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Preface to pocket aviation by Dennis Pagen
, first !et Panayiotis 0ania!os in $11+ on one of !y nu!erous trips to Greece. , was i!!e#iately
struck by his love of
paragli#ing an# his #eter!ination to share his e(tensive knowle#ge of the sport with his fellow
pilots. 2e soon showe# the Greek version of Pocket 3viation to !e.
Even with !y li!ite# knowle#ge of the Greek language4 , i!!e#iately coul# see the 5uality of the
book an# the professionalis! of the layout an# illustrations. ,t appeare# that Panayiotis ha# co!e
up with a goo# book that his country!en coul# use as a learning 6an# teaching7 tool.
8hen Panayiotis intro#uce# the i#ea of an English translation of his book an# a co!panion 9:4 ,
was happy to see that he wishe# to e(pan# on the reach of this pro#uct through a #ifferent language
an# the wi#esprea# 9: !e#ia.
8e ;u!pe# at the chance to publish it an# bring it to a wi#er au#ience. Panayiotis<uni5ue
perspective an# his e(tensive research co!bine to ren#er this book one of the best intro#uction
book to the beautiful sport of paragli#ing.
, wish you all the best in your 5uest for a#venture in the air. 8ith safety in !in# an# this book-9:
set as a gui#e4 you are
sure to e(pan# your hori"ons.
Dennis Pagen
Dennis Pagen has been writing about sport aviation hang gli#ing4 paragli#ing4 ultralights an#
weather since $1)-.
2e has written $- books an# over '%% !aga"ine articles4 all relate# to flying for fun. here #oesn/t
see! to be an en# to this activity4 for as the sports continue to evolve4 new techni5ues an#
e(periences #e!an# #efinition. 2is various training !anuals are use# wi#ely all over the worl#.
8ithin his involve!ent the .nite# =tates 2ang Gli#ing 3ssociation 6which also inclu#es
paragli#ing7 :ennis wrote the .=2G3 ,nstructor/s Manual an# helpe# #evelop !any of the training
an# rating progra!s.
3fter e(pan#ing his interest to ultralights in $1)14 :ennis chose to take up the lightest an# newest
aviation sport in $1+1. Paragli#ing was a great a##ition to his flying e(perience. :ennis strives for
any new aerial e(perience to#ay. 2is further activity in flying consists of #esigning light aircraft4
instructing an# running !eets as well as co!peting hi!self. o#ay4 he lives with his wife4 9laire4 in
9entral Pennsylvania where he flies paragli#ers4 hang gli#ers or ultralights every chance he gets.
The author: Panayiotis Kaniamos
Pocket 3viation> c?o Panayiotis 0ania!os 9horikon ' $**)- 3thens
Greece
el@%%A% &$%1*+%*&% E!ail@ info@paragli#ing.gr
Book .p#ates4 corrections can be foun# on
www.paragli#ing.org?book
Publication and cdrom created in 2006
I!" #60$#0%60$&$0 Pocket 'viation( $ ' )uide to Paragliding
International copyright * &##+$2006 by Panayiotis Kaniamos and
Pocket 'viation(
3ll rights reserve#@ No part of this publication !ay be repro#uce#4
translate# into any other language or trans!itte# in any for! or by any !eans in any part of the
worl# without the prior per!ission of the author?publisher.
,ontents
,lick on the chapters to see more - - -
Introduction
3bout this book
3 8or# to the novice
8arning by the 3uthor
)etting 'c.uainted /ith the port
Bre5uently 3ske# Cuestions
,nception an# Growth
3ssociate# Mythology
Design0 1aterials and 2.uipment
Materials
8ing
Dines
Eisers
=pee# =yste!
ri!!ers
9arabiners
2arness
Blying E5uip!ent
3lti!eter
Fario!eter
3irspee# ,n#icator
Ea#ios
GP=
9o!pass
8ater Ballast Bag
Eeserve Parachute
'ttire
'erodymanics
Basic Principles
3ngle of 3ttack
=talls
Blying =pee#s
Gli#e Eatio in Eelation to the Groun#
=tea#y =tate =pee# an# =pee# in E5uilibriu!
he Polar 9urve
3ero#yna!ics 9onclusion
ransitional Phases?=tages
Eotation 3(es
3aunching and 3anding
Preparing for Daunching
Daunching Proce#ure
3lpine Daunch
Eeverse Daunching
Eeverse Daunch Birst Metho#
Eeverse Daunch =econ# Metho#
Daunching :ifficulties
Preparing for Dan#ing
3pproach
Binal Phase of Dan#ing
:ifficulties in Dan#ing
Dan#ing with ail 8in#
op Dan#ing
Dan#ing 3cross a =lope
Dan#ing on ,nclination
Dan#ing E!ergencies
Packing the 9anopy
1eteorology
Micro!eteorology
Basic Meteorological 9oncepts
=tability an# ,nstability
,nversion
3ll 3bout 8in#s
Beaufort =cale 9hart
Geostrophic 8in#
Gra#ient 8in#
=urface 8in#
8in# - Gra#ient
Docal 8in#s
=ea Bree"e
Dan# Bree"e
Bree"e Bront
3nabatic an# 9atabatic 8in#Falley Bree"es
Falley 8in#
Boehn 8in#
3t!ospheric 8aves
8in# =ha#ow
Bronts
Brontal Passage
9lou#s
Fertical 9lou# Bor!ation
9u!ulus
9u!uloni!bus
El Nino - Da Nina
4lying 3ike !irds
Ei#ge =oaring
her!aling
9onvergence
=ources of her!als
2ow a her!al is for!e#
Esti!ating a her!al Dift
2ow to 8ork a her!al
,n =earch of Gour Birst her!al
8hen to Daunch
3pproaching clou# base
her!als in =trong 8in#
:ust :evils
Blue her!als
9lou# =treets
2an#s on her!al Borecasting
9ross-9ountry Blying
9ross-9ountry ea! Events
Hbservation an# Iu#g!ent
Problems in 4light
urbulence
Deesi#e Blying an# Dan#ing
9lou# =uck
9rabbing
'lternative 4lying
an#e! Blights
Powere# Paragli#er
owing
Training
raining =che#ule
B3,?9,FD Parapro
=tages $J&
=tage A
=tage '
=tage -
,nfor!ative Gui#e to Novices
Eight of 8ay Eules
Maneuvers an# ests
ip Bol# or Big Ears
Hne-=i#e 9ollapse or 3sy!!etrical Bront :eflation
Bront 9ollapse
2orseshoe
B-Dine =tall
Parachutal =tall or :eep =tall
=piral :ive
8ingover
=pin
Bull =tall
3erobatics
Dooping
3sy!!etrical =piral
=at
2elicopter
8agga
Eeserve Parachute
:eploying a Eeserve Parachute
PDB Dan#ing
Eeserve Parachute Packing
9o!petition
ypical Meet Eules
Metho# of launch
:ifferen# asks
9o!petition Iargon
Deciding for the 'ppropriate Paraglider
Pilot an# Paragli#ing 9lasses
echnical =pecification able
9ertification 3gencies
he 3fnor =yste! of esting Paragli#ers
3fnor vs :2F
New 9lass :escriptions by :2F as of $111
Buying a New or .se# Paragli#er
5uman 4actor
Bear of Blying
:ecisions
:ifficult Mo!ents
8hat to #o in the Event of an 3cci#ent
Information "otebook
9alculations an# 9onversions
Glossary
ips as a Cuick gui#e
Eesults fro! 9o!petitions
8orl# Paragli#ing recor#s
3ssociations on the 8eb
3ast pages
he 3uthor an# 9ontributors
3cknowle#ge!ents
Bibliography
3 Poe!
3##icte# with Paragli#ing
hey sai#
3rticles By Hthers
9onclusion
Introduction
6ne of the highlights of the 20th century has been the invention of flying. =ince anti5uity !an
has been fascinate# with flying an# longe# to soar with the bir#s. Blying4 particularly with the ai# of
ascen#ing air currents4 was achieve# in the early $1%%s by 6tto 3illienthall an# fully-fle#ge#
flights were carrie# out soon after. 2ang gli#ers !a#e their initial tentative flights in the early
seventies an# paragli#ing appeare# on the scene in the late eighties.
he co!pact4 convenient paragli#er configuration has !a#e aviation accessible to the general
public. ,n short4 portable pocket$si7ed aviation was born. Growth in the sport has been rapi#4 an#
so!eti!es enthusias! outpace# the #evelop!ent of safe e5uip!ent an# techni5ues. Even though
no other sport has prove# e5ual to paragli#ing in ter!s of sheer e(hilaration an# pleasure4 a
consi#erable lack of infrastructure an# e(pertise was evi#ent.

he 3uthor Panayiotis 0ania!os at Placivel Fene"uela
8ith the passage of ti!e4 pioneers of the sport en#eavore# to resolve #ifficulties which e!erge#.
8ithout their contribution it woul# not have been possible to see the sport progress4 since
infrastructure an# written learning !aterials are the principle con#itions for any progress. ,n#ee#4 a
great co!!an# of theory is what provi#es a pilot a soli# foun#ation. herefore4 such proble!s
si!ply ha# to be resolve# an# authors4 such as 5ubert 'upetit0 Dennis Pagen an# a host of others4
were co!pelle# to #o so!ething about it.
=ubse5uent instruction !anuals provi#e# all of us with essential backgroun# knowle#ge to the
stunning e(perience of paragli#ing. he sport/s continuous #evelop!ent has encourage#
conte!poraries to procee# with the task of infor!ing the public.
About this book
hroughout this new !anual4 , have trie# to fill in the gaps of pilot/s personal knowle#ge whether
beginner4 inter!e#iate or a#vance#. , have atten#e# flying events all over the worl# as well as in !y
ho!e country4 Greece4 an# have a!asse# a great #eal of !aterial via instruction se!inars an#
publications before venturing to pro#uce this han#book. 3ny si!ilarity between the works of other
pro!inent authors has been avoi#e# on !y part.
, woul# like to take this opportunity to present !y personal opinion of what a han#book shoul# be
like4 bearing in !in# the truly !agical e(perience of paragli#ing. I have made no attempt to
separate topics into beginner or advanced levels4 since , #o not believe the boun#aries of a pilot/s
knowle#ge shoul# be restraine# in any way. his !anual is inten#e# for anyone looking for concise
yet integral infor!ation on a particular aspect of free-flight paragli#ing.
he nee# for thoroughness in sub;ect !atter has left little !argin for literary e(pression4 which in
any case woul# not be appropriate for an instructional han#book such as this. My future plans
inclu#e publishing it in other languages.
he !ost i!portant factor in the success of any book4 apart fro! the 5uality of its te(t4 is its layout
an# #esign. Graphic #esigner Fangelis "anis4 provi#e# his services in the publication. onia
0ou"ou #i# the final pro;ect in English. Gregory 9ooper perfor!e# the translation into English an#
Paraskevas 0yriakopoulos contribute# to the final proof rea#ing. ,t was a great honor to have
Dennis Pagen look at !y work an# suggest corrections.
A Word to the Novice
:o not concern yourselves too !uch with the volu!e of analysis that follows in the chapters ahea#.
9oncentrate on your initial flights where s!ooth con#itions will allow you to fly as long as you are
a#hering to what you have been taught. his han#book covers all aspects of the sport4 no !atter
how a#vance#. =houl# you have any 5ueries4 you will probably be able to fin# the answers here.
0eep in !in#4 however4 that this !anual cannot replace a 5ualifie# instructor. ,t is !eant si!ply to
assist the instructor in his task. hroughout your training your instructor !ay alter so!e s!all or
i!portant part of your training progra!. Dearn about your instructor/s work before you begin a
course with hi!. Hnce you have establishe# his cre#entials4 trust your instructor an# follow his
instructions #uring an# after the course. It is your responsibility to find a good instructor-
Ee!e!ber that you shoul# fly always with safety as your first priority.
K8hen once you have taste# flight4 you will forever walk the earth with your eyes turne# skywar#4
for there you have been4 an# there you will always long to return.K 3eonardo da 8inci
,n conclusion4 , hope you will co!e to be as fon# of this publication as its contributors are. 3ll , can
wish is for everyone to en;oy flying further an# higher an#4 of course4 to have a safe lan#ing at the
flight/s conclusion.
=ee you in the sky.
Panayiotis 0ania!os
Warning by the Author
Blying4 even when practice# by e(perience# pilots4 is potentially #angerous. Paragli#ing4 a
relatively recent for! of aviation4 is no e(ception. ,t cannot be over-e!phasi"e# therefore that any
one wishing to take up paragli#ing !ust be willing to take on the potential risk of life or li!b. 3ll
!ountain or tow-initiate# flying involves risk that the stu#ent pilot shoul# fully co!prehen#.

GeorgeX 3t Mount Parnassos Lhe center of Earth accor#ing to Greek !ythologyM
his !anual is in no way inten#e# as a self-stu#y course of instruction on its own. ,t is inten#e# as a
co!ple!entary reference or course ai# to personal instruction given by a 5ualifie# instructor. 3ll
risks involve# in this sport can be !ini!i"e# if the stu#ent pilot follows the safety rules of the sport.
he author of this book #escribes an# shares his personal e(perience in a !anner that e!phasi"es
safety first.
Ee!e!ber4 !ost acci#ents occur #ue to foolish !istakes. ,n other wor#s when theory4 practice an#
precaution are not e(ercise#.
)etting 'c.uainted 9ith the port
Paragli#ing is the newest for! of flying. ,t is so si!ple that it coul# be #escribe# as pocket-si"e#
aviation. 3ll you nee# is your lightweight gli#er4 a !ountain slope with an incline for launching an#
a few courses to beco!e airborne an# fulfill the #rea! of ,carus. No !atter how long it re5uires
you to beco!e proficient4 the sport provi#es enor!ous satisfaction at every stage of learning.
Hur volant counterparts4 the hang gli#ers4 saw their own pasti!e e!ulate#@ Paragli#ing/s appeal lies
in its ease of handling and portability4 not to !ention its low cost. Paragli#ing can clai! to
provi#e a sense of #irect involve!ent with the air4 so!ething that no other for! of hu!an flying
can clai! to the sa!e #egree4 an# it en;oys an overwhel!ing large nu!ber of followers.
Diterally hun#ren#s of thousan#s of people have taken up the sport an# slopes are beginning to be
#otte# with paragli#ers. 3 host of colorful gli#ers an# their pilots is a sight to behol#. ,t is a sport
for all seasons4 for both !en an# wo!en of all ages. 3lthough !anufacturers pro#uce a!ong their
range of pro#ucts gli#ers for youngsters paragli#ing is very !uch consi#ere# an a#ult sport.
2owever4 it woul# be !ore accurate to say that it is for sensible4 thinking in#ivi#uals4 regar#less of
age.
' good paragliding pilot can be #efine# as one who can look far in a#vance4 anticipate situations
an# act accor#ingly provi#e# that he has a goo# co!!an# of theory4 he practices fre5uantly an# he
e(cercises precaution.
4re.uently 'sked :uestions:
How do you start the sport?
3ll you nee# to #o is ;oin a club or fin# a nearby paragli#ing school that has a 5ualifie# instructor.
Never entrust so!eone with instructing you unless they are 5ualifie#4 an# certainly #o not atte!pt
to learn on your own.
Novices !ust have appropriate clothing for particular weather con#itions along with cli!bing boots
an# lightweight gloves. he club or flying school supplies the e5uip!ent. he pack or bag
containing the hel!et4 the harness an# the paraglider 9eighs &% to &; kg <=0 to %0 lbs>. ,f you
have a !e#ical con#ition4 #iscuss it first with your instructor4 but in any case no !ore than a nor!al
level of fitness is re5uire#. ' physician 9ould be useful and essential especially for those 9ho
have a medical condition. Hne other useful asset woul# be to have a car4 since while you are on a
hillsi#e4 you can always pick people up who have straye# fro! the launching site.
Gour first e(perience in the air !ay well take place with a tan#e! paragli#er4 alongsi#e an
e(perience# pilot instructor4 an# will provi#e a transition towar#s your first solo flight. an#e!
flights are popular a!ong novices an# often #eter!ine if they want to pursue the sport. ,f you
#eci#e to take up paragli#ing your lifestyle !ay be altere# forever. But even if you #eci#e not to4
you will have e(perience# so!ething incre#ible.
ry it an# seeN
What kind of people take up paragliding?

