Soaring with a paraglider
Not to be confused with Parasailing or Hang gliding
Paragliding is the recreational and competitive adventure sport of 🏵 flying paragliders: lightweight, free-flying, foot-launched glider aircraft with no rigid primary structure.
[1] The pilot sits in a harness or in 🏵 a cocoon-like 'pod' suspended below a fabric wing.
Wing shape is maintained by the suspension lines, the pressure of air entering 🏵 vents in the front of the wing, and the aerodynamic forces of the air flowing over the outside.
Despite not using 🏵 an engine, paraglider flights can last many hours and cover many hundreds of kilometres, though flights of one to five 🏵 hours and covering some tens of kilometres are more the norm.
By skillful exploitation of sources of lift, the pilot may 🏵 gain height, often climbing to altitudes of a few thousand metres.
History [ edit ]
In 1966, Canadian Domina Jalbert was granted 🏵 a patent for a multi-cell wing type aerial device-"a wing having a flexible canopy constituting an upper skin and with 🏵 a plurality of longitudinally extending ribs forming in effect a wing corresponding to an airplane wing airfoil ...
More particularly the 🏵 invention contemplates the provision of a wing of rectangular or other shape having a canopy or top skin and a 🏵 lower spaced apart bottom skin", a governable gliding parachute with multi-cells and controls for glide.[2]
Governador Valadares, Brazil is known internationally 🏵 for the World Paragliding Championships that has been held at Ibituruna Peak (1,123 m (3,684 ft))
In 1954, Walter Neumark predicted 🏵 (in an article in Flight magazine) a time when a glider pilot would be "able to launch himself by running 🏵 over the edge of a cliff or down a slope ...
whether on a rock-climbing holiday in Skye or skiing in 🏵 the Alps."[3]
In 1961, the French engineer Pierre Lemongine produced improved parachute designs that led to the Para-Commander (PC).
The Para-Commander had 🏵 cutouts at the rear and sides that enabled it to be towed into the air and steered, leading to parasailing/parascending.
Domina 🏵 Jalbert invented the parafoil, which had sectioned cells in an aerofoil shape; an open leading edge and a closed trailing 🏵 edge, inflated by passage through the air – the ram-air design.
He filed US Patent 3131894 on January 10, 1963.[4]
Paragliding with 🏵 instructor over Lake Sils St Moritz (approx 3,000 m (9,800 ft)) 2018
About that time, David Barish was developing the sail 🏵 wing (single-surface wing) for recovery of NASA space capsules-"slope soaring was a way of testing out ...the Sail Wing.
"[5] After 🏵 tests on Hunter Mountain, New York, in September 1965, he went on to promote slope soaring as a summer activity 🏵 for ski resorts.[6][7]
Author Walter Neumark wrote Operating Procedures for Ascending Parachutes, and in 1973 he and a group of enthusiasts 🏵 with a passion for tow-launching PCs and ram-air parachutes broke away from the British Parachute Association to form the British 🏵 Association of Parascending Clubs (which later became the British Hang Gliding and Paragliding Association).
In 1997, Neumark was awarded the Gold 🏵 Medal of the Royal Aero Club of the UK.
Authors Patrick Gilligan (Canada) and Bertrand Dubuis (Switzerland) wrote the first flight 🏵 manual, The Paragliding Manual in 1985, coining the word paragliding.
These developments were combined in June 1978 by three friends, Jean-Claude 🏵 Bétemps, André Bohn and Gérard Bosson, from Mieussy, Haute-Savoie, France.
After inspiration from an article on slope soaring in the Parachute 🏵 Manual magazine by parachutist and publisher Dan Poynter,[7] they calculated that on a suitable slope, a "square" ram-air parachute could 🏵 be inflated by running down the slope; Bétemps launched from Pointe du Pertuiset, Mieussy, and flew 100 m.
Bohn followed him 🏵 and glided down to the football pitch in the valley 1000 metres below.
[8] Parapente (pente being French for 'slope') was 🏵 born.
Land-based practice: Kiting
From the 1980s, equipment has continued to improve, and the number of paragliding pilots and established sites has 🏵 continued to increase.
The first (unofficial) Paragliding World Championship was held in Verbier, Switzerland, in 1987,[9] though the first officially sanctioned 🏵 FAI World Paragliding Championship was held in Kössen, Austria, in 1989.[10]
Europe has seen the greatest growth in paragliding, with France 🏵 alone registering in 2011 over 25,000 active pilots.[11]
In 2022, feasibility study of paragliding from above 8000 meter is in progress 🏵 in Nepal in the Everest region.
It would be the paragliding from highest altitude in the world.
Equipment [ edit ]Wing [ 🏵 edit ]
Transverse cross section showing parts of a paraglider: upper surface lower surface rib diagonal rib upper line cascade middle 🏵 line cascade lower line cascade risers
The paraglider wing or canopy is usually what is known in engineering as a ram-air 🏵 airfoil.
Such wings comprise two layers of fabric that are connected to internal supporting material in such a way as to 🏵 form a row of cells.
By leaving most of the cells open only at the leading edge, incoming air keeps the 🏵 wing inflated, thus maintaining its shape.
When inflated, the wing's cross-section has the typical teardrop aerofoil shape.
Modern paraglider wings are made 🏵 of high-performance non-porous materials such as ripstop nylon.[note 1]
In most modern paragliders (from the 1990s onwards), some of the cells 🏵 of the leading edge are closed to form a cleaner aerodynamic profile.
Holes in the internal ribs allow a free flow 🏵 of air from the open cells to these closed cells to inflate them, and also to the wingtips, which are 🏵 also closed.
[12] Almost all modern paragliders follow a sharknose design of the leading edge, by which the inflation opening is 🏵 not at the front of the wing, but slightly backwards on the underside of the wing, and following a concave 🏵 shape.
This design, resembling the nose of a shark, increases wing stability and stall resistance.
[13][14] In modern paragliders, semi-flexible rods made 🏵 out of plastic or nitinol are used to give extra stability to the profile of the wing.
In high-performance paragliders, these 🏵 rods extend through most of the length of the upper wing.
