, the purpose of which is to absorb (in place of the pilot) the possible impact on contact with the ground, and to disperse this energy to limit potential injuries. The notion of "passive" safety is important, because it requires no direct action, in contrast to so-called "active" safety which directly involves the pilot through their choices, their gestures, their adaptation to the situation, etc...

These protections can be of different types, and each has advantages and disadvantages (as always!).
[/et_pb_text][/et_pb_column][et_pb_column type="1_3" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_image src="https://www.korteldesign.com/wp-content/uploads/2020/07/hernie-discale.jpg" title_text="hernie-discale" _builder_version="4.16" global_colors_info="{}"][/et_pb_image][/et_pb_column][/et_pb_row][et_pb_row _builder_version="4.16" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" global_colors_info="{}"][et_pb_text _builder_version="4.16" global_colors_info="{}"]What systems are available on the market?
[/et_pb_text][/et_pb_column][/et_pb_row][et_pb_row column_structure="1_3,1_3,1_3" _builder_version="4.27.4" hover_enabled="0" global_colors_info="{}" custom_padding="||103px|||" min_height="539px" sticky_enabled="0" make_equal="on" use_custom_gutter="on" max_height="665px"][et_pb_column type="1_3" _builder_version="4.16" global_colors_info="{}"][/et_pb_column][et_pb_column _builder_version="4.27.4" _module_preset="default" type="1_3" hover_enabled="0" sticky_enabled="0"][et_pb_image src="https://www.korteldesign.com/wp-content/uploads/2025/01/Tandem-module-2.png" _builder_version="4.27.4" _module_preset="default" title_text="Tandem module 2" hover_enabled="0" sticky_enabled="0"][/et_pb_image][/et_pb_column][et_pb_column type="1_3" _builder_version="4.16" hover_enabled="0" global_colors_info="{}" sticky_enabled="0"][/et_pb_column][/et_pb_row][et_pb_row _builder_version="4.16" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" global_colors_info="{}"][et_pb_text _builder_version="4.16" global_colors_info="{}"]MOUSSE BAG:

The foam bag type protection is composed of one or more foam pads, wrapped in a fabric cover. The thicknesses, shapes and densities can vary. The foam contained in its fabric cover is made up of cells and traps air. During an impact, this foam will compress and the air contained in its cells will be expelled. This air will try to pass through the fabric of the cover (by porosity) and the seams. It is the difficulty that the air will have in escaping that will allow a cushioning effect, combined with the intrinsic characteristics of the foam (density) also having a shock absorption effect. Due to the almost constant volume of the foams, the thicknesses are generally just sufficient to offer correct cushioning. The greater the thickness of foam, the more likely the protection is to be effective. It seems established that for a "classic" foam bag, a thickness of less than 15-17cm no longer constitutes protection worthy of the name.

The quality of a foam bag type protection therefore comes from:

  • The quality of the foam
  • The thickness of foam
  • The partitioning of the foam pads
  • The quality of the fabric used for the covers
  • The control of leaks (flow rate and speed)

After an impact, the foam bag must be able to regain its initial characteristics (shape, condition of the cover), otherwise it will certainly not be able to guarantee an acceptable level of absorption during a subsequent impact.
[/et_pb_text][/et_pb_column][/et_pb_row][et_pb_row column_structure="2_3,1_3" _builder_version="4.16" global_colors_info="{}"][et_pb_column type="2_3" _builder_version="4.16" global_colors_info="{}"][et_pb_text _builder_version="4.16" global_colors_info="{}"]AIRBAG:

The principle of the airbag is the same: a volume of trapped air, which will try to escape following an impact. Airbags are in principle inflated thanks to the relative wind generated during flight, which penetrates inside the chamber thanks to a system of scoops (different solutions exist: lateral, frontal) and valves allowing to keep the air trapped. The principle of cushioning remains the same as for the foam bag: gradually evacuate the air contained in the chamber to obtain a cushioning effect. During an impact, it takes a certain amount of time for the chamber to get "pressurised" (the air being compressible) and start playing its role as a shock absorber by expelling air through the various existing leaks (porosity of the fabric, seams, valve system).

Airbags are generally larger than foam bags because they take up less space when folded. This ability to have larger inflated volumes gives airbags better damping characteristics than foam bags.