)eorgia 1andelou and famous paradog Peri
here is no stan#ar# profile. Dove of the win# an# free#o! to roa! in natural surroun#ings4 as well
as a nee# to get the a#renaline going provi#e co!!on #eno!inators. , re!e!ber trying to i!press
a group of pilots by telling the! , ha# once been a !arathon runner. ,t turne# out that the one
person in the group who ha# no athletic backgroun# was the one turning in the best perfor!ance.
8hile this is an e(ception to the rule4 it ;ust shows that you #on/t nee# to be an athlete to learn
paragli#ing as long as you are reasonably healthy. ,n a##ition4 paragli#ing pilots in#ivi#uals are
5uite sti!ulating as co!pany. Gou/ll fin# this out through the course of ti!e.
What are the dangers?
his is the !ost co!!only aske# 5uestion an# for a very goo# reasonO people want to know about
the risk factors of a new en#eavor. he best way to answer this 5uestion is to note that4 as with any
activity that involves !otion an# heights4 #angers e(ist. 2owever4 as with #riving a car or skiing4
for e(a!ple4 your skill4 attention an# ;u#ge!ent can greatly re#uce the potential #anger.
Hbviously we nee# to receive accurate instructions an# #evelop the appropriate attitu#e so as to
leave nothing to chance. Dike a chil# has to be taught to cli!b stairs properly4 the sa!e principle
applies to this sport. ,n an unfa!iliar environ!ent we nee# to re#uce the risks to a bare !ini!u!4
thus creating the con#itions for the sport to be one of recreation an# en;oy!ent. Hnly then can we
clai! it to be si!ply an or#inary !ountain sport4 which #oes entail risk if negligent people perfor!
it. afety should be a priority an# the risk involve# is co!parable to other !ountain sports. Hnce
a pilot is e(perience# he or she is capable of ;u#ging safe con#itions through knowle#ge of weather
factors an# the li!itations of his or her e5uip!ent an# skill.
Novices shoul# fly with their instructor who will co!pensate for their lack of e(perience. ,t !ust be
stresse# here that almost all accidents are attributed more to the human factor an# less to the
nature of the sport itself. here are pilots who continually search in i!proving perfor!ance by
testing the boun#aries of safety. ,n a##ition there are pilots who #o not follow the si!plest of safety
rules. But fortunately4 there are plenty of us who are content flying gently an# safely through the air
without pushing the safety li!its.
What are the rewards for devoting time to the sport ?
8or#s cannot really #escribe it. he feeling of free#o! of4 flying like a bir# through the air an# the
scenery one views fro! above are si!ply sensational. Gou cannot help but be in awe at how easy it
is to view hu!an beings an# nature itself fro! a #ifferent #i!ension. 8hat/s !ore4 you are boun#
to !eet new people an# for! a new social circle with si!ilar interests. Dike everyone else4 you will
always re!e!ber your first flight forever. =o then4 what are you waiting forP Give it a whirlN Dearn
an# you/ll never regret it. Be patient while learning an# you will be rewar#e# with a lot of happy
airti!e.
The name
3 paragli#er is an aero#yna!ic wing4 which allows you to gli#e through the air. ,t bears no relation
to parachuting4 which is all about restraining a fall. Paragli#ing is about flying4 not falling fro! a
great height. 3#renaline seekers will be #isappointe#4 unless they have reache# a very a#vance#
stage an# they want to #o things which are consi#ere# e(tre!e. he wor# KParapenteK is a grouping
of the wor#s para-chute an# pente fro! the Brench4 !eaning slope. =i!ilarly4 the ,talians call it
Kparapen#ioK an# the Ger!ans Kgleitschir!K. he Brench are consi#ere# the pioneers of this sport4
the use of this wor# is an honor to the!. I have dedicated this book to the aviation and
paragliding pioneers 9ho gave us the means to live a dream-
Is it a sport for women?
hough paragli#ing is accessible to both se?es4 there are fewer fe!ale paragli#ers than !ale. he
large nu!ber of !en co!pare# to wo!en !ay act as a #eterrent. But paragli#ing is physically easy
an# !ay well suit wo!en/s thought process since they e(cel at seeing the big picture. he sense of
free#o! couple# with the e(hilaration #erive# fro! the sport shoul# provi#e a!ple !otivation for
either se(.
Paragli#ing/s brief history is #otte# with the presence of wo!en. ,/# like to !ention that fe!ale
pilots for so!e reason yet unknown to us possess a !arke#ly superior capacity to spot ther!als
co!pare# to !en. his is apparent #uring flights where vario!eters are not use#. hey have even
set worl# long #istance recor#s.
he passing of ti!e !akes this sport a nor!al !ountain activity an# , believe !ore wo!en will be
present in the near future. he presence of wo!en then can contribute to the prevalence of the
sport/s popularity at all levels an# in reality everyone stan#s to benefit fro! it. =o then la#ies4 the
challenge is yours. 8hy not ask those alrea#y involve#P Gou an# your partners in life will not
regret itN
Kari ,astle 999-karicastle-com
2002 U.S. Women's National Hang Gliding Champion
2001 World Record Holder Femine pen !istance" !eclared Goal
2001 U.S. Women's National #aragliding Champion
2000 Women's World Hang Gliding Champion
1$$% Women's World Hang Gliding Champion
1$$& Canadian National Champion o'erall
1$$& U.S. Women's National #aragliding Champion
1$$( and 1$$& Sil'er )edalist " World Championships
1$$* U.S. Women's pen !istance #aragliding Record Holder
1$$1 First Women in the +orld to ,l- a hang glider o'er the 200 mile mar.
Inception and Growth
=ince early anti5uity legen#s concerning hu!an atte!pts to fly have aboun#e#. ,n 3ncient Greece
there were Icarus and Daedalus. here are vague stories of !agic carpets in 3rabia4 an# 9hina!en
flying !an-carrying kites. hings starte# to get a little !ore scientific #uring the renaissance with
3eonardo da 8inci4 yet it was not until $*&% that 4austo 8enan7io intro#uce# the first parachute
prototype. ,n $)+A the 1ontgolfier brothers acco!plishe# the first ever balloon flights4 an# $'
years later 'ndre @ac.ues )arnerin !a#e his first parachute ;u!p fro! a balloon. ,n $+%1 =ir
George 9ayley publishe# his book KHn aerial navigationK which was a stu#y on !achines heavier
than air.

Otto Lilliental
he !o#ern age of aviation began in $+1$ with 6tto 3illienthal4 the worl#/s first genuine aviator.
2e !anage# to acco!plish two thousan# flights using a ho!e-!a#e gli#er rese!bling that of a bat
wing. 2is contribution to the /right brothers through his publication4 Khe Blight of Bir#s an# the
Bun#a!entals of 3viationK was consi#erable.
Many years later4 #uring 8orl# 8ar &4 the Nor!an#y Dan#ings provi#e# the back#rop for the
growth4 an 3!erican4 of free-fall parachuting.

3eft: 4rancis Aogallo 9ith his 9ife- ,enter: 6tto 3ilienthal Aight: Pioneer
Bavier Aemond
,n $1'- 4rancis 1elvin Aogallo began to #evelop a wing which was teste# as a kite an# ha# a
hang gli#er shape. ,n $1'+4 he starte# !aking a wing that was capable of supporting the weight of a
pilot. ,n $1*&4 the English free-fall parachutist 8alter Neu!ark !a#e the first successful foot-
launche# towing. =oon after4 a 9ana#ian Domina @albert presente# a new type of parachute with
vertical cloth webs to hol# its shape like an airplane wing. 2e calle# his invention Kthe parafoilK.
L=ee on the botto! of this page all about this inventionM . his provi#e# the opportunity for Ger!an
engineer Dr- D- trassila to !ake a hillsi#e launch.
2owever4 it was in $1)+ in 1ieussy0 4rance that regular flights of over a thousan# !eters in height
began to take place4 an# subse5uently this site swiftly beca!e the Mecca of Paragli#ing. Pro!ising
pilots such as 'ndre !ohn0 erge Tua70 Bavier Aemond0 5ubert 'upetit0 3aurent de
Kalbermatten an# )erard !osson !a#e na!es for the!selves. ,n#ee#4 )erard !osson was
responsible for the sport/s official intro#uction at the 8orl# 2ang Gli#ing Meet in $1)1. ,n $1+&4
Aoger 4illion0 a post!an4 acco!plishe# the worl#/s first high altitu#e flight fro! Mont Blanc4 an#
subse5uently paragli#ing beca!e establishe# in Brance with the opening of a nu!ber of paragli#ing
schools.
From blow up to a modern wing.
,n $1+A4 organi"e# races began to be organi"e# an# two years later at Mieussy4 Eichar# rin5uier
achieve# the 8orl#s/ first five-an#-a-half hour paragli#ing flight using ther!als an# a vario!eter. ,n
&#;60 the first book on the sport was written by 5ubert 'upetit0 an acco!plishe# pilot.
o#ay4 the sport has sprea# its popularity to the far corners of the globe an# pilots are constantly
i!proving techni5ues an# e5uip!ent4 an# paragli#ing schools are present nearly everywhere.
Moreover4 paragli#ing e5uip!ent are in great #e!an# an# #istances of over three hun#re#
kilo!eters have beco!e a fact of life. 3s the sport grows in appeal4 co!petition has beco!e the
center of focus. 8ith this i!petus4 let/s hope that we/ll soon see our sport inclu#e# on the list of
events of Hly!pic ga!es. ,n fact4 paragli#ing has alrea#y been feature# as a can#i#ate for future
recognition as a full-fle#ge# Hly!pic sport.