The pilot is supported underneath the wing by a network 🏵 of suspension lines.
These start with two sets of risers made of short (40 cm (16 in)) lengths of strong webbing.
Each 🏵 set is attached to the harness by a carabiner, one on each side of the pilot, and each riser of 🏵 a set is generally attached to lines from only one row of its side of wing.
At the end of each 🏵 riser of the set, there is a small delta maillon with a number (2–5) of lines attached, forming a fan.
These 🏵 are typically 4–5 m (13–16 ft) long, with the end attached to 2–4 further lines of around 2 m (6.
6 🏵 ft) m, which are again joined to a group of smaller, thinner lines.
In some cases this is repeated for a 🏵 fourth cascade.
3d CAD drawing of a paraglider showing the upper surface in green, the lower surface in blue and the 🏵 leading edge openings in pink.
Only the left half of the suspension cone is shown.
The top of each line is attached 🏵 to small fabric loops sewn into the structure of the wing, which are generally arranged in rows running span-wise (i.e., 🏵 side to side).
The row of lines nearest the front are known as the A lines, the next row back the 🏵 B lines, and so on.
[15] A typical wing will have A, B, C and D lines, but recently, there has 🏵 been a tendency to reduce the rows of lines to three, or even two (and experimentally to one), to reduce 🏵 drag.
Paraglider lines are usually made from UHMW polythene or aramid.
[15] Although they look rather slender, these materials are strong and 🏵 subject to load testing requirements.
For example, a single 0.
66 mm-diameter line (about the thinnest used) can have a breaking strength 🏵 of 56 kgf (550 N).[16]
Paraglider wings typically have an area of 20–35 square metres (220–380 sq ft) with a span 🏵 of 8–12 metres (26–39 ft) and weigh 3–7 kilograms (6.6–15.4 lb).
Combined weight of wing, harness, reserve, instruments, helmet, etc.
is around 🏵 12–22 kilograms (26–49 lb).
The glide ratio of paragliders ranges from 9.
3 for recreational wings to about 11.
3 for modern competition 🏵 models,[17] reaching in some cases up to 13.
[18] For comparison, a typical skydiving parachute will achieve about 3:1 glide.
A hang 🏵 glider ranges from 9.
5 for recreational wings to about 16.
5 for modern competition models.
An idling (gliding) Cessna 152 light aircraft 🏵 will achieve 9:1.
Some sailplanes can achieve a glide ratio of up to 72:1.
The speed range of paragliders is typically 22–55 🏵 kilometres per hour (14–34 mph), from stall speed to maximum speed.
Achieving maximum speed requires the use of speedbar, or trimmers.
Without 🏵 these, and without applying brakes, a paraglider is at its trim speed, which is typically 32–40 kilometres per hour (20–25 🏵 mph) and often at the best glide ratio, too.
High-performance paragliders meant for competitions may achieve faster accelerated flight,[19] as do 🏵 speedwings, due to their small size and different profile.
For storage and carrying, the wing is usually folded into a stuffsack 🏵 (bag), which can then be stowed in a large backpack along with the harness.
Some modern harnesses include the ability to 🏵 turn the harness inside out such that it becomes a backpack, saving weight and space.
Paragliders are unique among human-carrying aircraft 🏵 in being easily portable.
The complete equipment packs into a rucksack and can be carried easily on the pilot's back, in 🏵 a car, or on public transport.
[15] In comparison with other air sports, this substantially simplifies travel to a suitable takeoff 🏵 spot, the selection of a landing place and return travel.
Tandem paragliders, designed to carry the pilot and one passenger, are 🏵 larger but otherwise similar.
They usually fly faster with higher trim speeds, are more resistant to collapse, and have a slightly 🏵 higher sink rate compared to solo paragliders.
Harness [ edit ]
A pilot with harness (light blue), performing a reverse launch
The pilot 🏵 is loosely and comfortably buckled into a harness, which offers support in both the standing and sitting positions.
Most harnesses have 🏵 protectors made out of foam or other materials underneath the seat and behind the back to reduce the impact on 🏵 failed launches or landings.
Modern harnesses are designed to be as comfortable as a lounge chair in the sitting or reclining 🏵 position.
Many harnesses even have an adjustable lumbar support.
A reserve parachute is also typically connected to a paragliding harness.
Harnesses also vary 🏵 according to the need of the pilot, and thereby come in a range of designs, mostly:
open harnesses, ranging from training 🏵 harness for beginners to all-round harnesses
pod harnesses for long-distance cross-country flights
competition harnesses, which are pod harnesses with the capacity to 🏵 carry two reserve parachutes
acro harnesses, a type of open harness, designed for acrobatic paragliding, with the capacity for two or 🏵 three reserve parachutes
hike&fly harnesses, which are designed to be lightweight and compact when folded away for hiking
harnesses for tandem pilots 🏵 and passangers
kids tandem harnesses are also now available with special child-proof locks
Harnesses have a substantial influence on the flying characteristics; 🏵 for instance, acro harnesses lead to more agile handling, which is desirable for flying acrobatics, but may be unsuitable for 🏵 beginners or XC pilots looking for more stability in flight.
While pod harnesses offer more stability and aerodynamic properties, they increase 🏵 the risk of riser twist, and are hence not suitable for beginners.
The standard harness is an open harness, which features 🏵 a sitting, slightly reclined body position.
Instruments in paragliding [ edit ]
Most pilots use variometers, radios, and, increasingly, GNSS units when 🏵 they are flying.
Variometer
The main purpose of a variometer is in helping a pilot find and stay in the "core" of 🏵 a thermal to maximise height gain and, conversely, to indicate when a pilot is in sinking air and needs to 🏵 find rising air.
Humans can sense the acceleration when they first hit a thermal, but cannot detect the difference between constant 🏵 rising air and constant sinking air.
Modern variometers are capable of detecting rates of climb or sink of 1 cm per 🏵 second.
A variometer indicates climb rate (or sink-rate) with short audio signals (beeps, which increase in pitch and tempo during ascent, 🏵 and a droning sound, which gets deeper as the rate of descent increases) and/or a visual display.