As with the foam bag, the intrinsic quality of an airbag comes from:

  • Its thickness
  • Its shape, allowing a more or less rapid pressurisation
  • The control of leaks (flow rate and speed)
  • The performance of its scoops (placement and shape)
  • The quality of the envelope fabric

[/et_pb_text][/et_pb_column][et_pb_column type="1_3" _builder_version="4.16" global_colors_info="{}"][et_pb_image title_text="DSC_0495-web2000" _builder_version="4.27.4" global_colors_info="{}" custom_margin="||0px|||" custom_padding="55px||55px||true|" src="https://www.korteldesign.com/wp-content/uploads/2025/01/DSC_0495-web2000-3.png" hover_enabled="0" sticky_enabled="0"][/et_pb_image][/et_pb_column][/et_pb_row][et_pb_row _builder_version="4.16" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" global_colors_info="{}"][et_pb_text _builder_version="4.16" global_colors_info="{}"]Some manufacturers equip their airbags with a protective layer under the harness, which protects the envelope from external damage without affecting its proper functioning. Indeed, in the event of impacts, it is often the airbag envelope that directly suffers the damage. It is easy to imagine that repeated impacts will damage this envelope, which may eventually become too fragile (increased porosity, tears, etc.) to continue to fulfil its role effectively.
[/et_pb_text][et_pb_text disabled_on="on|on|on" _builder_version="4.16" disabled="on" global_colors_info="{}"]OTHERS:

There are other solutions today such as inflatable airbags, absorbent bi-component foams, but we do not know enough about these systems to describe them objectively here. Do not hesitate to contact the manufacturers of these systems to ask them all your questions.
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DESTRUCTIVE PROTECTION:

Destructive protection, unlike the traditional foam bag, does not work on the principle of a trapped volume of air that absorbs energy by compressing itself.
This type of protection consists of more "hard" elements that will deform under the effect of the impact. This is mechanical deformation, just like on modern vehicle bumpers, which absorb energy by gradually bending.
This technical solution reduces the thickness of the protection, while obtaining good results in standard tests. In the tests we carried out on a prototype, the results were better than on a foam bag 45% thicker.
On the other hand, tests carried out for low-height falls are significantly less good than for airbags or foam bags. This type of protection requires a minimum of energy before it starts to deform, and will therefore not be very effective on low impacts. So pay attention to this point.

The quality of a "mechanical deformation" type protection comes from:
– the type of deformable mechanical elements
– their shape and material
their number and arrangement
After an impact, this type of protection is damaged and cannot be considered operational in the event of a new impact. It is therefore imperative to check them regularly to detect any degradation that could prevent the protection from functioning properly.
To avoid making completely "disposable" protections, manufacturers generally integrate this aspect into their design and make sure that only the damaged modules can be changed.

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INFLATABLE PROTECTION:

Unlike an airbag, which compresses the trapped air and lets the pressure escape through controlled leaks, an inflatable protector is sealed. When the pressure increases at the moment of impact, the entire structure of the pocket deforms elastically to offer enough volume to the compressed air without letting it escape.
Its behaviour is close to that of the foam-bag, while being much more effective in the normative test (165cm).
This type of protection is more effective than a foam-bag of equivalent thickness, and like it, does not tend to drift to the side during offset impacts. From the airbag, it recovers the compactness of storage once emptied.

The quality of an inflatable protector comes from:
– its thickness
– the elasticity and tightness of the pocket

An inflatable protector is designed to be reusable, but it is necessary to check that it has not suffered any damage such as perforation, because in this case it would no longer be able to accept future impacts.

[/et_pb_text][/et_pb_column][et_pb_column type="2_5" _builder_version="4.16" global_colors_info="{}"][et_pb_image src="https://www.korteldesign.com/wp-content/uploads/2023/09/GBZ_7814.jpg" title_text="GBZ_7814" _builder_version="4.24.0" _module_preset="default" global_colors_info="{}"][/et_pb_image][/et_pb_column][/et_pb_row][et_pb_row column_structure="1_3,2_3" _builder_version="4.16" global_colors_info="{}"][et_pb_column type="1_3" _builder_version="4.16" global_colors_info="{}"][et_pb_image src="https://www.korteldesign.com/wp-content/uploads/2020/07/GBA2302-web2000.jpg" title_text="_GBA2302-web2000" _builder_version="4.16" global_colors_info="{}"][/et_pb_image][/et_pb_column][et_pb_column type="2_3" _builder_version="4.16" global_colors_info="{}"][et_pb_text _builder_version="4.16" global_colors_info="{}"]How to know the performance of my protection?

In order to test the protectors and know their effectiveness, it was therefore necessary to determine a repeatable protocol and, if possible, representative of a real situation. It was therefore decided at the time that the test should correspond to the arrival on the ground under a rescue parachute at 5.5m/s (approximately 20km/h).

The harness approval standards therefore integrate this test for back protectors, allowing to determine whether the level of shock absorption can be considered acceptable with regard to what the human body can withstand without causing significant injury.

The test carried out consists of a vertical drop at a given height (1m65), protection in place on a 50kg mannequin in a sitting position. The device records the energy absorbed (in g) by the protection, which corresponds to the impact absorbed by the pilot. This impact must be below a limit value (50 g), and must also have a limited duration when it exceeds certain thresholds (<7ms if >38g / <25ms if >20g).