1C3TI$,233 /I") TDP2 '2AI'3 D28I,2 !y Domina ,- @albert
,nventor@ Domina ,- @albert0 Boca Eaton4 Bla.4 assignor to =pace Eecovery Eesearch 9enter4 ,nc.4
Pal! Beach4 Bla.
.nite# =tates Patent Q A4&+-4-'* Patente# Nov. $-4 $1** Biling ,nfor!ation@ Patent Q A4&+-4-'*
Patente# Nov. $-4 $1** Bile# Hct. $4 $1*' =er. No. '%%4)A' M,DHN B.92DEE4 Pri!ary
E(a!iner 3DBEE: E. 9HEE,G3N4 E(a!iner.
'bstract
his invention relates to an aerial #evice base# upon the principal of an airfoil or wing that can be
utili"e# to suspen# payloa#s in the at!osphere in captive flight or to recover payloa#s either
!anne# or un!anne# fro! space especially where controllability in flight is a re5uire!ent. ,t can
also be use# to stabili"e ob;ects in flight such as towe# aerial targets4 etc.
!ackground
,t is an ob;ect of the invention to provi#e a wing having a fle(ible canopy constituting an upper skin
an# with a plurality of longitu#inally e(ten#ing ribs for!ing in effect A wing correspon#ing to an
airplane wing airfoil an# with the ribs provi#ing longitu#inal channels for the now of air fro! a
relatively large opening on the front of the wing an# a restricte# opening upon the rear of the wing
for the escape of air an# with connecting !eans upon the lower skin to which shrou# lines are
connecte# an# with the wing being generally rectangular or possibly a #elta-shape or a -shape in
accor#ance with the particular use of the #evice.
More particularly the invention conte!plates the provision of a wins of rectangular or other shape
having a canopy or top skin an# a lower space# apart botto! skin an# with the skins being #ispose#
in e5ui#istantly space# relation to each other by ribs of a fle(ible nature that are fi(e# to the top an#
botto! skins an# so shape# as to constitute an air foil an# with the ribs constituting air channels
having a relatively large opening upon the lea#ing e#ge of the wine an# a re#uce# opening at the
rear e#ge of the wing for the escape of air passing through the channels an# with we#ge-shape#
!e!bers connecte# to the botto! skin at space# apart points an# along the chor#s of the ribs to
!aintain stability in the wing an# with the we#ges at their lower points being connecte# to the
several shrou# lines nor!ally e!ploye# in parachute construction an# with the upper skin having
!arginal connection with the lower skin an# with the we#ges provi#ing for even #istribution of
suspension pressure to per!it the botto! sheet to retain a flat surface like an airplane wing.
he invention further conte!plates a wing type #evice having the upper an# lower skins an# with
the top an# botto! skins or sheets covering the evenly space# ribs to provi#e air flow channels an#
with the wing having a relatively large air opening at its lea#ing e#ge an# a re#uce# air escape
opening at its trailing e#ge an# with the lower skin along the chor#s of the ribs being connecte# to a
plurality of fle(ible we#ges that provi#e for even #istribution of suspension pressure an# with the
wing4 when e!ploye# as a free falling wing4 the opening in the len#ing e#ge will be angle#
#ownwar#ly to !ore effectively cause the air to now through the channels an# with the now of the
nit through the channels supplying rigi#ity to the wing whether the wing is to he use# for captive
flight or free #rop. Bor a free #rop4 electronics #evices can be installe# to provi#e for re!ote control
in the recovery of space ite!s whatever they !ay be. he suspension lines can be attache# to
battens that are fi(e# to the un#ersi#e of the lower skin an# running along the sa!e #irection @n the
chor# of the wing an# by !anipulating the rigi# batten !e!ber. the attitu#e of the wine can he
controlle#.
8ith these an# other ob;ects to be hereinafter set forth in view4 , have #evise# the arrange!ent of
parts to be #escribe# an# !ore particularly pointe# out in the clai!s appen#e# hereto.
Description of Invention
Eeferring specifically to the #rawings4 there has been illustrate# a fle(ible canopy top - an# a
botto! skin * that is space# fro! the canopy - to constitute an air flow cha!ber ). he !arginal
en#s of the canopy - are stitche# or otherwise connecte# to the skin *4 as in#icate# at +. he
cha!ber ) is #ivi#e# into a plurality of air flow channels 14 by a plurality of e5ually space# an#
preferably te(tile ribs $%4 for!ing the air flow channels 1 an# the ribs are shape# in accor#ance with
the usual airfoil of an aircraft. he lea#ing e#ge of the wing is provi#e# for its full length with a
relatively large air inlet $$ an# a relatively s!all or restricte# air outlet opening $& is provi#e# for
the full wi#th of the wing. he !arginal e#ges of the ribs $% are stitche# or otherwise connecte# to
the canopy - an# to the lower skin * an# with the skin * being substantially flat an# with air
pressure entering the opening $$4 the wing assu!es a shape si!ilar to that illustrate# in B,G.EE & .
Bi(e# to the un#ersi#e of the skin *4 as by stitching or the like $&4 are a plurality of #epen#ing
preferably te(tile we#ges $A. he we#ges are preferably triangular in shape an# their lower points
$' are connecte# to the well known shrou# lines $-. he we#ges are #ispose# along the chor#s of
the ribs $% an# provi#e for even #istribution of suspension pressure upon the wing to allow the
botto! sheet or skin * to retain a flat surface like an airplane wing4 while air pressure flowing
through the channels 1 !aintain the canopy - in e(ten#e# #irection to correspon# to the airfoil of an
aircraft wing for the we#ges $A are space# in a !anner to correspon# with the ribs $% an# whereby
an e5ual pressure is !aintaine# upon the wing. he several we#ges being illustrate# in B,G.EE $
an# in B,G.EE ' .
,n the use of the wing. as shown in B,G.EE= $-- 4 air will flow through the slightly angle# opening
$$ to flow through the channels 1 an# to have a retar#e# or li!ite# escape through the opening $&4
!aintaining the canopy - in the pre#eter!ine# shape illustrate#.
,n the for! of the wing shown in B,G.EE *4 the opening $$ is #ownwar#ly angle# so that4 as a free
falling parachute4 the opening $$ will scoop the air #uring the #ownwar# fall of the wing an# also
!aintain the canopy an# supply rigi#ity to the #evice. Bor a free #rop. electronics #evices !ay be
installe# in the wing to provi#e for re!ote control in the recovery of space ite!s4 whatever they
!ay be. 8ith respect to B,G.EE= ) an# +4 there has been provi#e# a !o#ifie# connecting !eans
for the shrou# lines $-4 here co!prising a relatively rigi# batten $* which !ay he a strip of
relatively rigi# woo#4 plastic or the like that e(ten#s through a preferably te(tile sleeve $)4 having
its !arginal e#ges stitche# at $+ to the un#ersi#e of the skin *. he battens are also #ispose# for the
full wi#th of the wing an# along the chor#s of the ribs $%. he shrou# lines $- are connecte# to the
battens through a plurality of angle# lines $1 an# connecte# to the battens in any #esirable !anner.
,t will appear fro! the foregoing that a !ulti-cell wing has been provi#e# that is basically a series
of airfoil shape# win#-socks place# si#e by si#e. he openings shown in the lea#ing e#ge of the
wing allows the win# to enter an# supply rigi#ity an# will vary #epen#ing upon whether the wing is
to be use# for captive flight or a free #rop. he #esire# angle of suspension is pre#eter!ine# an# the
suspension syste! is thusly a#;uste#. he suspension or shrou# lines can be attache# to a bar or
other rigi# !e!ber running along the sa!e #irection as the chor# of the wing ribs an# by
!anipulating the rigi# !e!ber the attitu#e of the wing can be effectively controlle#. he wing can
be fabricate# of any !aterial or ;oine# by any !etho# to insure safety of operation. he wing can be
use# to provi#e for #epen#able suspension of scientific instru!ents when it is inconvenient to have
heliu! or hy#rogen for balloon inflation4 an# not practical to use a balloon an# especially when
win#s are too high for captive balloons plus the cu!berso!e proble! of carrying bottle gas with
also a##e# storage proble!s an# other nu!erous ha"ar#s that a balloon offers.
he wing basically has no rigi# !e!ber whatsoever an# is an i#eal vehicle for carrying antennas
aboar# ships an# various parts of the worl# whenever a win# of ten !iles per hour is blowing. he
trailing opening $& is provi#e# to increase the efficiency of aero#yna!ics.
,t will be apparent fro! the foregoing that a very novel !ulti-cell wing type aerial #evice has been
provi#e#. he #evice is si!ple in construction4 is cheap to !anufacture4 is strong4 #urable an# !ost
effective for the purposes in#icate#.
,t is to be un#erstoo# that the invention is not li!ite# to the precise construction shown4 but that
changes an conte!plate# as rea#ily fall within the spirit of the invention as shall be #eter!ine# by
the scope of the sub;oine# clai!s.
,laims
, clai!@
$. 3n aerial wing of airfoil shape4 the wing having a canopy an# a botto! closure for the wing4 the
wing being generally rectangular in shape4 having a lea#ing e#ge an# a trailing e#ge4 ribs #ispose#
within the wing an# confor!ing to the shape of the wing an# with the ribs being e5ui#istantly
space# an# connecte# to the canopy an# the botto!4 the lea#ing e#ge of the wing having an opening
for its full length an# the wing at its trailing e#ge being provi#e# with a restricte# opening for its
full length4 the ribs for!ing air flow channels whereby air flowing through the opening of a lea#ing
e#ge will pressuri"e the canopy an# a plurality of we#ge-shape# !e!bers attache# to the botto!
an# along the chor# lines of the ribs for connection to weight supporting shrou# lines.
&. 3 wing type aerial #evice as provi#e# for in clai! $ wherein the canopy4 the botto! an# the ribs
are for!e# of fle(ible !aterial.
A. 3 wing type aerial #evice as provi#e# for in clai! & wherein the opening upon the lea#ing e#ge
of the wing is relatively wi#e an# the opening upon the trailing e#ge of the wing is relatively
narrow an# whereby air entering the opening of the lea#ing e#ge will pressuri"e the wing to
!aintain the airfoil shape4 the we#ges being #ispose# upon the botto! of the wing along the chor#
lines of each of the ribs.
'. 3 wing type co!prising a wing of generally rectangular shape an# with the wing e!bo#ying a
canopy an# a botto! closure4 a plurality of e5ui#istantly space# fle(ible ribs that are co-e(tensive in
length with the canopy an# the botto!4 the ribs at their upper an# lower e#ges being stitche# to the
canopy an# the botto!4 the wing at its lea#ing e#ge being provi#e# with a relatively wi#e opening
for its full length an# the wing at its trailing e#ge being provi#e# with a restricte# air escape
opening for the full length of the wing4 the several ribs for!ing a plurality of air flow channels an#
whereby air entering the opening of the lea#ing e#ge will !aintain the wing in an airfoil shape an#
with the botto! being flat4 a plurality of we#ges of te(tile !aterial being stitche# to the botto!
along the chor#s of the several we#ges4 the we#ges being #epen#ing fro! the botto! an# connecte#
at their points with shrou# lines.
-. he structure accor#ing to clai! ' wherein the en#s of the canopy are fol#e# #ownwar#ly an#
stitche# to the botto! to for! the en# channels for the wing.
*. he structure accor#ing to clai! $ wherein the opening for the lea#ing e#ge of the wing is
#ownwar#ly angle# to provi#e an air inlet when the wing is use# as a free #rop an# to collect the air
into the wing #uring the #escent of the wing.
). 3 wing type aerial #evice of generally rectangular shape an# with the wing being shape#
longitu#inally to confor! to an airfoil4 the wing having an upper canopy of airfoil shape an# a
lower closure sheet4 all of fle(ible !aterial4 the wing being provi#e# with a plurality of fle(ible
we#ge-shape# ribs that are e5ui#istantly space# an# co-e(tensive with the wi#th of the parachute4
the ribs at their upper an# lower !arginal e#ges being fi(e#ly connecte# to the canopy an# the
botto! sheet4 the several ribs for!ing a plurality of air flow channels4 the botto! sheet having a
plurality of battens of relatively rigi# for! that are connecte# to the botto! sheet along the several
chor# lines of the ribs an# a plurality of shrou# lines connecte# to the battens at space# apart points.
+. he structure accor#ing to clai! ) wherein the battens are #ispose# within te(tile tubing an# with
the !arginal e#ges of the tubing being stitche# to the botto! sheet.
Dra9ings /ith !rief Descriptions
B,G.EE $ is a front elevational view of the wing.
B,G.EE & is a longitu#inal section taken substantially on line &--& of figure $4
B,G.EE A is a hori"ontal section taken substantially on line A--A of B,G.EE &4
B,G.EE ' is a transverse section taken substantially on line '--' of B,G.EE &4
B,G.EE - is a rear elevational view of the wing.
B,G.EE * is a longitu#inal section si!ilar to B,G.EE & but illustrating a #ifferent angle# air inlet
opening at the lea#ing e#ge of the wing4
B,G.EE ) is a view si!ilar to B,G.EE & but illustrating a rigi# batten upon the un#ersi#e of the
lower skin4 an#
B,G.EE + is a frag!entary enlarge# section taken substantially on line +--+ of B,G.EE ).
Associated ythology
Daedalus on the 9ay to 'thens
,n anti5uity4 Daedalus4 the son of Metion 6hi!self a #escen#ant of the patron Go# of 9rafts!en4
2ephaestos74 live# with his wife Nausicrates an# son Icarus. :ae#alus was a great architect4 artist
an# inventor. 3s a sculptor he gaine# fa!e for being the first person to feature statues with the left
leg pro;ecte# slightly forwar#4 thus creating an artistic sense of !ove!ent. ,n brief4 he was the #a
Finci of his age4 so versatile was he.
=uch was his reputation that 0ing Minos of 9rete co!!issione# hi! to buil# a palace in the city of
0nossos where he coul# safely hi#e his wealth of treasures fro! !arau#ing ene!ies. here
:ae#alus constructe# an elaborate co!ple( of cha!bers an# corri#ors known as Khe 3abyrinthK.
8ere an ene!y to enter4 he woul# never re-e!erge.
Bor a##itional security a 1inotaur 6half !an-half bull7 was given 5uarters there. hough grateful
to :ae#alus4 0ing Minos4 wary that :ae#alus woul# #ivulge the syste!/s secret4 refuse# to
authori"e his #eparture fro! the islan#.
1inotaur 8s Theseus
he secret being !erely that whoever entere# the labyrinth shoul# lay a trail of threa# in their wake
so as to retrace their steps. :ae#alus then tol# 'riadne4 the 0ing/s #aughter4 who subse5uently tol#
heseus4 son of 0ing 3egean of 3thens4 after falling in love with hi!.
'riadne
heseus pro!ptly entere# the Dabyrinth whereupon he enslave# the Minotaur. Meanwhile4
:ae#alus ha# resolve# to escape fro! 9rete. 2e constructe# two pairs of wings4 one for hi!self an#
one for his son ,carus4 by pasting feathers on a fra!e with wa(. he 0ing got win# of :ae#alus/
plans so the two pioneering pilots !a#e a swift getaway by air. ,carus ignore# his father/s warnings
not to fly too high an# he soare# upwar# too close to the sun. 2is wings !elte# an# he plu!!ete#
into the ,carian sea off the islan# of ,caria4 both of which are na!e# after hi!. :ea#allus arrive#
safe in 3thens an# then travele# a lot running away fro! 0ing Minos who was chasing hi! .2e
built a te!ple to 3pollo at the city of 0y!e an# #e#icate# his wings to Go#. 2e finally went to
=icily at the services of 0ing 9ocallus.
3 trick was inverte# by 0ing Minos to locate :ea#allus. 2e put a pu""le to people4 giving
anony!ously a great awar#4if anyone coul# pass a threa# through a shell twiste# roun# an# roun#.
:ea#allus sai# to 0ing 9ocallus how to solve the pu""le4 by ti#ing a threa# to an ant an# then let
the ant go roun# an# roun# in a spiral shell an# finally co!e out fro! the other si#e. 3lthough 0ing
Minos knew that he was close to :ea#allus4 #i# not succee# to fin# hi! because he was kille# by
the three #aughters of 0ing 9ocallus.
,carus was worshipe# as a hero for his sacrifice4 a!ong the very few of the Greek !ythology an#
still in our #ays keeps the !ost of the fa!ily/s reputation.
,carus launch
1aterials and 2.uipment
aterials
3 paragli#er is !a#e up of the wing4 rigging 6lines74 s!all rings4 an# risers. ,t is attache# to the
harness via a large carabiner. 3 carabiner is a !etal loop originally use# in rock cli!bing that can
open an# lock close#. 3 reserve parachute4 spee# syste! an# flight instru!ents are positione# on
the harness. ogether with the hel!et4 gloves etc.4 place# in the carrying bag4 the total weight
a!ounts to appro(i!ately $--$+ kg 6AA to '% lbs7.
Wing
3 wing consists of two sheets of !aterial4 one over the other with a gap in between. 3roun# the
e#ges an# rear they are sewn together an# only the front is open. 2ow wi#e the gap is #epen#s on
the #esign of the paragli#er. 9o!petition wings are relatively thin while inter!e#iate an# beginner
wings are thicker.
Between the two sheets of cloth are reinforce!ents calle# ribs4 which !aintain the paragli#er/s
shape. he gaps pro#uce# a!ong the ribs are calle# cells. Eibs have certain openings to allow air
pressure to e5uali"e a!ong the cells. he !ore ribs an# cells there are4 the !ore soli# the wing is4
but also the heavier it is.
he ribs are positione# perpen#icular or crosswise in relation to the surface of the wing. he front
e#ge of the wing is calle# the leading edge an# the rear ri! is calle# the trailing edge. 8e often
refer to a paragli#er wing as a canopy.
Vertical cells - Inside the wing
3 few !anufacturers such as BreeX an# 3#vance use winglets at the e#ges of the wing in or#er to
#eal with tip losses4 as we shall see in the section on aero#yna!ics.
Here are some useful terms describing a wing !
Chord: Front to rear meas/rement o, a +ing
Span: Width o, the +ing
Total weight: 0he +eight o, the pilot carr-ing all his ,l-ing e1/ipment incl/ding the +ing
Pilot weight: 2od- +eight
ctual !ing area: Span 3 a'erage chord
Pro"ected area: #ro4ected span 3 a'erage chord
spect ratio: Span 3 span"act/al +ing area
Pro"ected aspect ratio: #ro4ected span 3 pro4ected span"pro4ected area
!ing loading: 0otal +eight"act/al +ing area
Pro;ecte# wing/s area is the area the wing covers in flight. =ince the wing is 5uite curve# in the air4
the proEected area is smaller than the actual area. he pro;ecte# figures is what !atters for
perfor!ance purposes.
he wing is constructe# with t9o identical parts: The left side and the right side. ,t is necessary
to think of having two si#es of a wing co!pli!enting each other4 rather than one ;oint wing. he
wing is !a#e of special lightweight4 wear-resistant !aterial such as :acron polyester4 Nylon4
Mylar4 or others4 teste# an# selecte# by each in#ivi#ual constructor. 9loth !anufacturers such as
:i!ension4 9arrington or ei;in are co!!on sources of paragli#er cloth. he !aterial is chosen
base# on criteria such as cost per s5uare !eter4 weight4 wear an# tear4 resistance to the har!ful
effect of the sun/s rays an# so on.
Every constructor #eter!ines his own specifications an# life e(pectancy for the consu!er to peruse.
8hat #eteriorates with use is !aterial strength an# canopy porosity. 3 porosity !eter can be use#
to inspect how porous the !aterials are. Ee!e!ber4 prior to every flying season your paragli#er4
canopy an# lines shoul# be checke# for nor!al wear an# tear. Generally4 whenever !aterial co!es
into contact with water4 especially salt water4 as well as #ust4 sun4 e(cessive hu!i#ity an# certain
species of insects wear is e(perience#. 3pco was the first co!pany to offer a A-year warranty on its
wing !aterial4 followe# by BreeX an# then others.
The shape o# the wing has changed
3 consensus a!ongst paragli#ing professional is that a wing is goo# for =00 hours of direct
sunlight e?posure. =o if you want to keep your wing for a long ti!e4 protect it while it is not in
use. he best way to protect a paragli#er is to store it away in its bag in a cool an# #ry place after
flying. 3 properly safeguar#e# wing will fly an# launch !ore effectively than one that isn/t. Make
sure not to leave it in the vicinity of car or !otorcycle e(haust fu!es or pack it up in the !i##le of a
roa# in su!!er when the asphalt surface is hot. =o!e !anufacturers are using Mylar in the lea#ing
e#ge which re5uires specific packing to avoi# creasing of this !aterial. 9arefully rea# the owner/s
!anual of your wing. Gou shoul# also consi#er4 the practicality of your choice of color for the wing.
8hite easily gets #irty an# so!e colors en;oy greater resistance to ultraviolet light.
Here is a brief guide!
5igh resistance to C8 light:
8hite4 light grey4 pale green4 light blue
1edium resistance to C8 light:
:ark green4 #eep blue4 yellow4 violet4 orange
3o9 resistance to C8 light:
Bluorescent pink4 fluorescent yellow4 purple4 fluorescent orange4 black.
Gou can also be assiste# in selecting a color if u see the .ltra Fiolet #egra#ation4 after )&% hours of
sun e(posure@ Bor 3ight grey the 5uality left is 2%F 4 for /hite &6F4 for )reen &GF4 for ky
!lue &=F4 for 1edium !lue &=F4 for 8iolet &&F4 for Dello9 +F4 for Purple !lue +F4 for
6range +F4 for Purple =F4 for Pink &F.
2ence the lighter a color is4 the !ore resistance it is to .F light an# therefore is very i!portant
when consi#ering appearance an# longevity.
"leaning the Wing
.se only water an# only !il# a non-alkaline #etergent for isolate# stains or !arks. 8ashing is not
goo# for the wing.
:o not scrub or abra#e the !aterial when cleaning.
Dines !ust not beco!e wet or they !ight shrink.
Deave a wet paragli#er out to #ry in a sha#e# area.
:o not pack it up wet. :eploy your paragli#er at the earliest opportunity after it gets wet.
Wing #epair
,f you e(perience a tear longer than - c! 6& inches74 take it to a 5ualifie# repair specialist. =light
tears can be !en#e# with transparent self-a#hesive tape applie# on the insi#e. :o not use colore#
tapes because they look unsightly. Darger tears of over - c! can be !en#e# as above4 but with the
tape applie# both on the insi#e an# outsi#e. 3 repair specialist using a special nee#le an# threa#
!ust repair large tear on sea!s an# stitches for lines.
$ines
Pilot$s %iew
he rigging which connects the canopy to the harness is co!!only known as lines. hese lines
usually !easure between %.' an# $.) !! 6.%$* to .%) in74 an# occasionally reach up to &.& !! 6.%1
in7 in #ia!eter. heir level of strength #epen#s on their thickness an# the properties of !aterial
use# in their construction. hey are usually covere# with a protective sheath to guar# against
groun# friction an# are !a#e fro! :ynee!a4 0evlar4 =pectra4 =uperara!i# an# so on. he lines
e(ten# fro! the wing/s lower surface an# casca#e in thickness an# nu!ber via a series of 5uick
links. he lines are attache# at one en# to s!all loops sewn to the wing an# at the other en# to the
risers via s!all carabiners4 which in turn are attache# to the pilot/s harness via the large carabiners.
Mo#ern paragli#ers have a s!aller nu!ber of lines than in the past. Dess rigging provi#es less
resistance to the wing/s forwar# !otion an# a paragli#er can gain up to ' k!?h 6&.- !ph7 if thinner
lines are use#. he !aterial that goes into lines has special anti-wear an# tear features an# a
!ini!u! a!ount of elasticity.
,t is essential to be aware of the lines/ special properties with regar#s to !aintenance an# eventual
replace!ent. 3s an e(a!ple we shoul# !ention that 0evlar lines use# before $11& were very
sensitive to ben#ing. Most lines un#ergo shrinkage when they co!e into contact with water an# you
shoul# consult your local #ealer if your gli#er gets wet. Every !anufacturer #eter!ines the specific
properties of the lines they e!ploy.
Generally4 the thickest lines on a paragli#er shoul# be replace# every year or after a hun#re# hours
of flying ti!e4 as they ten# to stretch. This stretch results in deterioration of the 9ingHs
aerodynamic efficiency. his effect is especially the e(perience# by the lines up front 63 lines7 #ue
to the greater loa# borne by the!. Partial replace!ent of in#ivi#ual lines is si!ple4 either of the
sa!e !ake or alternatively of the sa!e !aterial an# thickness 6to test length4 tighten line with a
weightloa# of - to + kg$$ to $+ lbs7.
Bor a co!plete overhaul4 !ake sure you use the original !anufacturer/s official set of lines. Binally4
you nee# to carry out an inflation test an# inspection afterwar#s.
%rakes
Turning Le#t Turning
&ight
hese are two sets of lines e(ten#ing fro! the left an# right trailing e#ge of the wing. Each one
lea#s to the brake han#le of the left an# right si#e. ,f you pull the right brake you turn right. o turn
s!oothly4 apply the brake while si!ultaneously shifting your bo#y weight.
Put si!ply4 proper application of the brakes is essential for safe flying an# efficient wing
perfor!ance. Ee!e!ber that a paragli#er re5uires so!e ti!e to respon# so you will have to learn to
use your bo#y to assist the turn. Pulling on the brakes too much can cause the braked side to fly
very slo9ly and enter a stall. 3t this stage the brake han#le has no resistance. Paragli#ers #esigne#
for stu#ent pilots usually have longer brake lines to prevent the pilot fro! pulling the! too !uch.
Dater we will #iscuss stalls an# asy!!etric collapses.
3 !ai#en trial flight in a new paragli#er shoul# not be carrie# out before the brake tri! position is
checke# through groun# han#ling. 8hile the wing is inflate# in flight !o#e with han#s off the
brakes4 the brake lines shoul# be a#;uste# to be at !ost - c! 6& in.7 away fro! the gro!!et which
is sewn on the riser. ,f he brake line is a#;uste# too short4 the resistance that the set of brake lines
creates #uring flight !o#e can cause a slight force an# #rag on the rear e#ge of the wing.
'ra(e handle (not
#emember!
&- o help untangle your lines4 stretch the! out4 lift up the K3K lines an# pull out the brake lines4
one si#e at a ti!e. hey often untangle all the others. Give the lines a shake to loosen snarls. ,f your
harness is unhooke# an# your risers are in a knot4 start fro! the canopy an# work back #own the
K3K lines.
2- ,f a brake gets foule# in the air4 carefully use the rear risers to control braking an# steering.
#isers
Aisers
Eisers are linke# at their upper en# through s!all links or rings onto lines arrange# into groups.
here are usually A or ' risers each left an# right. hey are calle# 34 B4 9 an# : risers4 #epen#ing
on where the lines e(ten# fro! the wing. The ' riser is the for9ard !ost riser #uring flight !o#e
with B following4 an# so forth. he risers on each si#e are linke# to the harness with large
carabiners. Many wings are #esigne# to allow varying the ri#er lengths. Ee#ucing 3 an# B risers/
length can achieve greater spee# whereas by reversing the action the opposite can be acco!plishe#.
=uch alterations are #eter!ine# by a paragli#er/s #esign an# can #rastically change the way a wing
han#les. 3 pilot shoul# never atte!pt to alter the #esigner/s teste# configuration. ,n particular4 risers
lengths are change# when the spee# bar an# tri! are use#. More will be sai# about this below.
&peed &ystem
=pee# syste! bars
3 spee# bar is a si!ple syste! consisting of lines attache# to the 3 risers 6an# so!eti!es to others7
that threa# through two pulleys attache# to the harness an# a bar which the pilot can press with his
feet. 3 return to nor!al flight !o#e is achieve# auto!atically by letting up on the bar. he ai! of
the syste! is to shorten the length of the 3 risers an# a bit less the length of B an# so!eti!es 9
risers. 3s we shall see in the section on aero#yna!ics4 such operations will alter the wing/s angle of
attack an# the canopy will fly faster.
en kilo!eters per hour 6* !ph7 is the e(tra spee# attaine#. 8hile faster spee#s can be achieve#4
the wing is !ore susceptible to collapses. hus4 though si!ple to use4 the spee# bar syste! is not
always safe unless a few points are borne in !in#@
&- imultaneously using speed bar and brakes means performing t9o opposing commands.
herefore4 it si!ply will not work safely. =o!e test pilots use full acceleration an# braking to
!ini!i"e the spee#. he result fro! this action is that the wing/s aero#yna!ic shape is #ra!atically
change# an# the paragli#er !oves vertically #ownwar#s. =uch practices prove #angerous. 3tte!pt
this only over water.
2- =pee# can be a#;uste# by applying pressure on the spee# bar but the fol#ability of the wing
shoul# concern us when we are close to the groun#4 in turbulence an# in ther!al con#itions.
3ppropriate use of the spee# bar here is i!perative. :uring beginner instruction4 the gli#ers use#
are not vulnerable to collapses an# spee# bars are not use#. ,n contrast4 the issue is an i!portant one
in co!petition4 though pilots are e(perience# enouph to be able to #eal with it.
Make sure your harness is set up properly.Gour spee# line shoul# run fro! your riser #own through
a pulley stitche# to the harness4 an# then out via another pulley to your feet.
o be able to use the full spee# range of your gli#er you !ay have to shorten your spee# bar cor#s
or a## a la##er syste!. Many la##er syste!s can be set up so that Rlegs straight/ on the lowest bar is
aroun# half spee# in the accelerate# spee# range thus goo# for cruising into gentle win#s. he
secon# bar is only use# to get you up to !a(i!u! spee# on the rare occasions where it/s both
practical an# safe to #o so.
3rrange your spee# syste! so you can access it without taking your han#s off. ry pulling the top
bar al!ost tight to the base of your seat an# then leaving a loop hanging #own to hook your heel in.
&ichard )allon uses #ull bra(es and speed bar to land %erticall*. +o not attempt this ...
#emember
8ith the spee# bar al!ost every gli#er is !ore susceptible to #eflations #uring accelerate# flight
#ue to the #ecrease in angle of attack. ,n a##ition4 the e(tra spee# you are carrying into the collapse
!eans the wing reacts far !ore violently. :uring :2F testing al!ost every gli#er pulls its highest
gra#es #uring the accelerate# tests4 an# even very safe wings react faster when collapse# on the
spee# bar.
Bor these reasons you shoul# only consi#er using the spee# bar when you have enough height to
recover fro! a !a;or collapse.
Trimmers
Many paragli#ers contain tri! syste!s which allow progressive length !o#ification of the rear
risers. hus the angle of attack of the wing can be altere# to !o#ify spee#4 hence the ter!s KslowK
an# KfastK tri!. ri! syste!s or Ktri!!ersK are usually positione# on the rear risers 6:7 when the
paragli#er has four risers4 or on the 697 risers when the paragli#er has three risers. he tri!!ers
!o#ify the riser where they are attache# as well as the ne(t one forwar#. he reasoning behin# tri!
is i#entical to that of the spee# bar4 e(cept that operations are #one !anually an# on a !ore fre5uent
basis. 3 wing flying on fast tri! 6with tri!!ers set for !a(i!u! spee#7 is !ore vulnerable to
collapses4 an# even !ore so when the tri!!ers are asy!!etrically open.
Glossary
lo9 trim S ri!!ers set for nor!al spee#.
4ast trim S ri!!ers set for !a(i!u! spee#.
8 min S Mini!u! spee# before the wing loses its capacity to stay airborne. 3chieve# via brakes
without the use of a spee# bar or tri!!ers.
8 ma? S Ma(i!u! spee# via spee# bar an# tri! provi#e# the specific paragli#er has been
thoroughly teste# with the!.
8 trim S Blying spee# without the use of brakes4 spee# bar or tri!!ers.
, personally feel that tri!!ers are not always safe4 either through the pilot/s negligence at not
having the! sy!!etrically applie#4 or because of self-opening #ue to turbulence. heir nu!erous
a#vantages nevertheless !ean they cannot be #is!isse#.
"arabiners
9arabiners are rings or loops usually !a#e fro! steel or alu!inu! alloy an# very resistant. hey
allow attach!ent an# #etach!ent of lines or webbing through a springing gate. :ue to ease of
han#ling an# stylish look4 alu!inu! carabiners are preferre# though they are !ore vulnerable on
i!pact than steel. =trength shoul# always be sta!pe# on the carabiner. Fery rarely #o pilots !ake
use of #ual carabiner for the sake of safetypractically not necessary. 3voi# using chro!e plate#
carabiners.
he carabiners should be turned in9ard an# secure# by tightene# screws or auto lock. =pecial
carabiners can swiftly release the risers4 the spee# syste! an# conse5uently the wing as well in the
event of an e!ergency when a steerable reserve parachute is thrown.
,f you lose one carabiner you will partially fly without control4 because you will fly with the half of
your wing. ,!!e#iately #eploy your reserve parachute.