It also shows altitude: 🏵 either above takeoff, above sea level, or (at higher altitudes) flight level.
Radio
Radio communications are used in training, to communicate with 🏵 other pilots, and to report where and when they intend to land.
These radios normally operate on a range of frequencies 🏵 in different countries-some authorised,[20][21] some illegal but tolerated locally.
Some local authorities (e.g.
, flight clubs) offer periodic automated weather updates on 🏵 these frequencies.
In rare cases, pilots use radios to talk to airport control towers or air traffic controllers.
Many pilots carry a 🏵 cell phone so they can call for pickup should they land away from their intended point of destination.
GNSS
GNSS is a 🏵 necessary accessory when flying competitions, where it has to be demonstrated that way-points have been correctly passed.
The recorded GNSS track 🏵 of a flight can be used to analyze flying technique or can be shared with other pilots.
GNSS is also used 🏵 to determine drift due to the prevailing wind when flying at altitude, providing position information to allow restricted airspace to 🏵 be avoided and identifying one's location for retrieval teams after landing out in unfamiliar territory.
GNSS is integrated with some models 🏵 of variometer.
This is not only more convenient, but also allows for a three-dimensional record of the flight.
The flight track can 🏵 be used as proof for record claims, replacing the old method of photo documentation.
Increasingly, smart phones are used as the 🏵 primary means of navigation and flight logging, with several applications available to assist in air navigation.
They are also used to 🏵 co-ordinate tasks in competitive paragliding and facilitate retrieval of pilots returning to their point of launch.
External variometers are typically used 🏵 to assist in accurate altitude information.
Ground handling [ edit ]
Paraglider ground handling, also known as kiting, is the practice of 🏵 handling the paraglider on land.
The primary purpose of ground handling is to practice the skills necessary for launching and landing.
However, 🏵 ground handling could be considered a fun and challenging sport in and of itself.
Ground handling is considered an essential part 🏵 of most paragliding wing management training.
It needs to be remembered that in any sort of stumble or tumble, the head 🏵 is at risk and a helmet is therefore always advisable.
It is highly recommended that low hour pilots, ground-handling, should be 🏵 wearing a formal harness with leg and waist straps firmly fitted and fastened.
Since 2015 the standard harness has become an 🏵 inflatable type.
This forms a protective cushion when, during flight, air is forced through a check valve and retained in a 🏵 chamber behind and under the pilot.
In ground-handling practice the amount of air passing through the check valve may be very 🏵 slight.
In an accident where the pilot has been lifted and dumped while facing downwind, the protection offered by an inflatable 🏵 harness is likely to be minimal.
The old fashioned foam type of harness has a special value in that sort of 🏵 situation.
Location [ edit ]
The ideal launch training site for novices with standard wings has the following characteristics:
Measured steady wind strength: 🏵 1 m/s to 4 m/s (3.6-14 km/h: 1.9-7.7 knots: 2.2-8.9 mph)
The even, flat, surface should slope slightly downwards (2 or 🏵 3 degrees) from down-wind to up-wind (providing a small vertical lift component).
The site must be isolated from uninvolved visitors.
Free of 🏵 obstructions that might create a trip or snag hazard.
Soft surface, such as grass or sand, to reduce damage to the 🏵 handler and wing in case of falls.
Novices should wear a harness and helmet and be accompanied by an appropriate adult.
As 🏵 pilots progress, they may challenge themselves by kiting over and around obstacles, in strong or turbulent wind, and on greater 🏵 slopes.
Flying [ edit ]Launching [ edit ]
Paraglider towed launch, Mirosławice, Poland
As with all aircraft, launching and landing are done into 🏵 wind.
The wing is placed into an airstream, either by running or being pulled, or an existing wind.
The wing moves up 🏵 over the pilot into a position in which it can carry the passenger.
The pilot is then lifted from the ground 🏵 and, after a safety period, can sit down into his harness.
Unlike skydivers, paragliders, like hang gliders, do not jump at 🏵 any time during this process.
There are two launching techniques used on higher ground[22] and one assisted launch technique used in 🏵 flatland areas:
Forward launch [ edit ]
In low winds, the wing is inflated with a forward launch, where the pilot runs 🏵 forward with the wing behind so that the air pressure generated by the forward movement inflates the wing.
A paramotor at 🏵 Azheekkod beach, India
It is often easier, because the pilot only has to run forward, but the pilot cannot see his 🏵 wing until it is above him, where he has to check it in a very short time for correct inflation 🏵 and untangled lines before the launch.
Reverse launch [ edit ]
In higher winds, a reverse launch is used, with the pilot 🏵 facing the wing to bring it up into a flying position, then turning around under the wing and running to 🏵 complete the launch.
Reverse launches have a number of advantages over a forward launch.
It is more straightforward to inspect the wing 🏵 and check if the lines are free as it leaves the ground.
In the presence of wind, the pilot can be 🏵 tugged toward the wing, and facing the wing makes it easier to resist this force and safer in case the 🏵 pilot slips (as opposed to being dragged backwards).
However, the movement pattern is more complex than forward launch, and the pilot 🏵 has to hold the brakes in a correct way and turn to the correct side so he does not tangle 🏵 the lines.
These launches are normally attempted with a reasonable wind speed, making the ground speed required to pressurise the wing 🏵 much lower.
Paraglider reverse launch, Mam Tor, England
The launch is initiated by the hands raising the leading edge with the As.
As 🏵 it rises the wing is controlled more by centring the feet than by use of the brakes or Cs.
With mid 🏵 level wings (EN C and D) the wing may try to "overshoot" the pilot as it nears the top.
This is 🏵 checked with Cs or brakes.
The wing becomes increasingly sensitive to the Cs and brakes as its internal air pressure rises.
This 🏵 is usually felt from increasing lift of the wing applying harness pressure to the seat of the pants.
That pressure indicates 🏵 that the wing is likely to remain stable when the pilot pirouettes to face the wind.
The next step in the 🏵 launch is to bring the wing into the lift zone.
There are two techniques for accomplishing this depending on wind conditions.
In 🏵 light wind this is usually done after turning to the front, steering with the feet towards the low wing tip, 🏵 and applying light brakes in a natural sense to keep the wing horizontal.