This value therefore theoretically makes it possible to compare different back protectors, in terms of "pure" shock absorption.

NOTE: There is also a mandatory CE certification in France since 2017 to market back protectors (PPE level 2), removable or not.

WARNING: this approval test represents only one single case corresponding to an arrival on the ground under your rescue parachute! It should not be considered as a guarantee that the protection concerned will be effective in all situations. The result of this test represents only a small aspect of what your passive protection may have to endure: sideways shocks, skidding, on the back, ...
[/et_pb_text][/et_pb_column][/et_pb_row][et_pb_row _builder_version="4.16" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" global_colors_info="{}"][et_pb_text _builder_version="4.16" global_colors_info="{}"]Which system is the most effective?

It is rare that in a real situation the pilot falls perfectly vertically on the protection. It can happen from higher up, sideways, with a horizontal speed, ... The possibilities are multiple.

An airbag is often more effective than a foam bag in the event of a very vertical fall, but risks "chasing" in the event of an offset impact or a skid. A foam bag is heavier and bulkier, but often stays in place better during this type of impact. An airbag will also be more sensitive to repeated impacts as it directly undergoes friction and other stresses. A foam bag is placed inside the harness, and is therefore more protected from this type of problem. Its lifespan is therefore longer, and its replacement is easy, unlike the airbag, which is often an integral part of the harness. It is therefore important to be aware of the advantages and disadvantages of each type of protection when choosing your harness.

In addition, it is important to also take into account the coverage area of ​​the protection. Since the test is only carried out for a seated position in a perfectly vertical fall, what happens if the pilot is in a lying position, or if he goes backwards on impact (in the event of a stall near the ground, for example)?

Let's take the theoretical situation of the test: perfectly vertical fall in a seated position. In reality, the pilot is slightly inclined (even in a seated position). On impact, the centre of gravity being offset backwards in relation to the axis of the fall, the pilot will go backwards and also impact the ground with his back. It is not possible to simulate this during the test, because the dummy is mounted on rails which keep it in its vertical position no matter what.
[/et_pb_text][/et_pb_column][/et_pb_row][et_pb_row column_structure="1_5,3_5,1_5" _builder_version="4.16" global_colors_info="{}"][et_pb_column type="1_5" _builder_version="4.16" global_colors_info="{}"][/et_pb_column][et_pb_column type="3_5" _builder_version="4.16" global_colors_info="{}"][et_pb_image src="https://www.korteldesign.com/wp-content/uploads/2020/07/Kolibri-0010-BK-2000px-web.jpg" title_text="Kolibri-0010-BK-2000px-web" _builder_version="4.16" global_colors_info="{}"][/et_pb_image][/et_pb_column][et_pb_column type="1_5" _builder_version="4.16" global_colors_info="{}"][/et_pb_column][/et_pb_row][et_pb_row _builder_version="4.16" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" global_colors_info="{}"][et_pb_text _builder_version="4.16" global_colors_info="{}"]The current EN 1651 standard does not impose any obligations on protection, whether in terms of dimensions, location, shape, etc.

The manufacturer is therefore free to design the protection of their choice, as long as it is effective enough to pass the test.

You will therefore see some advertisements boasting many qualities about the protection:

  • Optimal passive safety
  • Extremely high-performance protection in its category
  • Best results in LTF homologation tests
  • Full protection, from the thighs to the top of the back
  • Full back protection
  • …

However, be careful to analyse what is really behind it...

  • "Extremely high-performance protection": The results of the homologation tests may be within the limit, yes but by how much? If we find ourselves in the 40-50G range, we see that we have passed the limit!
  • "Full protection": Since it is not tested in the back, does the protection in this area seem satisfactory? what thickness? what system (airbag or foam bag)? what volume? Some manufacturers advertise full back protection, but with only 4-5 cm of foam in the back area, we are entitled to doubt it...
  • "Back protection": In the event of a fall on my back, is there only the protection that will be between the ground and my back? Some positioning of the rescue parachute at the level of the lumbar region may raise questions in the event of impact...
  • …

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CONCLUSION:

As you will have understood, the result of the homologation test is an element to take into account in your choice, but it is not enough.

It is up to you as a pilot to meticulously compare the solutions available to you on the market, based on:

  • Your flight expectations (hiking, competition, cross-country, acro, etc.)
  • Your level and your experience. A beginner may potentially need it a little more often

Si vous avez des interrogations sur la protection dorsale de telle ou telle sellette, contactez le fabricant pour obtenir des précisions !

On dit souvent que : « le meilleur parachute de secours est celui dont on n’a pas à se servir », et bien c’est un peu la même chose pour la protection dorsale. Mais tout comme le parachute, il est important que la protection dorsale soit efficace si jamais on est amené à devoir l’utiliser.

BONS VOLS !

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