mall ,arabiner attached to risers and !igger carabiner attached to harness-
5arness
3 harness is linke# to the wing by the large carabiners at the lower en# of the risers. Dike canopies4
harnesses also receive sta!ps of approval fro! certification agencies to ensure consu!ers. 3ll
certifie# harnesses are consi#ere# safe as teste#. 2aving sai# that4 there are occasions where
proble!s4 large an# s!all4 have occurre#. ,hoose an approved harness.
3 wi#e range of harnesses e(ists on the !arket4 which vary in co!fort4 stability an# win#
resistance. Three types of harness have managed to dominate the market:
&- tandard with three webbing belts4 one for the chest an# one for each leg.
2- ,ross$braced with two chest webs fastene# crosswise an# two for the legs.
=- The single$point restraint <'!> harness intro#uce# by =upair.
Hn the cross-brace#4 there are two chest webs fastene# crosswise while the 3B= features a single
chest web with crosswise supports on both si#es4 an# subse5uently it is the !ost popular.
Every !anufacturer !akes reco!!en#ations for its own harness an# #eter!ines the spacing
between the carabiners. his #istance is roughly '% c! 6$* in.7 fro! the center of the left carabiner
to the center of the right one. :esigners often use #ifferent #istances between carabiners #epen#ing
on the perfor!ance of the canopy@ for nor!al paragli#ers this #istance !easures A+ c! whereas for
co!petition paragli#ers it !easures '&c! 6$*4- in.7.
he nature of the harness also has to #o with the carabiners/ height above the seat. he s!aller this
#istance is the !ore the canopy is activate# by pilot/s co!!an#s bringing at the sa!e ti!e the
!ove!ents of the canopy !ore sharply to the pilots bo#y.
2arnesses typically have storage an# carrying capability for necessary or useful in-flight e5uip!ent.
Back protectors4 si#e protector #evices4 reserve parachute4 spee# bar4 waterbag4 F2B4 ca!era4
transit bag4 co!pass4 GP=4 an# ca!elback 6portable water bag7 can all be fitte# onto the harness.