In stronger wind conditions it is often found 🏵 to be easier to remain facing downwind while moving slowly and steadily backwards into the wind.
Knees bent to load the 🏵 wing, foot adjustments to remain central and minimum use of Cs or Brakes to keep the wing horizontal.
Pirouette when the 🏵 feet are close to lifting.
This option has two distinct advantages.
a) The pilot can see the wing centre marker (an aid 🏵 to centring the feet) and, if necessary, b) the pilot can move briskly towards the wing to assist with an 🏵 emergency deflation.
With either method it is essential to check "traffic" across the launch face before committing to flight.
The A's and 🏵 C's technique described above is well suited to low-hours pilots, on standard wings, in wind strengths up to 10 knots.
It 🏵 is particularly recommended for kiting.
As wind speed increases (above ten knots), especially on steep ridges, the use of the C's 🏵 introduces the potential to be lifted before the wing is overhead due to the increased angle of attack.
That type of 🏵 premature lift often results in the pilot's weight swinging downwind rapidly, resulting in a frontal tuck (due to excess A 🏵 line loads).
In that situation the pilot commonly drops vertically and injuries are not uncommon.
In ridge soaring situations above ten knots 🏵 it is almost always better to lift the wing with A's only and use the brakes to stop any potential 🏵 overshoot.
The brakes do not usually increase the angle of attack as much C's.
As wind strength increases it becomes more important 🏵 than ever for the pilot to keep the wing loaded by bending the knees and pushing the shoulders forward.
Most pilots 🏵 will find that when their hands are vertically under the brake line pulleys they are able reduce trailing edge drag 🏵 to the absolute minimum.
That is not so easy for most, when the arms are thrust rearwards.
Towed launch [ edit ]
Paraglider 🏵 launching in Araxá, Brazil
In flatter countryside, pilots can also be launched with a tow.
Once at full height (towing can launch 🏵 pilots up to 3,000 feet (910 m) altitude), the pilot pulls a release cord, and the towline falls away.
This requires 🏵 separate training, as flying on a winch has quite different characteristics from free flying.
There are two major ways to tow: 🏵 pay-in and pay-out towing.
Pay-in towing involves a stationary winch that winds in the towline and thereby pulls the pilot in 🏵 the air.
The distance between winch and pilot at the start is around 500 metres (1,600 ft) or more.
Pay-out towing involves 🏵 a moving object, like a car or a boat, that pays out line slower than the speed of the object, 🏵 thereby pulling the pilot up in the air.
In both cases, it is very important to have a gauge indicating line 🏵 tension to avoid pulling the pilot out of the air.
Another form of towing is static line towing.
This involves a moving 🏵 object, like a car or a boat, attached to a paraglider or hang glider with a fixed-length line.
This can be 🏵 very dangerous, because now the forces on the line have to be controlled by the moving object itself, which is 🏵 almost impossible to do, unless stretchy rope and a pressure/tension meter (dynamometer) is used.
Static line towing with stretchy rope and 🏵 a load cell as a tension meter has been used in Poland, Ukraine, Russia, and other Eastern European countries for 🏵 over 20 years (under the name Malinka) with about the same safety record as other forms of towing.
[23][unreliable source?]
A paragliding 🏵 flight over the Mussel Rock Gliding Bluffs in Pacifica, California
One more form of towing is hand towing.
This is where 1−3 🏵 people pull a paraglider using a tow rope of up to 500 feet (150 m).
The stronger the wind, the fewer 🏵 people are needed for a successful hand tow.
[24] Tows up to 300 feet (91 m) have been accomplished, allowing the 🏵 pilot to get into a lift band of a nearby ridge or row of buildings and ridge-soar in the lift 🏵 the same way as with a regular foot launch.
[25]Landing [ edit ]
Landing a paraglider, as with all unpowered aircraft which 🏵 cannot abort a landing, involves some specific techniques and traffic patterns.
[26] Paragliding pilots most commonly lose their height by flying 🏵 a figure 8 over a landing zone until they reach the correct height, then line up into the wind and 🏵 give the glider full speed.
Once the correct height (about a metre above ground) is achieved the pilot will stall the 🏵 glider in order to land.
Landing figure 8 pattern
Traffic pattern [ edit ]
Unlike during launch, where coordination between multiple pilots is 🏵 straightforward, landing involves more planning, because more than one pilot might have to land at the same time.
Therefore, a specific 🏵 traffic pattern has been established.
Pilots line up into a position above the airfield and to the side of the landing 🏵 area, which is dependent on the wind direction, where they can lose height (if necessary) by flying circles.
From this position, 🏵 they follow the legs of a flightpath in a rectangular pattern to the landing zone: downwind leg, base leg, and 🏵 final approach.
This allows for synchronization between multiple pilots and reduces the risk of collisions, because a pilot can anticipate what 🏵 other pilots around him are going to do next.
Techniques [ edit ]
Paragliding landing pattern
Landing involves lining up for an approach 🏵 into wind and, just before touching down, flaring the wing to minimise vertical and/or horizontal speed.
This consists of gently going 🏵 from 0% brake at around two metres to 100% brake when touching down on the ground.
During the approach descent, at 🏵 around four metres before touching ground, some momentary braking (50% for around two seconds) can be applied then released, thus 🏵 using forward pendular momentum to gain speed for flaring more effectively and approaching the ground with minimal vertical speed.
In light 🏵 winds, some minor running is common.
In moderate to medium headwinds, the landings can be without forward speed, or even going 🏵 backwards with respect to the ground in strong winds.
Landing with winds which force the pilot backwards are particularly hazardous as 🏵 there is a potential to tumble and be dragged.
While the wing is vertically above the pilot there is potential for 🏵 a reduced risk deflation.
This involves taking the leading edge lines (As) in each hand at the mallion/riser junction and applying 🏵 the pilot's full weight with a deep knee bend action.
In almost every case the wing's leading edge will fly forward 🏵 a little and then tuck.
It is then likely to collapse and descend upwind of the pilot.
On the ground it will 🏵 be restrained by the pilot's legs.