Description of harness and !ack protector
In ore 'etail!
3 back protector is !a#e fro! soft foa! of $%-&% c! 6' to + in.7 an# has polyester or kevlar support
in a##ition to an airbag. =i#e protectors are si!ilarly built. =yste!s like the 9ygnus that offer air
intake while the paragli#er is flying are also gaining a share of the !arket. he new concept fro!
Bree( an# =upair using har#er !aterial for the back protector has receive# the :2F approval an# is
followe# by the 9harly protector.
3 reserve parachute can be positione# behin#4 in front or at the si#e of the pilot/s bo#y. Bree( an#
=upair have4 in fact4 establishe# the frontal position as the safest solution4 the a#vantage being
5uicker access. hus the new harnesses are no longer placing the reserve parachute on the lower
back part of the harness4 but on the top.
(seful tips!
&- Hne rule of safety is to secure the leg straps first as soon as you have put on the harness an#
release the! last4 when you have taken off your harness at the en# of a flight. his proce#ure is
#esigne# to prevent the #anger of launching without the leg straps.
2- 0eep the leg straps .uite tight an# this will assist you in entering the harness after launching.
=- Pre-flight inspection an# a#;ust!ent of the harness is essential. Dook it over an# a#;ust the
harness straps so that it fits an# is co!fortable4 keeping safety in !in# at all ti!es. 8ith e(perience
you will be able to !ake !inor a#;ust!ents in the air4 if necessary. 8ing han#ling is so!ewhat a
!atter of harness a#;ust!ent as well. 9o!petition harnesses are unsuitable for recreational flights
an# shoul# be use# only by e(perience# pilots.
%- ,f you have a larger or shorter spacing in the chest webbing than the teste# setting 6about '%
c!7 you will alter the wing/s behavior. 8hen the #istance is larger4 the wing reacts easier to the
pilot/s co!!an#s an# shakes the pilot in turbulence !ore. ,n the event of a si#e collapse4 recovery
nee#s !ore input by the pilot. 8hen the chest strap is faste# with shorter #istance than the teste#
one the wing has the ten#ency to !ove left an# right on the vertical a(is. he control is !ore
#ifficult but the pilot feels !ore stable. Practice by changing the chest strap #istance by & to ' c! 6$
to & inches7 but no !ore.
G- ,f one of your carabiners brake #uring a flight4 your halt wing will still be flyable but without
control. he sink rate will increase to +!?sec an# your reserve parachute has to be #eploye#.
4lying 2.uipment
Altimeter
3n alti!eter !easures the changes in atmospheric pressure as you !ove up or #own4 thus giving
you your altitu#e. his infor!ation is very useful when flying so you know your general position
an# how far you can reach. Most alti!eters can be set to rea# altitu#es above a #esire# level such as
lan#ing fiel#4 launch point or sea level. 8hile separate alti!eters are available4 usually they are
co!bine# with a vario!eter an# often with an airspee# in#icator.
)ariometer
3 vario!eter takes the sa!e pressure signal that the alti!eter uses an# !easures the rate of change.
hus it provi#es an in#ication of your rate of #escent or ascent. Most KvariosK provi#e a visual an#
au#io lift signal. his infor!ation is useful since it lets you know if you are in lift or sink. hen you
can linger in lift to stay up or cli!b as well as avoi# sink unless you want to #escen#. =o!e
instru!ents recor# your vertical position over ti!e which can later be viewe# on screen or store# on
a P9 an# printe# out. his feature is calle# a barograph. ypes of instru!ents containing barographs
have seals on the opening screws which shoul# not be re!ove#. hese seals ren#er the instru!ent
ta!per-proof an# therefore legal for setting official recor#s.
Airspeed Indicator
3n airspee# in#icator !easures the pilot/s spee# through the air as well as the win# spee# on the
groun#. here are co!pact electronic airspee# in#icators4 which are propellers attache# to
vario!eters an# others which can be tie# separately to one/s harness. Hl#er types of airspee#
in#icators consist of a probe which !easures air force which varies with airspee#. Hn certain #ays
the use of a win# in#icator is essential to check win# strength at launch.
#adios *)ery and (ltra High +re,uencies-
his is a co!!unication #evice essential for in#epen#ent instruction4 cross-country an# co!petition
flights. o#ay pilots use portable F2B or .2B trans!itters?receivers. F2B perfor!s better via air
stations white F2B perfor! better via groun# stations. 3nother na!e for these #evices is & !eters
for F2B an# )% centi!eters for .2B 6which is a #escription specifying the length of the antenna7.
Generally speaking4 there are certain restrictions concerning ra#io co!!unication an# the use of
fre5uencies4 which range fro! country to country. ,n Ger!any an# in !ost countries .2B is
allowe# un#er so!e con#itions. ,n the ..=. special business channels are provi#e# for paragli#ing
6contact the national organi"ation7 an# ha! channels are legal for license# users. he ha! license is
easy to obtain in the ..=. an# is being !a#e !ore available in Britain. ,n 3ustralia4 special channels
an# receivers are re5uire#. 9ontact the national organi"ation for !ore infor!ation. ,t is essential to
follow the strict rules followe# by all ra#io users. Bor e(a!ple@ co#e wor#s are not allowe# on &
!eter ra#io4 #on/t tie up a channel4 foul language is illegal etc. he ra#io is not a toy an# is not
suppose# to be use# for fun. :uring the ti!e that you have tie# up the channel so!eone !ay be
calling for help an# !ay fin# the fre5uency occupie#.

1arine
,hannels
4re.uencies <15I>
TA'"1IT A2,2I82
& $-*.%-% $*%.*-%
&' $-*.%-% $-*.%-%
2 $-*.$%% $*%.)%%
2' $-*.$%% $-*.$%%
= $-*$-% $*%.)-%
=' $-*.$-% $-*.$-%
% $-*.&%% $*%.+%%
%' $-*.&%% $-*.&%%
G $-*.&-% $*%.+-%
G' $-*.&-% $-*.&-%
6 $-*.A%% $-*.A%%
+ $-*.A-% $*%.1-%
+' $-*.A-% $-*.A-%
; $-*.'%% $-*.'%%
# $-*.'-% $-*.'-%
&0 $-*.-%% $-*.-%%
&& $-*.--% $-*.--%
&2 $-*.*%% $-*.*%%
&= $-*.*-% $-*.*-%
&% $-*.)%% $-*.)%%
&G $-*.)-% $-*.)-%
&6 &G6-;00 &G6-;00
&+ $-*.+-% $-*.+-%
&; $-*.1%% $*$.-%%
&;' $-*.1%% $-*.1%%
&# $-*.1-% $*$.--%
&#' $-*.1-% $-*.1-%
20 $-).%%% $*$.*%%
20' $-).%%% $-).%%%
2G $-).&-% $*$.+-%
26 $-).A%% $*$.1%%
2+ $-).A-% $*$.1-%
2; $-).'%% $*&.%%%
60 $-*.%&- $-*.%&-
+0 $-*.-&- $-*.-&-
;0 $-).%&- $*$.*&-
;; $-).'&- $*&.%&-
;;' $-).'&- $-).'&-
/B0& - $*&.--%
/B02 - $*&.'%%
/B0= - $*&.')-
/B0% - $*&.'&-
/B0G - $*&.'-%
/B06 - $*&.-%%
/B0+ - $*&.-&-
/B0; - $*$.*-%
/B0# - $*$.))-
/B&0 - $*A.&)-
:o not use above fre5uencies unless
authori"e#.
,hannel &6 is the 2mergency marine
channel-
G.& Global .ositioning &ystem by &atellite

4lying e.uipment
3 GP= instru!ent is a special precision #evice which receives signals fro! satellites an# enables us
to pinpoint an e(act position. ,f the coverage of the area is rich an# four satellites are locke# by GP=
then the altitu#e can also be given. Hriginally #esigne# by the ..=. !ilitary4 it provi#es an accuracy
within $%% ! 6A%% ft7 with 1-T reliability. ,n paragli#ing it is use# for assessing groun# spee#4
orientation along cross-country routes an# for fin#ing turn points in co!petitive races. Blying spee#
calculate# by airspee# in#icators #iffer fro! GP= groun# spee# even in the absence of win#. his
#ifference is because GP= !easures hori"ontal spee# whereas a win# in#icator !easures angular
spee# 6see polar curve7.
=o!e !anufacturers offer a co!bine# GP= an# vario?alti!eter instru!ent4 which will eventually be
i#eal when battery proble!s are resolve#. 3ll co!petition flights are recor#e# via GP= instea# of
the usual taking of photographs at various turn points.
"ompass
3 co!pass can be useful for fin#ing your bearings an# navigating to a point4 but now this
instru!ent is largely replace# by GP= units. 3 co!pass can still be a useful backup if your GP=
fails #ue to low batteries. 9o!passes ten# to be of little use if you ina#vertently enter a clou#
because once you start turning they lag or lea# your turn an# !ay swing wil#ly. here are various
types of co!passes available. he best co!pass for your purposes is the floating ball type which
allows the housing to be tippe# which is what will happen when you bank into a turn.
Water %allast %ag
his ite! is a plastic bag which can be fille# with about $% kg 6&& lbs7 of water. 3##ing weight can
co!pensate for a lighter weight pilot flying a gli#er #esigne# for a heavier pilot4 thus achieving
greater flying spee# an# better control. ,n contrast to soli# loa#s such as !etal weights4 a waterbag
can be e!ptie# to lighten the loa# #uring flight. ,t has the a##e# a#vantage of being able to
transport #rinking water4 which !ay be consu!e# via a tube.
#eserve .arachute
E!ergency parachutes are co!pulsory #evices for all flights. hey co!e in various for!s@ roun#4
roun# with stabili"er holes4 pulle# #own ape( an# annular. he pilot effects its release by han#
throwing4 though there e(ists an e;ectable syste! via rocket or spring. 3n e;ecte# rocket can
possibly entangle the wing an# in any case a##s e(cess weight to the whole configuration.
=everal gui#e# reserve #esigns 6rectangular shape#7 are capable of forwar# !otion with a gli#e
ratio of & or A to $. 2owever4 , believe it is best to keep things si!ple. hus4 a good .uality0 s9iftly
refoldable manual reserve is all that is needed.
More will be sai# of reserve parachutes in the section on =,F courses where you will learn how to
use a reserve an# how specialists pack it.

The pilot is pulling the ' Lines in order to stop the wing #l*ing
'ttire
3nyone inappropriately #resse# for !ountain con#itions will soon reali"e their !istake. Dight
running shoes4 heele# shoes4 thin socks an# tights4 non-win# proof ;ackets an# so on #o not stan# up
to rough terrain an# biting win#s. ake care to wrap up in proper gear4 but avoi# over#ressing. he
layere# approach is wisest since it allows you to a#;ust your bo#y/s heat loss. Be cautious of
wearing ;ewelry which can catch lines.
What to Wear!
&- 9li!bing boots with a low heel an# thick woolen winter socks. 3 goo# 5uality pair of boots will
have the Fibra! 6yellow logo7 soles.
2- 3 full-length 9indsuit. ,n the absence of a gli#ing suit4 wear win# proof ;acket.
=- 3 s9eatshirt with long sleeves in su!!er an# a fleece ;acket in winter.
%- 3 JbalaclavaJ is a necessity in winter but can also be useful in su!!er at high altitu#e.
Balaclava is a city in Eussia where they first use# this hea# protection in the =econ# 8orl# 8ar.

G- 5elmet covering the entire face an# ears4 but not a totally enclose# !otorcycle type4 so that your
ability to ;u#ge space an# !ove!ent in the air is not i!paire#. 3 !ore or open-style hel!et not
!a#e fro! polystyrene is suitable. Every hel!et shoul# have passe# your country/s stan#ar# such as
:,N AA1-'. Make sure it fits properly an# that you know beforehan# how to unfasten it rea#ily.
6- )loves shoul# be worn at all ti!es4 no !atter what the season to avoi# cutting your han#s with
the lines #uring groun# control or atte!pting Kbig earsK.
+- Binally4 lip balm an# sunblock are necessary accessories on certain #ays of the year. 3lso .F
blocking sunglasses4 preferably with lenses that block blue light help to #istinguish the for!ation of
ther!al cu!ulus.
)et dressed appropriatel*
Paragliding is a 9ay of life- ,ts e5uip!ent shoul# not be consi#ere# an e(pense but a necessity in
ter!s of protection.
Why do we +eel "old and in Which Way do "lothes &hield us
+rom it?
Hur bo#y pro#uces heat in or#er to keep us war!. 8hen we are in a col# environ!ent4 heat is lost
fro! our bo#y to the outsi#e. 3s a result4 bo#y te!perature falls an# we feel col#. his pheno!enon
appears !ore intensive when we perspire4 which !eans that heat is also spent to evaporate water.
his proble! can be solve# with clothes which prevent heat !ove!ent to the outsi#e. U
About +ibers!
/e 9ill better comprehend the properties of the fibers 9e 9ill e?amine belo9 if 9e first
apprehend t9o fundamental ideas:
a. he regain of a fiber sa!ple4 which is e5ual to the 5uotient of the water !ass to its #ry !ass.
b. 2eat4 which is pro#uce# fro! a te(tile !aterial #uring !oisture absorption4 is calle# heat of
absorption 6or #ifferential heat of sorption7. his is a positive characteristic of te(tiles4 as they can
!ake us feel war!. .nfortunately4 when there is saturation of !oisture in a te(tile !aterial 6it is
absolutely soake#7 then the heat of absorption #ecreases rapi#ly to "ero.
V Polyester@ Hrganic co!poun#s category. ,n our case they are use# for fiber pro#uction. Polyester
presents very low regain. ,t absorbs very little water fro! the air4 an# as a result it is very easy to
#ry. 3t the sa!e ti!e it #oesn/t absorb heat fro! our bo#y to evaporate water4 so we #on/t feel col#.
Even if snow sticks to this te(tile or if it has absorbe# a large a!ount of water4 both can be easily
re!ove# by si!ply shaking the cloth. his is #ue to its low absorption. he #raw back of polyester
at least in co!parison to wool is that it has a low rate of absorption.
Polyester is very light in relation to the ther!al insulation it provi#es. ,n a##ition4 synthetic fibers
are i#eal for velour or the bulky for! of Bleece or Pile because of their long length an# their
resistance to !oisture. Polyester is the best synthetic !aterial for these applications. Binally4 the
water repellent treat!ent4 which is nothing !ore than a che!ical treat!ent4 although not
per!anent4 increases the efficiency of water repellence4 yet !aintains breathability.
V Pile@ Babrics !a#e fro! knitte# fibers with a special refine!ent to provi#e bulk an# thus war!th.
V 8ool@ Birst of all4 wool has a very high rate of absorption an# provi#es !ore war!th than
polyester4 even when wet. ,ts resistance to fle(ibility !akes it #ifferent fro! other fibers. 8ool
fibers can fle( &%4%%% ti!es without breaking4 while cotton fibers can stan# only A4%%% ti!es. hese
are the reasons why wool fibers have been use# for centuries as ther!al insulation. ,t woul# be
wrong to say that we shoul#n/t use wool4 because not only is it aesthetically pleasing but it has
!any beneficial properties.
2owever4 wool has two great #isa#vantages for paragli#ing@
a. 8ool fabrics take a long ti!e to #ry because of the fiber construction an# the enor!ous 5uantity
of water they can absorb. his absorption will significantly increase the fabric/s weight.
b. hey are consi#ere# heavy4 even when #ry4 in relation to polyester.
V 9otton an# silk have a low rate of absorption. he only a#vantages of cotton are its increase#
resistance to friction up to A%T when wet an# it has goo# breathability. Hn the other han#4 it takes a
long ti!e to #ry. =ilk is a very goo# ther!al insulator4 but its resistance to friction #ecreases up to
A%T when it is wet. ,n a##ition4 it is very e(pensive.
V Bleece@ Babrics of a special knit an# brushing process4 that they provi#e war!th. Birst appeare# in
the )%s.
Berber Bleece - 3 polyester blen# with a soft4 #rapey feel an# natural look. ,ts lightweight
characteristics an# open weave !ake it a full-season fabric that is highly breathable.
E.9.H. =port Bleece - 6Environ!entally 9orrect Hrigins7 3 war!4 breathable blen# of +)T recycle#
so#a bottles 6!elte# #own an# spun into yarn7 an# $AT virgin polyester. Maintains its insulation
properties even when it/s co!pletely soake#. he latest generation of fleece retains all the
perfor!ance characteristics of non-recycle# fleece while being kin# to the environ!ent.
Micro Bleece - 3n incre#ibly soft yet technically a#vance# !aterial that offers superior war!th
without bulk an# weight. :ries 5uickly4 #oes not hol# o#or-causing bacteria an# is pill-resistant.
his !aterial will beco!e your best frien# an# is great for layering.
8in#Ia!!er Bleece - :ouble face#4 no pill polyester fleece. Blocks up to +%T of the win# without
la!ination.
V Nylon is un#esirable as it #oesn/t breathe enough to avoi# soaking4 although it has the lowest
water absorption after polyester 6'T7.
Polyvinyl - 3lso known as Finyl coate# polyester4 this is the sa!e !aterial use# on truck tarps an#
cli!bing haul bags. 8e use a lighter version that is sai# to last )-+ years outsi#e. his is the !ost
.F resistant fabric known an# is !anufacture# by 9ritter.
=pectra 9or#ura - 3n un!istakable !aterial with white =pectra ripstop reinforce!ents on black
9or#ura. Marathon 9or#ura - 3 rugge#4 air-te(ture# nylon that/s highly abrasion resistant an# able
to withstan# the toughest con#itions !nufacture# by :uPont. 9oate# with urethane on the insi#e.
Packcloth - 3n H(for# weave !aterial that is tough4 lightweight an# easy to pack. .rethane an#
:8E 6:urable 8ater Eepellant7 coating.
9yclone Microfiber Nylon - 3 lightweight an# #urable nylon that offers a balance of water-
repellency an# breathability. Microfiber nylon achieves a superior perfor!ance #ue to the
construction of the !aterial without a##itional coatings or la!inates.
Milestone =upple( - 3 A-ply $%%T =upple( nylon that is not only strong but still supple4 with a
cotton-like han# an# :8E finish. ,t #ries fast an# resists abrasion. Eipstop - 3 woven fabric with
s!all s5uares pro#uce# by e(tra threa#s. his will prevent tears fro! sprea#ing.
,are Instructions 4or 'll 1aterials:
9ol# or lukewar! wash use pow#ere# #etergent only. :o not use bleach or softeners. u!ble #ry
low. :o not #ry clean or iron. Bor best results with fleece gar!ents4 turn insi#e out.
'erodynamics
%asic .rinciples
he popularity an# accessibility of paragli#ing has co!pelle# theoreticians to si!plify the
fun#a!entals of aero#yna!ics so that it can be !ore co!prehensible to everyone. ,n !y atte!pt to
follow this spirit in !y book4 , will e(plain Bernoulli/s general law or principle4 along with the
concepts of gli#e ratio an# polar curve4 all of which will be outline# shortly.
,t is thanks to its aero#yna!ic wing that a paragli#er is able to fly4 an# flying spee# #epen#s on the
shape of the wing4 which is specially #esigne# an# !anufacture#.
:uring the launching proce#ure4 as the wing is pulle# overhea#4 air entering fro! the front fills the
wing an# internal pressure is built up4 thus enabling it to take on its inten#e# shape. he air enters
the central part of the wing an# circulates to buil# up pressure in the close# wing tips !aking a
se!i-rigi#4 !ore or less soli#4 wing.
3t this point4 the wing is inflate# an# aloft. 8hile the wing is flying the air that !eets the lea#ing
e#ge 6front e#ge7 is force# to separate into two airflows. :ue to its #esign4 the wing is al!ost flat
un#erneath whereas it is curve# above.
he lower portion of the separate# airflow continues its course s!oothly below4 while the upper
flow follows a larger course over the curve# upper surface. he two flows !eet si!ultaneously at
the rear of the wing.
3ccor#ing to !ernoulliHs law of physics4 accelerate# air re#uces the pressure the air e(erts on a
surface4 thus there is less pressure on the upper wing si#e an# !ore pressure on the lower si#e. hus
#ue to this #ifference in pressure the wing ac5uires lift4 an upwar# force that enables the wing to fly.
,f we take the analysis a little further4 we can #istinguish an other force. The opposite force to lift4
which is gravity.
3ccor#ing to Newton/s law4 all ob;ects fall to Earth at a rate of acceleration of #-; meter per sec
2
6A& ft?sec
&
74 which in the case of our wing4 is oppose# or slowe# #own by the aero#yna!ic forces.

he aero#yna!ic forces can be separate# into those that work to offset gravity an# those that
i!pe#e forwar# progress. hese latter forces are calle# drag. 3##e# to this #rag is friction0 which
also i!pe#es the gli#er.
There are / sources of friction and drag!
&. Briction on the wing surface fro! air passage.
2. Eesistance of the wing4 lines an# pilot as soli# bo#ies blocking the airflow.
=. Fortices or swirls on the tips of the wing.
he result of all the forces balancing on the wing is the capacity of the paragli#er to fly stea#ily in a
gra#ual #ownwar# sloping #irection. he only way we !ay gain altitu#e is if the surroun#ing air
current is ascen#ing enough to offset our gra#ual sinking. 3s we fly along4 our forwar# !otion
creates an airflow calle# the relative 9ind4 which is the win# we feel blowing in our face. Hur
forwar# !otion through the air an# relative win# have the sa!e spee#. ,n practice4 the wing starts to
!ove through the air when we begin loa#ing it an# aero#yna!ic forces buil# up.
Paragli#er #esigners have been trying to achieve greater lift an# lower #rag4 thus i!proving
perfor!ance. his is4 however4 a balancing act since wings en;oying large spans an# little chor#
6#epth7 pro#uce better perfor!ance but are !ore susceptible to collapse an# re5uire greater piloting
skills. ,n other wor#s4 #esigners can create the perfect wing in ter!s of perfor!ance but safety !ay
be co!pro!ise#. he i!portant factor is always safety an# this is where e(perience# test pilots
assist in #evelop!ent. heory an# practice have i!prove# the gli#ers to a high level co!pare# to
the ol#er gli#ers.
Det us now analy"e forces an# the angles that result fro! the!@
'escription of Terms
A: 'ttitude angle is the angle between the chor# of the wing an# the hori"on. ,t is positive above
an# negative below the sai# hori"on.
': he angle of attack is the angle between the chor# line of a wing an# the relative win# 6which is
e(actly opposite to the flight #irection7. 3ngle of attack typically ranges fro! AW to $&W for a
paragli#er. Below %W a negative lift is pro#uce#4 an# above $-W or so a stall occurs.
4: he flight angle is the angle between the hori"on an# the flight #irection or path. A/: Aelative
9ind is pro#uce# by our wing #uring forwar# !otion in the air. ,t has the sa!e a(is but opposite
#irection to the flight path.
)lide Aatio: 2ori"ontal #istance travele# #ivi#e# by height loss. Gli#e Eatio S :istance?2eight.
The angle of descent is the angle your path !akes with the hori"on an# is the sa!e as flight angle.
The mean camber line is the line fro! the lea#ing e#ge to the rear e#ge of the wing4 each point of
which is of e5ual #istance below an# above the wing. he shape of this line #eter!ines a wing/s
aero#yna!ic features.
Angle of attack
The angle of attack changes the aero#yna!ic balance of a wing. 3t higher angles of attack the
airflow !ust alter its path !ore to !ove past the wing. hus lift an# #rag increase an# the wing
slows #own. ,f we re#uce our angle of attack4 lift an# #rag will #rop an# the weight will accelerate
the wing #ownwar#s an# forwar#s. 3cceleration will cease eventually because lift an# #rag buil#
back up since they #epen# on the spee# of the airflow over the wing. hus4 at a lower angle of
attack4 constant spee# is attaine# which is greater than that at a higher angle of attack. 8e can
conclu#e that a#;usting the angle of attack will result in our wing spee# being altere#. Pulling on
the brakes or applying the speed bar is 9hat modifies the angle of attack on a paraglider. By
the sa!e logic4 a constant angle of attack is e5uivalent to a constant flying spee#.
3 wing #oes not necessarily have the sa!e angle of attack in the !i##le an# at its tips4 #ue to the
way it is #esigne#. his is the wing/s 9ashout4 !eaning the wing tips have a progressively #ifferent
angle of attack fro! the center of the wing. .sually the wingtips have a lower angle of attack #ue to
the towing/s shape4 an# when we change the angle of attack by pushing the spee# bar the e#ges are
affecte# !ore.
,n flight4 the angle of attack can only be a#;uste# to a s!all #egree4 as the wing is highly pliable an#
sub;ect to collapse. ,f we try to fly at too high an angle of attack the wing procee#s too slowly an#
a stall will result. ,f we lo9er the angle of attack beyon# a certain li!it the wing flies !uch faster4
but will be sub;ect to collapse.
&talls
3 paragli#er has a very li!ite# spee# range. Below the !ini!u! spee# the wing enters a stall. his
happens if the angle of attack is increase# too !uch so the airflow over the upper of the wing is
unstea#y an# the forwar# motion of the 9ing is stopped. 3 stall is a result of an error perfor!e# by
the pilot. ,n =,F Maneuvers we #escribe how a stall can be pro#uce# by the pilot an# the proce#ure
to recover fro! it.
,n flight a stall can occur if the pilot is flying at low spee# an# encounters a su##en ascen#ing air
!ass. his upwar# !oving air will !o!entarily increase the wing/s angle of attack possibly beyon#
the stall angle of attack. he stall spee# is the specific spee# point where the wing stops flying. his
occurs at one angle of attack for the sa!e wing loa#ing of a paragli#er 6or any aircraft7. 8hen the
wing enters a stall the pilot !aintains the control an# altitu#e is lost. he recovery fro! a stall
#epen#s on the reaction of the pilot. 2e shoul# gra#ually release the brakes to nor!al position
6about shoul#er height7. Most of the training wings will recover in &-A secon#s. =talling close to the
groun# can lea# to an acci#ent if sufficient recovery altitu#e is not available. Blying at low spee#s
near the groun# is #angerous.
+lying &peeds
Manufacturers usually 5uote !ini!u! an# !a(i!u! flying spee# for a #esign. =pee# will be
affecte# by altitu#e4 but for now let/s not concern ourselves with that since co!parisons !ust be
!a#e un#er si!ilar con#itions.
8hen we talk of flying spee# calle# J8 trimJ4 we !ean the wing/s spee# without applying any
pressure on the brakes or spee# bar. his spee# relates to the tri! angle of attack an# it is the flying
con#ition a wing will return to when the pilot releases the controls in s!ooth air.
Glide #atio in #elation to the Ground
his factor is the ratio between the groun# #istance covere# #ivi#e# by height loss. =ee the
#rawings below.
Bor e(a!ple4 when a !anufacturer refers to a gli#e ratio as say4 +@$ 6rea# eight to one74 this !eans
that for every #istance of +%% ! covere#4 there will be a loss of a height of $%% ! at a constant
spee# in the absence of win#. 2owever4 if at A% k!?h airspee# an# in no win# the gli#e ratio is +@$4
with a hea#win# of $- k!?h a #istance of '%% ! over the groun# will be covere#4 thus the gli#e
ratio over the groun# will be re#uce# to '@$. Hn the other han#4 in a tail win# of $- k!?h $&%% !
will be covere# an# gli#e ratio will be $&@$.
=o you see4 that while our gli#e ratio through the air only #epen#s on our angle of attack4 our gli#e
ratio over the groun# also #epen#s on the win# spee# an# #ire-ction.
More about gli#e ratio will be #iscusse# in the section on polar curve.
&teady &tate &peed and &peed in 0,uilibrium
his is an appropriate !o!ent to #iscuss a paragli#er/s stea#y state spee# in the air. his spee# is
the spee# given 6by an earnest !anufacturer7 for a particular angle of attack an# altitu#e. ,t can be
rea# fro! an accurate airspee# in#icator while in the air. Ee!e!ber that in flight 9e can feel
relative 9ind only4 not the actual win# !oving in relation to the groun#. Hnly through such
!easure!ents can we laculate accurate airspee#s.
Thus0 there are t9o important and distinctive speeds:
&- 'irspeed 6our relative !otion through the air7 an# 2- )roundspeed 6our spee# relative to the
groun#7.
8hen flying spee# is A% k!?h in a A% k!?h hea# win#4 then our groun#spee# is "ero. 3s a result4
the paragli#er has no forwar# !otion an# will #escen# vertically. ,f a $% k!?h tail win# e(ists4
flying spee# will be A% k!?h as !easure# by an airspee# in#icator4 while groun#spee# will be
=0K&0 L %0 kmMh.
o clarify4 i!agine that we are walking along an escalator in a #irection opposite its !ove!ent. ,f
both spee#s are the sa!e 6our walking an# the escalator !otion7 we !ake no progress forwar#
unless we increase our walking spee#O then we progress at the rate of the #ifference in spee#. 8hen
both !otions go in the sa!e #irection4 the spee#s are a##e# together. 6=ee #rawings on page $$'.7
Hn a paragli#er4 win# strong enough to give us a backwar# groun# !otion woul# be a serious
!atter. ,n the vicinity of a hill si#e or !ountain slope the proble! is !ore severe if we en# up
!oving backwar#s over the peak an# then on the leewar# si#e of the hill4 where we will be
confronte# with turbulence. 2igh win# spee# is a co!plicate# an# #angerous factor in flying. 8e
!ust learn to evaluate the con#itions carefully an# re!ain within the li!its of our gli#er/s
capabilities an# our flying skill level.
,n the chapter on cross-country flying we will see that long #istance flights are so!eti!es
perfor!e# with the ai# of high-spee# win#s at great height. Gour instructor will provi#e valuable
infor!ation to help you buil# an evaluation of win# con#itions 6also see the section on
!eteorology7.
The .olar "urve
Hn a graph or #iagra! where descent rate an# flying speed are recor#e#4 we can create a curve
which will #efine the gli#e ratio for the entire range of spee#s a paragli#er can achieve.
Measure!ents shoul# be #one in the absence of win#4 lifting air or sinking air. he #escent rate in
vertical spee# is !easure# in !eters per secon# 6!?s7 or feet per !inute 6BPM7. 8e can rea# the
#escent rate as #isplaye# on our vario!eter. 3n airspee# in#icator !easures our paragli#er/s spee#.
By flying at a constant rate we can get a #escent rate relate# to each #istinct airspee#. hen we
#ivi#e airspee# by #escent rate to get the gli#e ratio at that airspee#. 3lternatively4 we can carry out
a nu!ber of flights with each one being #ifferent in spee# but hel# constant #uring the flight. hen4
we count the #istance covere# an# #ivi#e by height loss 6takeoff to lan#ing7 an# co!e up with the
glide ratio.
The minimum sin( rate is not achie%ed at the same speed as the speed #or best glide.
8e can recor# these #ata an# then place the! onto the graph. E(a!ple
6note the sa!e process yiel#s the sa!e results if you use English units7@
&% k!?h $.+ !?sec. #escent rate S Gli#e ratio of A.%+
&1 k!?h $.$ !?sec. #escent rate S Gli#e ratio of ).A
A' k!?h $.A !?sec. #escent rate S Gli#e ratio of ).&*
'& k!?h $.* !?sec. #escent rate S Gli#e ratio of ).&1
-$ k!?h &.1 !?sec. #escent rate S Gli#e ratio of '.++
Bro! the chart we see that the !ini!u! sink rate is $.$ !?sec 6&$* BPM7 at &1 k!?h 6$+ !ph7 an#
the opti!u! gli#e ratio +.$ at a sink rate of $.A !?sec 6&-- BPM7 at A' k!?h 6&$ !ph7. 6:rawing on
page -*.7
Bro! the sa!e polar curve we can observe that by flying at a spee# that pro#uces the s!allest
#escent ratio we cover a shorter #istance than when flying at a higher spee# an# a slightly greater
#escent rate.
The optimum glide ratio o%er the ground changes with the pre%ailing conditions
3n opti!u! gli#e ratio is one that allows us to cover the greatest #istance. ,f however4 on carrying
out the very sa!e !easure!ents in either #escen#ing or ascen#ing air current con#itions or hea#
win#4 tail win# or any co!bination of these factors4 then we will #iscover that the opti!u! gli#e
ratio will no longer occur at the spee# we arrive# at above. he spee# will have to be a#;uste# to
attain the opti!u! gli#e ratio over the groun# for the prevailing con#itions.
3n optimum glide ratio over the groun# is attaine#@
N 3t a higher flying speed in head9ind or descending current.
N 3t a lo9er speed in a tail 9ind or ascending air current.
3n alteration in wing loa#ing or weight 6e.g. waterbag4 personal #i!ensions7 will alter the polar
curve. he greater the 9ing loading4 the greater the vertical spee#4 forwar# spee#4 F!a( an# F!in
an# of course4 the faster the running start on launch. Burther!ore4 on lan#ing4 heavier pilots will
have greater !o!entu! an# !ore tension will have to be applie# to the brakes. But note the@ glide
ratio doesnHt change. 3lthough the #escent rate an# flying spee# #o #iffer4 they increase by the
sa!e factor so their co!parison re!ains the sa!e pro#ucing the sa!e gli#e ratio.
The optimum glide ratio is the same #or two pilots o# di##erent weights but is attained at di##erent
speeds
In .ractice!
Manufacturers invariably 5uote an opti!u! gli#e ratio with an angle of attack of $' #egrees an#
no4 or very little4 pull on the brakes. But this is in still air.
,n hea# win#s or #escen#ing air current brakes shoul# not be applie#4 but perhaps we/ll nee# to use
the spee#-bar syste! #epen#ing on the win#/s strength. 9onversely4 tail win#s an# ascen#ing air
currents re5uire re#uce# spee# to achieve opti!u! gli#e over the groun#. hus4 so!e brake input is
warrante#.
Aerodynamics 1 "onclusion
3s it was referre# to at the beginning of this chapter4 the ai! of si!plifying the !atter of
aero#yna!ics is to provi#e pilots with a greater un#erstan#ing of it. 8e #iscusse# the principle
behin# Bernoulli/s law4 the !eaning of gli#e ratio an#4 last but not least4 the polar curve.
5o9ever there still remains a number of .uestions to be ans9ered:
'. Does !ernoulliHs la9 e?plain ho9 an aerodynamic 9ing produces liftO
,t #oes so in !athe!atical ter!s4 but #oes not intuitively #escribe what happens on the level of
physics.
!. 5o9 e?actly do aerodynamic symmetrical 9ings fly and produce liftO
'lso0 ho9 do aerodynamic asymmetrical 9ings0 such as those that several gliders have0 fly
upside do9n and produce liftO
he answer is easy to un#erstan# if we re!e!ber Newton/s principle of action an# reaction. By
#eflecting the air #ownwar# with the wing we create an upwar# force of e5ual !agnitu#e on the
wing. he upper surface of the wing #oes the !ost #eflecting because it is curve# !ore than the
lower surface in a typical airfoil. hus4 the upper surface #evelops the !ost lift. 2owever4 with a
sy!!etrical airfoil or one flying upsi#e #own4 the lift is !ore balance# between the upper an#
lower surfaces. Even so4 with a positive angle of attack the upper surface #eflects !ore air an#
creates !ore lift.
,- /hat e?actly does glide ratio meanO
Gli#e ratio is essentially an aero#yna!ic constant that #epen#s on an angle of attackO a constant
angle of attack produces a constant glide ratio- o clarify4 gli#e ratio is the ratio of hori"ontal
spee# #ivi#e# by vertical spee#4 or hori"ontal #istance #ivi#e# by vertical #istance since over a
given perio# of ti!e the two 6spee# an# #istance7 are proportional. But gli#e ratio can also be given
by the ratio of lift #ivi#e# by #rag4 which is known as D over : 6written D?:7. he reason for this
e5uality is that lift is always proportional to hori"ontal spee# an# #rag is always proportional to
vertical spee# in a gli#er in stea#y flight. =o we use gli#e ratio an# D?: to !ean the sa!e thing@
gli#e efficiency through the air.
Hn the other han#4 in !oving air 6hori"ontal or vertical7 our gli#e ratio in the air is not the sa!e as
that over the groun#. 3s a conse5uence4 we use the ter!s Kangle of #escentK or Kgli#e ratio over the
groun#K to #escribe our gli#e path in relation to the groun#. Hnly in "ero air !ove!ent the angle of
#escent is the sa!e as D?: or gli#e ratio in the air. Bor reasons of si!plicity we use the ter! Kgli#e
ratioK to !ean gli#e ratio over the groun# as #escribe# in this book.
Transitional .hases
8hen confronte# !o!entarily with an ascen#ing air current4 the paragli#er cli!bs since the angle
of attack has increase#. 3 pilot shoul#n/t e(acerbate the situation by applying brakes thus increasing
it furtherO if he #oes4 the wing !ay stall. =uch a !o!entary situation constitutes a transitional phase
resulting in the wing leaning slightly back fro! the overhea# perpen#icular position.
Dikewise4 #uring the opposite situation of entering #escen#ing air4 the paragli#er will lean forwar#
since the attack angle lowers for a short length of ti!e. ,n such a case4 !o!entary pressure on the
brakes is enough to increase the angle an# thus avoi# the propability of a collapse 6either frontal or
asy!!etric7.
In ore .ractical Terms!
&. Hn entering a ther!al current4 we shoul# fly at F tri!4 then re#uce flying spee# for enhance#
sink rate plus e(tra ti!e in the lift. he opposite action is appropriate when entering a #escen#ing
air current. 2ere4 we si!ply re#uce spee# on initial i!pact. hen we increase spee# to re#uce our
ti!e spent in this a#verse situation.
2. 8hen gli#ing between ther!als4 our concern is to obtain opti!u! gli#e ratio an# in#uce our
paragli#er to fly stea#ily4 without ;erking or oscillating. his active flying involves perfecting
controls that anticipate proper reactions. Hf course a little e(perience will help !atters. Blying while
letting up slightly on the brakes will allow us to have spee# in reserve an# to be rea#y for
acceleration or braking where appropriate.
=. ,n !il# con#itions4 shifting your bo#y to the outsi#e of the turn will ai# the wing in turning
hori"ontally4 the turn circle grows an# loss of altitu#e is kept to a bare !ini!u!. E(perience# pilots
who know where the !ini!u! spee# of their gli#er appears shoul# be able to perfor! this special
!aneuver.
%. .se s!ooth !ove!ent when controlling your paragli#er. :on/t be aggressive with this sensitive
flying !achine. Think of your 9ing as a friend and be gentle.
#otation A2es
Every syste! suspen#e# in the air or !oving in the at!osphere !ay rotate about A a(es. 2ere we/ll
#efine these a(es. hese ter!s are i!portant since they let us talk about controls.
Aoll: Eotation about the longitu#inal a(is4 which is an a(is going forwar# an# back.
E(a!ple@ urning right4 the right tip of the wing goes #own an# the left si#e is goes up4 thus we
rotate about an a(is through the center of the wing.
Pitch: Eotation about the lateral a(is4 which is an a(is fro! si#e to si#e.
E(a!ple@ 8hen we apply brakes4 the angle of attack increases an# the paragli#er noses up4 thus we
rotate about an a(is #rawn fro! wingtip to wingtip.
Da9: Eotation about the vertical a(is4 which is an a(is going up or #own.
E(a!ple@ he left wing !oves forwar# an# the right wing backwar#s. 8e have yawe# right an#
rotate# about an a(is passing vertically through the wing. 8e call such rotation a change of
heading.
hese three a(es !eet on the ,enter of )ravity 69.G.7 of the wing. 3 stable flight in straight an#
level #irection is achieve# when there/s no rotation about any of these three a(es. his chapter en#s
here. Det/s forget theory for a while an# letHs go flyingN
3aunching and 3anding
.reparing for $aunching
,n practice4 launching constitutes the initial phase of flying4 an# perhaps the !ost i!portant stage in
ter!s of a#hering to safety. 3ny #ecision to go up is affecte# by a nu!ber of factors an# everything
to #o with that flight has to be scrutini"e# an# e(a!ine# !eticulously before we launch ourselves
off the groun#. 8hen weather con#itions are unfa!iliar it is better to hol# back #uring a launch to
get a feel for the prevailing con#itions. hrough e(perience this process will beco!e secon# nature
an# you will feel safer.
Hn certain occasions when pilots #o feel nervous or apprehensive when flying. his is 5uite nor!al.
ake co!petition flying for e(a!ple. Everyone is always nervous ;ust before a race an# the nervous
anticipation felt ;ust before the win# #u!!y pilots launch is characteristic. :espite this4 this feeling
shoul# not allow us to beco!e over-inhibite# on all occasions. here is no #oubt that an instructor/s
or e(perience# pilot/s presence can be a co!forting factor that provi#es a sense of safety. 8hat we
#o is stu#y the weather con#itions4 track #own the lan#ing site4 inspect the launching site an# for!
a flight plan. 3ll flights have alternatives an# choices.
,f we are unfa!iliar with a site4 we will nee# the help of a local pilot to fin# out about any
particularities the area !ight entail. here is nothing !ore reckless a pilot can #o than go off the
beaten track an# atte!pt to fly over an area without stu#ying the terrain an# con#itions. hrough
e(perience4 you will learn to practice data collecting an# observe prevailing conditions while
you/re aroun# the launching area.
'uilding a ,wall,
Here are a few rules concerning when not to attempt a launch!
&- ,n win#s of !ore than &- k!?h 6$- !ph7 an# !a(i!u! gusts of !ore than &?A your wing spee#.
2- ,n win#s that are su##en an# that vary by $% k!?h 6* !ph7 or !ore.
=- ,n crosswin#s of !ore than a '-
o
angle.
%- 8hen stor! clou#s are approaching or in unfavorable weather forecasts.
G- 8ith strong win#s blowing at lan#ing or which have a #irection opposite that at launching.
6- =ense of insecurity4 fear4 lack of !orale or well-being felt by the pilot. ,t goes without saying that
5uick thinking an# #ecisiveness are a great asset. ,n a##ition4 flying re5uires confi#ence after a
series of #ecision-!aking routines4 which lea# the pilot to fly with total awareness.
$aunching .rocedure
Day out the paragli#er perpen#icular to the #irection of the win#. 3 pilot !ust be aligne# within the
win#/s a(is an# at the center of the wing. This is a fundamental point0 9hich leads to the most
fre.uent error among beginner pilots. ,t is so si!ple yet it is not applie# in practice4 especially
when the win# #irection changes an# no appropriate position a#;ust!ent is carrie# out for the wing4
bo#y an# running #irection. 9onsi#er the win# spee# an# terrain. ,n light win#s the wing/s center
shoul# be #rawn a little further away fro! us on !ost gli#ers. Hn rough groun#4 bunch an# secure
lines into two sets4 left an# right4 rather than have the! sprea# out nor!ally to !ini!i"e snagging.
9heck lines !eticulously an#4 if possible4 inflate the wing before taking off so as to tension the
lines without tangling.
Da dealer in 'lpine launch
Daunching proce#ures !ust be carrie# out in such a way that will ensure that nothing will be
o!itte# fro! the very beginning. By ac5uiring the right habits we are able to re#uce the o##s of
!aking an error in the future. ,n short4 an Javiator conscienceJ4 leaving nothing to chance.
Before preparing for launch4 strap yourself into the paragli#er4 preflight your harness 6all straps7 an#
put on your protective hel!et. hen@
&- 9heck harness risers4 spee# bar4 the lines for any tangling4 reserve parachute han#le an# whether
carabiners are secure#.
2- urn on your instru!ents an# ra#io.
=- ighten the strap of your hel!et an# wear gloves at all ti!es.
%- 9heck whether the lan#ing site is unoccupie# an# whether anyone is flying aroun# it.
G- 9heck win# #irection.
:on/t laugh@ ,t/s surprising how !any pilots forget to give their frien#s their car keys to #rive #own
for retrieveN
Alpine $aunch
9hoose when to launch an# with your han#s outstretche# #own behin# your hips or fle(e# at
shoul#er height4 grasp the brakes an# 3 risers. 8hen the win# is suitable4 start your forwar# run
while tugging at the wing. ,n a light win# pull har#er4 in a stronger win# tug lightly. ,t is also
correct4 so!ething which Ger!an paragli#ing schools also reco!!en#4 to position your han#s over
your shoul#ers.