Landing in winds which are too strong for the wing is to be avoided wherever 🏵 possible.
During approach to the intended landing site this potential problem is often obvious and there may be opportunities to extend 🏵 the flight to find a more sheltered landing area.
On every landing it is desirable to have the wing remain flyable 🏵 with a small amount of forward momentum.
This makes deflation much more controllable.
While the midsection lines (Bs) are vertical there is 🏵 much less chance of the wing moving downwind fast.
The common deflation cue comes from a vigorous tug on the rear 🏵 risers' lines (Cs or Ds).
Promptly rotate to face down wind, maintain pressure on the rear risers and take brisk steps 🏵 towards the wing as it falls.
With practice there is potential for precision enabling safe trouble-free landing.
For strong winds during the 🏵 landing approach, flapping the wing (symmetrical pulsing of brakes) is a common option on final.
It reduces the wing's lift performance.
The 🏵 descent rate is increases by the alternate application and release of the brakes about once per second.
(The amount of brake 🏵 applied in each cycle being variable but about 25%.
) The system depends on the pilot's wing familiarity.
The wing must not 🏵 become stalled.
This should be established with gentle applications in flight, at a safe height, in good conditions and with an 🏵 observer providing feedback.
As a rule the manufacturer has set the safe-brake-travel-range based on average body proportions for pilots in the 🏵 approved weight range.
Making changes to that setting should be undertaken in small increases, with tell-tale marks showing the variations and 🏵 a test flight to confirm the desired effect.
Shortening the brake lines can produce the problematic effect of making the wing 🏵 sluggish.
Lengthening brakes excessively can make it hard to bring the wing to a safe touchdown speed.
Alternative approach techniques for landing 🏵 in strong winds include the use of a speed bar and big ears.
A speed bar increases wing penetration and adds 🏵 a small increase in the vertical descent rate.
This makes it easier to adjust descent rates during a formal circuit.
In an 🏵 extreme situation it might be advisable to stand on the speed bar, after shifting out of the harness, and stay 🏵 on it till touchdown and deflation.
Big ears are commonly applied during circuit height management.
The vertical descent speed is increased and 🏵 that advantage can be used to bring the glider to an appropriate circuit joining height.
Most manufacturers change the operation technique 🏵 for big ears in advanced models.
It is common for Big Ears in C-rated gliders to remain folded in after the 🏵 control line is released.
In those cases the wing can be landed with reasonable safety with big ears deployed.
In those wing 🏵 types it usually takes two or three symmetrical pumps with brakes, over a second or two, to re-inflate the tips.
In 🏵 lower rated wings the Big Ears need the line to remain held to hold the ears in.
While they are held-in 🏵 the wing tends to respond to weight shift slightly better (due to reduced effective area) on the roll axis.
They auto 🏵 re-inflate when the line is released.
In general those wings are better suited to the situation where the ears are pulled 🏵 in simply to get rid of excess height.
Full-wing flight should then be resumed during base leg or several seconds before 🏵 touch down.
Wing familiarity is a key ingredient in applying these controls.
Pilots should practise in medium conditions in a safe area, 🏵 at a safe height and with options for landing.
Control [ edit ]Speedbar mechanism
Brakes: controls held in each of the pilot's 🏵 hands connect to the trailing edge of the left and right sides of the wing.
These controls are called brakes and 🏵 provide the primary and most general means of control in a paraglider.
The brakes are used to adjust speed, to steer 🏵 (in addition to weight shift), and to flare (during landing).
Weight shift: in addition to manipulating the brakes, a paraglider pilot 🏵 must also lean in order to steer properly.
Such weight shifting can also be used for more limited steering when brake 🏵 use is unavailable, such as when under "big ears" (see below).
More advanced control techniques may also involve weight shifting.
Speed bar: 🏵 a kind of foot control called the speed bar (also accelerator) attaches to the paragliding harness and connects to the 🏵 leading edge of the paraglider wing, usually through a system of at least two pulleys (see animation in margin).
This control 🏵 is used to increase speed and does so by decreasing the wing's angle of attack.
This control is necessary because the 🏵 brakes can only slow the wing from what is called trim speed (no brakes applied).
The accelerator is needed to go 🏵 faster than this.
More advanced means of control can be obtained by manipulating the paraglider's risers or lines directly.
Most commonly, the 🏵 lines connecting to the outermost points of the wing's leading edge can be used to induce the wingtips to fold 🏵 under.
The technique, known as "big ears", is used to increase the rate of descent (see picture and the full description 🏵 below).
The risers connecting to the rear of the wing can also be manipulated for steering if the brakes have been 🏵 severed or are otherwise unavailable.
For ground-handling purposes, a direct manipulation of these lines can be more effective and offer more 🏵 control than the brakes.
The effect of sudden wind blasts can be countered by directly pulling on the risers and making 🏵 the wing unflyable, thereby avoiding falls or unintentional takeoffs.
Fast descents [ edit ]
Problems with getting down can occur when the 🏵 lift situation is very good or when the weather changes unexpectedly.
There are three possibilities for rapidly reducing altitude in such 🏵 situations, each of which has benefits and issues to be aware of.
The "big ears" manoeuvre induces descent rates of 2.5 🏵 to 3.
5 m/s, 4–6 m/s with additional speed bar.
It is the most controllable of the techniques and the easiest for 🏵 beginners to learn.
The B-line stall induces descent rates of 6–10 m/s.
It increases loading on parts of the wing (the pilot's 🏵 weight is mostly on the B-lines, instead of spread across all the lines).
Finally, a spiral dive offers the fastest rate 🏵 of descent, at 7–25 m/s.
It places greater loads on the wing than other techniques do and requires the highest level 🏵 of skill from the pilot to execute safely.
Big ears
Paraglider in "Big Ears" manoeuvre
Pulling on the outer A-lines during non-accelerated, normal 🏵 flight folds the wing tips inwards, which substantially reduces the glide angle with only a small decrease in forward speed.
As 🏵 the effective wing area is reduced, the wing loading is increased, and it becomes more stable.