,lpine launch,
3t this point our run will slow a bit #ue to the tug of the wing4 but !aintain the pull an# wait for the
wing to co!e up. he wing will follow an arcing course until it co!es overhea#. 3t this point4
verify that the wing is in a well-inflate# con#ition4 while still running4 then pro#uce a stronger run
with #ecisive4 long stri#es an# sprint with the chest or bo#y thrust forwar#. 0eep your knees bent4
enabling your pulling force to be effective.
3s the wing attains !ini!u! flying spee# you will begin to feel lighter4 then you shoul# apply
s!ooth4 gra#ual pressure on the brakes. ,f by !istake you over-brake4 release the brakes s!oothly
an# gra#ually. Gour paragli#er is very sensitive at this stage.
Gou are now airborne but wait a little an# then assu!e a harnesse# position. he wing is still at a
low spee# an# vulnerable. :o not apply heavy controls an# never re!ove your han#s fro! the
brakes. Gou can use one han# to get co!fortable while grasping both brakes with the other. ,f you
have your leg straps 5uite tight4 the entrance into the harness is easier.
#everse $aunching
Eeverse launching involves turning aroun# to face the wing an# pulling it up4 then turning back
aroun# to run for takeoff. his launch techni5ue allows opti!u! wing control #uring pull up an#
tangling of lines can be spotte# !ore easily. ,t/s an essential techni5ue in areas where launching
sites are #otte# with shrubs an# rocks.
In practical terms it is co!!on sense to perfor! nu!erous groun# control reverse inflations
before trying to reverse launch. Eeverse launching is not reco!!en#e# in light win#s of % to - k!?
h 6below A !ph74 but it is i#eal in all other con#itions.
, will #escribe below two !etho#s of grasping the front risers for reverse inflation launching. 4or
both techni.ues the brakes are in their correct position 9hen the pilot turns to the front. he
left han# will always be hol#ing the left-han# brake an# the right the right-han# one. No other
position for the brakes shoul# be consi#ere#. 2an#s are !erely place# onto the brakes4 si!ilar to an
alpine launch4 an# the pilot turns to the left 6or right if preferre#7 an# swings the right risers over his
hea# so that he is facing towar#s the wing. Gou shoul# ac5uire the habit of turning in the sa!e
#irection every ti!e.
#everse $aunch 1 +irst ethod
,n the reverse position grasp the left-han# 3 riser with your right han# an# grasp the right-han# 3
riser with your left han#. 6Ee!e!ber to hol# the brakes in the correct han#7. Make sure the risers
are not tangle# in any way. he brake lines4 the risers an# the lines are threa#e# in a fairly co!ple(
fashion4 but as long as they aren/t tangle# everything will fall into place. Back up to take the slack
out of the lines then raise your ar!s evenly an# lean your bo#y back to tension the wing/s lines an#
allow the wing to inflate with air. 9ontinue backwar# pressure until the canopy follows an upwar#
arc over your hea#. ,t is necessary to carry out these actions with proper coor#ination@ push upwar#s
with your han#s an# pull with your bo#y erect.
,nitially the force you !ust apply !ust be e5uivalent to the strength of the win#. Iust before the
wing rises into the overhea# position4 let go of the front risers s!oothly an# gra#ually while
continuing to !ove backwar#s briskly an# stea#ily. Maintain a stea#y pull on the wing while
stri#ing backwar#s then turn aroun# to face the flying #irection. Eotate forwar# when the canopy is
slightly back fro! an overhea# position. ,f you wait you !ay be pulle# off backwar#s. 3pply
brakes if necessary to halt the canopy/s course an# #o not let it overrun you before you rotate
forwar#. 8hen you start feeling lighter continue running4 apply slight pressure on the brakes an#
lift off.
his techni5ue !ay cause so!e confusion in brake han#ling prior to rotating to the forwar#
#irection since the brakes !ake !atters worse4 when you have alrea#y lifte# off.
&e%erse Launch First -ethod
#everse $aunch 1 &econd ethod
his !etho# is reco!!en#e# in strong win#s. 2ere we are given the opportunity to control the
wing/s ascent using 9 or : risers 6on gli#ers with four risers7.
=wing roun# to face the wing with the brakes fir!ly hel# in the correct han# while at the sa!e ti!e
hol#ing both 3 risers with one han#4 at the s!all carabiners. 8ith the other han# grasp the 9 or :
risers 6not necessarily at the s!all carabiner7 an# pull on the! with a twisting !otion with the pal!
of that han# turne# #ownwar#s. 3 fre5uent error that !any beginners fall in to is that they pull on
the rear risers too har#. Gou shoul# pull on these risers when you want to hol# the wing back or
when you prepare for a launch. 3nother point that you !ust co!prehen# is that the body0 not the
hands0 should pull the risers. he han#s are suppose# to lift up the risers while your bo#y pulls the
canopy.
hat !eans that you shoul# hol# the 3 risers in tension.
Now you are rea#y. ug the front risers upwar#s4 lean back an# tension the wing lines4 then pause
as the wing flies overhea#4 all the while controlling the spee# of rise with the : risers. , stress
controlling4 not pulling4 the : risers.
,f on pull-up the wing leans over to one si#e4 correct this !isalign!ent by #isplacing the left han#
towar#s the leaning si#e an# vice-versa evenly an# s!oothly so that the wing is steere# in the right
#irection. :o not fight the wing/s force if it pulls you rearwar#4 but follow through by tugging the 3
risers forwar#. ,n this case #o not use the rear 6:7 risers as they re#uce the wing/s spee#.
3ll !aneuvers are !eant to bring the wing overhea# an# slightly behin# in vertical align- !ent an#
are !eant to keep it there as you turn aroun# forwar# an# efficiently lift off. ,n higher win#s4 no
initial sprint is necessary an# brakes are har#ly applie#.
,f a win# is stronger4 3 an# B4 or 9 an# : risers can be graspe#. Daunching in strong win#s is a
!atter of techni5ue4 not brute strength. Every wing has its own features an# perfor!ance behavior
#uring launch. hus4 the ans9er to any problem is ground control. 8hether you are a beginner or
a#vance# pilot4 you will always nee# to practice groun# han#ling. 2aving sai# that4 groun#
se5uences #uring launch often vary. his is because of the #ifference in the incline an# of the
con#itions at #ifferent sites.
&e%erse Launch - .nd method
#emember!
,n all likelihoo# we will be seeing pilots lift off using #ifferent reverse launch techni5ues4 such as
hol#ing the front risers crosswise an# rotating forwar# very swiftly. his techni5ue is very goo# but
re5uires practice.
Dou should avoid letting go of the brakes4 turning forwar# an# then trying to grab the! again to
lift off because you run the risk of losing control. Det/s not ac5uire such a ba# habit as it/s #ifficult4
if not i!possible4 to shake off.
$aunching 'ifficulties
8ID26
3 launch L=ource :2FM
=o!e co!!on errors !a#e by stu#ent pilots@
&- Pulling #own on the brakes too abruptly4 then letting the! go abruptly.
2- rying to position the!selves in the harness using both han#s while hol#ing the brakes.
=- Eelying on the brakes when the canopy has not reache# flying spee# an# is unstable #uring
launch.
%- 2anging on to the risers to get into the harness.
G- rying to sit in the harness before the paragli#er reaches flying spee#.
6- 8rong position of the paragli#er or bo#y to the win# #irection.