However, the angle of attack 🏵 is increased, and the craft is closer to stall speed, but this can be ameliorated by applying the speed bar, 🏵 which also increases the descent rate.
When the lines are released, the wing re-inflates.
If necessary, a short pumping on the brakes 🏵 helps reentering normal flight.
Compared to the other techniques, with big ears, the wing still glides forward, which enables the pilot 🏵 to leave an area of danger.
Even landing this way is possible, e.g.
, if the pilot has to counter an updraft 🏵 on a slope.
B-line stall In a B-line stall, the second set of risers from the leading-edge/front (the B-lines) are pulled 🏵 down independently of the other risers, with the specific lines used to initiate a stall.
This puts a spanwise crease in 🏵 the wing, thereby separating the airflow from the upper surface of the wing.
It dramatically reduces the lift produced by the 🏵 canopy and thus induces a higher rate of descent.
This can be a strenuous manoeuvre, because these B-lines have to be 🏵 held in this position, and the tension of the wing puts an upwards force on these lines.
The release of these 🏵 lines has to be handled carefully not to provoke a too fast forward shooting of the wing, which the pilot 🏵 then could fall into.
This is less popular now as it induces high loads on the internal structure of the wing.
Spiral 🏵 dive The spiral dive is the most rapid form of controlled fast descent; an aggressive spiral dive can achieve a 🏵 sink rate of 25 m/s.
This manoeuvre halts forward progress and brings the flier almost straight down.
The pilot pulls the brakes 🏵 on one side and shifts his weight onto that side to induce a sharp turn.
The flight path then begins to 🏵 resembles a corkscrew.
After a specific downward speed is reached, the wing points directly to the ground.
When the pilot reaches his 🏵 desired height, he ends this manoeuvre by slowly releasing the inner brake, shifting his weight to the outer side and 🏵 braking on this side.
The release of the inner brake has to be handled carefully to end the spiral dive gently 🏵 in a few turns.
If done too fast, the wing translates the turning into a dangerous upward and pendular motion.
Spiral dives 🏵 put a strong G-force on the wing and glider and must be done carefully and skilfully.
The G-forces involved can induce 🏵 blackouts, and the rotation can produce disorientation.
Some high-end gliders have what is called a "stable spiral problem".
[27] After inducing a 🏵 spiral and without further pilot input, some wings do not automatically return to normal flight and stay inside their spiral.
Serious 🏵 injury and fatal accidents have occurred when pilots could not exit this manoeuvre and spiralled into the ground.
The rate of 🏵 rotation in a spiral dive can be reduced by using a drogue chute, deployed just before the spiral is induced.
This 🏵 reduces the G forces experienced.
[28]Soaring [ edit ]
Ridge soaring along the California coast
Soaring flight is achieved by using wind directed 🏵 upwards by a fixed object such as a dune or ridge.
In slope soaring, pilots fly along the length of a 🏵 slope feature in the landscape, relying on the lift provided by the air, which is forced up as it passes 🏵 over the slope.
Slope soaring is highly dependent on a steady wind within a defined range (the suitable range depends on 🏵 the performance of the wing and the skill of the pilot).
Too little wind, and insufficient lift is available to stay 🏵 airborne (pilots end up scratching along the slope).
With more wind, gliders can fly well above and forward of the slope, 🏵 but too much wind, and there is a risk of being blown back over the slope.
A particular form of ridge 🏵 soaring is called condo soaring, where pilots soar a row of buildings that form an artificial ridge.
This form of soaring 🏵 is particularly used in flat lands where there are no natural ridges, but there are plenty of man-made building ridges.
Thermal 🏵 flying [ edit ]
Paragliders in the air at Torrey Pines Gliderport
When the sun warms the ground, the ground will radiate 🏵 some of its heat to a thin layer of air situated just above it.
Air has very poor thermal conductivity and 🏵 most of the heat transfer in it will be convective - forming rising columns of hot air, called thermals.
If the 🏵 terrain is not uniform, it will warm some features more than others (such as rock faces or large buildings) and 🏵 these thermals will tend to always form at the same spot, otherwise they will be more random.
Sometimes these may be 🏵 a simple rising column of air; more often, they are blown sideways in the wind and will break off from 🏵 the source, with a new thermal forming later.
Once a pilot finds a thermal, he begins to fly in a circle, 🏵 trying to centre the circle on the strongest part of the thermal (the "core"), where the air is rising the 🏵 fastest.
Most pilots use a vario-altimeter ("vario"), which indicates climb rate with beeps and/or a visual display, to help core in 🏵 on a thermal.
Often there is strong sink surrounding thermals, and there is also strong turbulence resulting in wing collapses as 🏵 a pilot tries to enter a strong thermal.
Good thermal flying is a skill that takes time to learn, but a 🏵 good pilot can often core a thermal all the way to cloud base.
Cross-country flying [ edit ]
Once the skills of 🏵 using thermals to gain altitude have been mastered, pilots can glide from one thermal to the next to go cross 🏵 country.
Having gained altitude in a thermal, a pilot glides down to the next available thermal.
Potential thermals can be identified by 🏵 land features that typically generate thermals or by cumulus clouds, which mark the top of a rising column of warm, 🏵 humid air as it reaches the dew point and condenses to form a cloud.
Cross-country pilots also need an intimate familiarity 🏵 with air law, flying regulations, aviation maps indicating restricted airspace, etc.
In-flight wing deflation (collapse) [ edit ]
Since the shape of 🏵 the wing (airfoil) is formed by the moving air entering and inflating the wing, in turbulent air, part or all 🏵 of the wing can deflate (collapse).
Piloting techniques referred to as active flying will greatly reduce the frequency and severity of 🏵 deflations or collapses.
On modern recreational wings, such deflations will normally recover without pilot intervention.
In the event of a severe deflation, 🏵 correct pilot input will speed recovery from a deflation, but incorrect pilot input may slow the return of the glider 🏵 to normal flight, so pilot training and practice in correct response to deflations are necessary.
For the rare occasions when it 🏵 is not possible to recover from a deflation (or from other threatening situations such as a spin), most pilots carry 🏵 a reserve (rescue, emergency) parachute (or even two); however, most pilots never have cause to "throw" their reserve.
Should a wing 🏵 deflation occur at low altitude, i.e.
, shortly after takeoff or just before landing, the wing (paraglider) may not recover its 🏵 correct structure rapidly enough to prevent an accident, with the pilot often not having enough altitude remaining to deploy a 🏵 reserve parachute [with the minimum altitude for this being approximately 60 m (200 ft), but typical deployment to stabilization periods 🏵 using up 120–180 m (390–590 ft) of altitude] successfully.
Different packing methods of the reserve parachute affect its deploying time.
Low-altitude wing 🏵 failure can result in serious injury or death due to the subsequent velocity of a ground impact whereas a higher 🏵 altitude failure may allow more time to regain some degree of control in the descent rate and, critically, deploy the 🏵 reserve if needed.
In-flight wing deflation and other hazards are minimized by flying a suitable glider and choosing appropriate weather conditions 🏵 and locations for the pilot's skill and experience level.
As a competitive sport [ edit ]
An Ozone Enzo 3, a wing 🏵 commonly seen at competitions
There are various disciplines of competitive paragliding:
Cross-country flying is the classical form of paragliding competitions with championships 🏵 in club, regional, national and international levels (see PWC).
is the classical form of paragliding competitions with championships in club, regional, 🏵 national and international levels (see PWC).
Aerobatic competitions demand the participants to perform certain manoeuvres.
Competitions are held for individual pilots as 🏵 well as for pairs that show synchronous performances.
This form is the most spectacular for spectators on the ground to watch.
demand 🏵 the participants to perform certain manoeuvres.
Competitions are held for individual pilots as well as for pairs that show synchronous performances.
This 🏵 form is the most spectacular for spectators on the ground to watch.
Hike & Fly competitions, in which a certain route 🏵 has to be flown or hiked only over several days: Red Bull X-Alps-the unofficial world championship in this category of 🏵 competition-first launched in 2003 and has since taken place every other year.
In addition to these organized events it is also 🏵 possible to participate in various online contests that require participants to upload flight track data to dedicated websites like OLC.
Safety 🏵 [ edit ]
Paraglider launch video in Araxá, Brazil
Paragliding, like any adventure sport, is a potentially dangerous activity.
In the United States, 🏵 for example, in 2010 (the last year for which details are available[29]), one paraglider pilot died.
This is an equivalent rate 🏵 of one in 5,000 pilots.
In 2019, YouTube personality Grant Thompson of The King Of Random died in a paraglider accident.
Over 🏵 the years 1994−2010, an average of seven in every 10,000 active paraglider pilots have been fatally injured, though with a 🏵 marked improvement in recent years.
In France (with over 25,000 registered fliers), two of every 10,000 pilots were fatally injured in 🏵 2011 (a rate that is not atypical of the years 2007−2011), although around six of every 1,000 pilots were seriously 🏵 injured (more than two-day hospital stay).[11]
The potential for injury can be significantly reduced by training and risk management.
The use of 🏵 proper equipment such as a wing designed for the pilot's size and skill level,[30] as well as a helmet, a 🏵 reserve parachute,[31] and a cushioned harness[32] also minimize risk.
Pilot safety is influenced by an understanding of the site conditions such 🏵 as air turbulence (rotors), strong thermals, gusty wind, and ground obstacles such as power lines.
Sufficient pilot training in wing control 🏵 and emergency manoeuvres from competent instructors can minimize accidents.
Many paragliding accidents are the result of a combination of pilot error 🏵 and poor flying conditions.
SIV, short for Simulation d'Incident en Vol (simulation of incident in flight) instruction offers training in managing 🏵 and preventing unstable and potentially dangerous situations such as collapses, full stalls, and cravattes.
These courses are typically led by a 🏵 specially trained instructor over large bodies of water, with the student usually being instructed via radio.
Students will be taught how 🏵 to induce dangerous situations, and thus learn how to both avoid and remedy them once induced.
This course is recommended to 🏵 pilots who are looking to move to more high performance and less stable wings, which is a natural progression for 🏵 most pilots.
In some countries a SIV course is a basic requirement of initial pilot training.
In the event of an unrecoverable 🏵 manoeuvre resulting in water landing, a rescue boat is typically dispatched to collect the pilot.
Other added safety features may include 🏵 buoyancy aids or secondary reserve parachutes.
These courses are not considered essential for novice level flying.
Fitness and age [ edit ]
Paragliding 🏵 in ordinary circumstances is not especially demanding in terms of strength.
It sometimes needs a Pilot to walk with equipment to 🏵 and from a launch site and this occasionally requires assistance from a friend or colleague.
Age is more significant in people 🏵 past their fifties.
This especially relates to those with artificial joints.
An unexpected or heavy landing can put enormous pressure on the 🏵 bones which serve as anchors for hips and knee joints.
Due to increasing loss of bone density in senior pilots, there 🏵 is an increased risk that during a bad landing a bone may shatter and this considerably complicates moving to an 🏵 appropriate treatment centre.
Currently surgeons often rate these prosthetic joints as being suitable only for smooth, steady, work loads.
But even for 🏵 those with ordinary knees and hips there is often a stiffness in walking and running which has a negative effect 🏵 on launching.
Pilots who recognise this minor debility usually avoid strong wind launches, which may demand the pilot to move briskly 🏵 towards the wing during inflation.
There are pilots still flying while in their nineties but these are exceptional and they may 🏵 very well depend on specific assistance.
It is important that you consult your doctor if you have any doubts about your 🏵 continued flying following any serious health event.
It is especially important to carry, in your flight pack, an up to date 🏵 list of details relating to medications and major health issues.[primary source?]
Instruction [ edit ]
Flying above Stubaital, Austria
Most popular paragliding regions 🏵 have a number of schools, generally registered with and/or organized by national associations.
Certification systems vary widely between countries, though around 🏵 10 days instruction to basic certification is standard.
There are several key components to a paragliding pilot certification instruction program.
Initial training 🏵 for beginning pilots usually begins with some amount of ground school to discuss the basics, including elementary theories of flight 🏵 as well as basic structure and operation of the paraglider.
Students then learn how to control the glider on the ground, 🏵 practising take-offs and controlling the wing 'overhead'.
Low, gentle hills are next where students get their first short flights, flying at 🏵 very low altitudes, to get used to the handling of the wing over varied terrain.
Special winches can be used to 🏵 tow the glider to low altitude in areas that have no hills readily available.
Tandem Paragliding at Painan, Indonesia
As their skills 🏵 progress, students move on to steeper/higher hills (or higher winch tows), making longer flights, and learning to turn the glider, 🏵 control the glider's speed, then moving on to 360° turns, spot landings, 'big ears' (used to increase the rate of 🏵 descent for the paraglider), and other more advanced techniques.
Training instructions are often provided to the student via radio, particularly during 🏵 the first flights.
A third key component to a complete paragliding instructional program provides substantial background in the key areas of 🏵 meteorology, aviation law, and general flight area etiquette.
Tandem Paraglading in Elgeyo Escarpment
To give prospective pilots a chance to determine if 🏵 they would like to proceed with a full pilot training program, most schools offer tandem flights, in which an experienced 🏵 instructor pilots the paraglider with the prospective pilot as a passenger.
Schools often offer pilot's families and friends the opportunity to 🏵 fly tandem, and sometimes sell tandem pleasure flights at holiday resorts.
Most recognised courses lead to a national licence and an 🏵 internationally recognised International Pilot Proficiency Information/Identification card.
The IPPI specifies five stages of paragliding proficiency, from the entry level ParaPro 1[33] 🏵 to the most advanced stage 5.
Attaining a level of ParaPro 3 typically allows the pilot to fly solo or without 🏵 instructor supervision.
World records [ edit ]
FAI (Fédération Aéronautique Internationale) world records:[34]
Free Distance (previously titled "Straight Distance" prior to May 2020) 🏵 [35] – 609.9 km (379.
0 mi): Sebastien Kayrouz (USA), Del Rio, Texas (USA) – Claude, Texas (USA) – 20 June 🏵 2021 flying an Ozone Enzo 3 [36]– 609.9 km (379.
0 mi): Sebastien Kayrouz (USA), Del Rio, Texas (USA) – Claude, 🏵 Texas (USA) – 20 June 2021 flying an Ozone Enzo 3 Straight distance (female) – 531.7 km (330.
4 mi): Yael 🏵 Margelisch (Switzerland); Caicó (Brazil) – 12 October 2019 flying an Ozone Enzo 3 [37] [38]
Straight distance to declared goal – 🏵 556.8 km (346.
0 mi): Sebastien Kayrouz (USA), Del Rio, Texas (USA) – Claude, Texas (USA) – 20 June 2021 flying 🏵 an Ozone Enzo 3 [39]
Straight distance to a declared goal (female) - 457,3 km (284,15 mi): Marcella Pomarico Uchoa (BRA)[1] 🏵 - 14 Oct 2022 flying an Ozone Enzo 3 (location Caicó (Brazil))[2]
Gain of height – 5,854 m (19,206 ft): Antoine 🏵 Girard (France); Aconcagua (Argentina); 15 February 2019, flying an Ozone LM6[40]Others:
Highest flight – 9,947 m (32,635 ft) : Ewa Wisnierska; 🏵 between Barraba and Niagra (Australia).[41]
Related activities [ edit ]Sky diving [ edit ]
Parachutes have the most resemblance with paragliders but 🏵 the sports are very different.
Whereas with sky diving the parachute is a tool to safely return to earth after free 🏵 fall, the paraglider allows longer flights and the use of thermals.
Hang gliding [ edit ]
Hang gliding is a close cousin, 🏵 and hang glider and paraglider launches are often found in proximity to one another.
[42] Despite the considerable difference in equipment, 🏵 the two activities offer similar pleasures, and some pilots are involved in both sports.
Powered hang glider [ edit ]
Foot-launched powered 🏵 hang gliders are powered by an engine and propeller in pusher configuration.
An ordinary hang glider is used for its wing 🏵 and control frame, and the pilot can foot-launch from a hill or from flat ground.
Powered paragliding [ edit ]
Powered paragliding 🏵 is the flying of paragliders with a small engine known as a paramotor attached.
Powered paragliding is known as paramotoring and 🏵 requires extra training alongside regular paragliding training.
It is often recommended to become competent in paragliding prior to learning to paramotor 🏵 in order to know fully what one is doing.
Speed flying [ edit ]
Speed flying, or speed riding, is the separate 🏵 sport of flying paragliders of a reduced size.
These wings have increased speed, though they are not normally capable of soaring 🏵 flight.
The sport involves taking off on skis or on foot and swooping rapidly down in close proximity to a slope, 🏵 even periodically touching it if skis are used.
These smaller wings are also sometimes used where wind speeds are too high 🏵 for a full-sized paraglider, although this is invariably at coastal sites where the wind is laminar and not subject to 🏵 as much mechanical turbulence as inland sites.
Gliding [ edit ]Winter paragliding
Just like sailplanes and hang gliders, paragliders use thermals to 🏵 extend the time in the air.
Air speed, glide ratio and flight distances are superior to the ones achieved by paragliders.
Paragliders 🏵 on the other hand are able to also facilitate thermals that are too small (because of the much larger turn 🏵 radius) or too weak for gliding.
Paragliding can be of local importance as a commercial activity.
[43][44] Paid accompanied tandem flights are 🏵 available in many mountainous regions, both in the winter and in the summer.
In addition, there are many schools offering courses[45] 🏵 and guides who lead groups of more experienced pilots exploring an area.
Finally, there are the manufacturers and the associated repair 🏵 and after-sales services.
Paraglider-like wings also find other uses, for example, in ship propulsion and wind energy exploitation, and are related 🏵 to some forms of power kite.
Kite skiing uses equipment similar to paragliding sails.
National organizations [ edit ]Notes [ edit ]^ 🏵 e.g.
Gelvenor OLKSReferences [ edit ]
Further reading [ edit ]
Les visiteurs du ciel – Guide de l'air pour l'homme volant.Hubert Aupetit.ISBN 🏵 2000154018