&olution!
&- 3 launch is acco!plishe# by buil#ing up speed an# not so !uch by braking.
2- :uring launch4 han#s shoul# !ove !ore freely an# liberally as oppose# to the rest of the bo#y4
since they are controlling the brakes.
=- Daunching shoul# be a smooth !aneuver. :o not !ove abruptly. 3 gra#ual4 even !otion an# lots
of groun# control are sufficient to pro#uce consistent4 s!ooth launching.
Additional .roblems on $aunching
&- 6verflying 9ing: he canopy !ay pass too far over your hea# because brakes are not applie# in
a ti!ely fashion or you #o not accelerate your run. ,f the wing #oesn/t pull up when you are
running4 #o not rush into thingsO hol# back an# let the wing enter the flying phase before starting to
sprint. 3 tug on the brakes coul# be a subconscious error here too.
2- /ing pulls up at an angle: he causes of this proble! coul# be that you have assu!e# a wrong
position in relation to the win# or you have applie# too !uch pressure to one brake at the e(pense
of the other. Eesolve this proble! by carefully aligning your wing to the win# an# applying brakes
evenly. PracticeN
The paraglider is the only free flight configuration that enables the pilot to abort a launch-
When to Abort a $aunch!
&- 8hen the wing is entangle# or the lines are twiste#.
2- =uspicion of a broken line or of the rigging or the wing has caught on to so!ething.
=- Hne si#e of the wing pulls up unopene# an# cannot be correcte#.
%- 8ing steers in a #ifferent #irection to that inten#e#.
G- 8ing inflation #oes not feel 5uite right.
6- he win#/s strength carries you up the hill.
+- 3nother pilot is launching close to you.
;- 3 gli#er passes in front of the launch area
Aela?ed 3aunch
How to Abort a $aunch!
his process cannot be outline# with any great precision because it #epen#s on a nu!ber of factors.
he proce#ure involves arresting forwar# !otion so that the paragli#er en#s up on the groun#. he
best techni5ue is to pull the 9 an# : risers towar#s the groun#4 thus actively interrupting the flight.
Many of us co!!only use both brakes4 which is often a goo# i#ea in light win# con#itions. ,n
strong win#s4 however4 there is the risk that by pulling on the brakes you will be lifte# off the
groun# ina#vertently. his can be #angerous because you !ay be carrie# backwar#s rapi#ly.
hink about what is safest for you as you practice. Pulling on one brake while at the sa!e ti!e
!oving in the sa!e #irection parallel to the slope can help you abort a launch. 2owever4 when ,
trie# this , foun# !y face in close contact with the groun#. =o!e pilots use this techni5ue with
success. 8hatever !etho# you use4 #on/t be hesitant about it an# practice a lot.
3 large nu!ber of e(perience# pilots go through a trial inflation launch ;ust to e(perience the
prevailing con#itions. his is where the 9ing is provides us 9ith important feedback. hrough
e(perience we learn to pinpoint any proble!s that !ay occur #uring the initial phase of launching.
Provi#e# con#itions are appropriate4 we can lift offO otherwise we shoul# abort the launch an# sit it
out.
3 reference was !a#e earlier to the #ifference in the two con#itions@ 3ight 9inds an# trong
9inds. Bor the for!er4 you !ay choose to step back a !eter an# slacken the lines so as to take full
benefit of your initial acceleration. .pon feeling the pull of the wing #i!inish an# seeing the wing
overhea#4 you will nee# to !ove !ore briskly without applying the brakes until you e(perience the
gra#ual feeling of weightlessness4 which signals that the launch is well un#er way.
,n strong win#s a #ifferent approach nee#s to be applie#. =uch a launch can present #anger. Gou
shoul# never atte!pt anything without first going through the proce#ure of groun# control. 3 large
nu!ber of pilots re5uest assistance fro! other pilots to avoi# getting swept backwar#s in the strong
win#. his assistance is calle# anchoring an# is especially co!!on in tan#e! flights. 8hoever
offers to assist you !ust be consi#ere# an e(tra weight loa#. he assistant !ust follow the pilot/s
!ove!ents an# release hi! when he says so. Personally4 , fin# this proce#ure a little ha"ar#ous.
3aunch 9ith strong 9ind- 6bserve the pilotHs position-
If you cannot launch alone0 then it is better not to fly at all. :uring the stan#-by perio# at the
launch area it is a#visable to have so!eone hol# #own the wing !i##le section so that it #oesn/t
inflate uncontrollably. :o not pull on the 3 risers otherwise you !ay fin# yourself grasping an#
pulling on the : risers to co!e back to earth. 3n e(perience# pilot in atten#ance an# the availability
of a win# in#icator is i!perative here. En;oy your flight.
Preparing for 3anding
8hile flying4 you shoul# always have in !in# how you are going to lan#4 so you will nee# to know
the direction an# speed of the win# at groun# level. his can be #one by si!ple observation with
the nake# eye@ look for clues such as win# strea!ers4 #irection of fu!es or smoke4 flags4 rustling of
leaves4 litter being blown about4 bir#s flocking or ask another pilot via ra#io an# last but not least4
note how other pilots are lan#ing 6but #o not assu!e every pilot can ;u#ge an# lan# properly7. ,f all
else fails4 we can always #o a A*%W turn an# #etect the #rift #irection with respect to the groun#.
,nvariably4 when preparing to lan# you shoul# alrea#y have selecte# the safest landing path@ this is
the one with the fewest obstacles4 both on the approach to an# beyon# the lan#ing area. 3 safe
landing path is our safety.
In free flight 9e must learn to foresee possible problems before they actually occur- his is the
only way of thinking which lea#s to safe flying without unpleasant surprises.
3 paragli#er can allow precision lan#ing perfor!ance. E(perience is the key to lan#ing in inten#e#
places with accuracy. Beware of getting caught behin# trees4 power lines4 rocky terrain4 an# so on.
:uring flight4 #ue to the height4 obstacles can appear tiny an# insignificant but they can beco!e
insour!ountable as we approach the groun#. herefore be very observant an# think 9ell in
advance-
'pproach
here are basically two ways of approaching the lan#ing area@
&- Birst an# fore!ost4 the ,lassic 'ircraft 'pproach-
8ith this approach you for! a .-shape by flying #ownwin#4 crosswin# then hea# win# in
succession. his !etho# allows for corrections by e(ten#ing the approach legs4 as you can see by
the #otte# lines in the #iagra!. 3lternatively4 an D-shape !ay be use# with a crosswin# leg an#
hea# win# leg respectively. , personally believe4 this !etho# provi#es co!plete precision for
lan#ing4 provi#e# the terrain is suitable.
2- The figure$; 'pproach
his approach has beco!e very popular4 whereby the lan#ing area is reache# by !aking figure +
turns with the turn spacing in #irect proportion to the height above the fiel#. he turns are then
halte# an# the final leg is entere# when the proper height has been lost. his approach is a#aptable
to the strength of the win#. ,f the win# at groun# level is e5ual to the gli#er/s spee#4 then the
approach figure is e(ecute# right over your inten#e# target.
+inal .hase of $anding
Det/s assu!e you are above the lan#ing area in a hea# win# of % to - k!?h 6% to A !ph7 an# you are
sitting upright in the harness. Gou are rea#y to lan# an# are flying above groun# level at a stea#y
spee# while at the sa!e ti!e you have applie# the usual & kg 6'lbs7 worth of pressure on the brakes.
Gou shoul# be in a safe lan#ing path.
he process of pulling on the brakes #uring the final phase of lan#ing is #escribe# by the wor#
JflareJ. wo !eters before touching #own you shoul# perfor! half a flare 6apply brakes halfway7.
3t $ !eter4 perfor! a full flare 6push the brakes #own past your hips7. ,n a win# of - to $% k!?h 6A
to * !ph7 the sa!e !otions shoul# be applie# in a gra#ual an# s!ooth !anner. ,n higher win#
spee#s4 use less an# less a!ount of brakes up to win#s of &% to &- k!?h 6$& to $- !ph74 where no
brakes shoul# be applie#si!ply control the canopy an# #escen#.
:o not assu!e that the process has finishe# as soon as you touch #own. Gou !ust also lan# or #rop
the wing by pulling on the brakes or 9 or : risers. Make sure that you are not #ragge# or ;erke#
backwar#s4 which can occur in higher win#s. The flight ends only 9hen the 9ing touches do9n-
Hur ai! is always to have the wing fall to the groun# behin# us. ,f4 however4 there is a light win#4
we si!ply walk forwar# pulling ever so slightly on the brakes.
,n e(tre!e con#itions 6win# faster than our flying spee#7 so!e pilots have ;u!pe# off their harness
at a height of one !eter fro! the groun#4 in or#er not to be #ragge# by the canopy. Personally4 ,
perfor!e# B line stall one !eter off the groun# when , was going backwar#s at Pie#rahita/s 6=pain7
launch area. 3nother ti!e , intentionally lan#e# near a tree which caught the canopy an# prevente#
it fro! #ragging !e over the groun#. .sually trees are good fello9s4 but they cause turbulence in
high win#s an# great care !ust be taken when trying to lan#.
'ifficulties in $anding
3 pilot !ust be prepare# an# cautious #uring lan#ing in all con#itions. he wing !ust be flying
forwar# an# stabili"e#. ,f you can see the sky4 the canopy is too far behin# an# you shoul# correct
this by easing up on the brakes to spee# up the canopy. ,f the canopy is in front of you4 apply !ore
brakes to center it above you. Perfor! cool confi#ent !aneuvers. , shoul# point out here that such
flight proble!s !ainly concern !ore e(perience# pilots who fly un#er unstable con#itions. Hn the
other han#4 a beginner has an instructor present an# this shoul# be well-shiel#e# fro! !ost
proble!s. Eeference to these lan#ing proble!s is necessary #ue to the structure of this book4 but
also because it is certain that you will have to #eal with the! in the future.
=o #ear co-pilots@
&- Do not turn too close to the ground an# always touch #own in #irect forwar# !otion. ,f you
!ake the error of being in a turn when touch#own occurs4 #o not touch #own using the soles of the
shoes4 but !erely the balls of the feet so that the bo#y is able to rotate with ease.
2- =houl# the brake line snap or break4 the rear risers nee# to be i!ple!ente# to lan# the
paragli#er provi#e# that practice has been #one an# your controls are !a#e s!oother than when
pulling on brakes.
Hn lan#ing4 proble!s are likely to occur which will be #ealt with in later chapters such as@
&- he pheno!enon of 9ind$gradient4 which is when the win# velocity #rops near the groun# #ue
to friction. his feature allows us to have a greater groun#spee# at groun# level but can also cause
a stall.
2- 'scending air currents #ue to a releasing thermal bubble which causes turbulence an# gain of
height.
=- Descending air ther!al currents which cause turbulence an# su##en height loss.
%- ,hange in 9ind direction or strength at groun# level.
G- General turbulence on the lee 6#ownwin#7 si#e of obstacles causing an unstable wing.
$anding With Tail Wind
,n tail win# lan#ings you shoul# allow the wing to fly fast over the groun# with goo# airspee# an#
pull har# on the brakes one !eter 6A feet7 over the groun#. Gou !ay feel !ore incline# to apply the
brakes gra#ually4 but this is a !istake for flare will not be sufficient to bring the canopy to "ero
airspee#. The perfect techni.ue is to stall the 9ing 9hen our feet touch the ground. he spee#
of the wing is converte# to lift !ore efficiently if the wing has tri!!ers set to !a(i!u!. ,f you see
that your groun# spee# is high4 #o not stan# up an# run because you will fall #own. ,t is !ore wises
to stay seate#4 ben# your knees4 lan# first on your feet an# rotate into a PDB 6see #escription later7.
Be prepare# to B-line the wing because it will overpass you an# #rag you to the groun# after
lan#ing. Dan#ing with tail win# is a techni5ue that is not safe an# shoul# be perfor!e# only to
avoi# a worse situation.
Top $anding
Top 3anding
his is a lan#ing on the flat top surface of a !ountain. Gou shoul# approach this area by flying
gra#ually to the #esire# flat lan#ing area. 8hen the incline flattens out4 the lift fro! the win#
#i!inishes because it is no longer #eflecte# upwar#. 2owever4 there can be stronger hori"ontal
win# #ue to the KFenturi effectK 6win# increases velocity #ue to constricte# flow.7. Moreover4 be
cautious of turbulence or rotors behin# the e#ge of the slope. 3 gently roun#ing e#ge is best for top
lan#ing unless your fiel# is at least $%% ! 6A%% feet7 preferably !ore away fro! the e#ge. 8hen
you approach the lan#ing area4 #o not get too far back because of the hori"ontal win#s4 an# either
perfor! figure +s near your chosen spot4 or in stronger win#s lose altitu#e an# angle #ownwin# to
;ust behin# your lan#ing point4 then back into the win# on final. 3pply the brakes an# lan#
nor!ally. Be careful when you perfor! a top lan#ing an# observe the way other pilots are
approaching. Every !ountain has #ifferent con#itions an# local pilots are the !ost e(perience#
persons to gui#e you.
Kristof Kirch PThe )erman ProfessorQ
$anding Across a &lope
Dan#ing on a slope# area is so!ething that a paragli#er can perfor! with reasonable caution an#
awareness of the li!itations. Dan#ing on slopes is a proce#ure for e(perience# pilots or lesser
skille# pilots un#er supervision. Gou will re!e!ber your first slope or top lan#ing with ;oy.
Birst4 you shoul# note that paragli#ers cannot lan# hea#ing up a steep slope as can their cousins4 the
hang gli#ers or sailplanes4 because a paragli#er #oesn/t have as !uch spee# retention can lan# only
si#eways. 9onse5uently4 if a slope lan#ing is necessary or #esirable4 you shoul# lan# si#eways or
parallel to the slope irregar#less of the win# #irection4 as long as it isn/t a tail win#.
,n this !anner you can lan# on a slope that has the sa!e #egree of incline as the takeoff area. Gou
shoul# approach the lan#ing area by perfor!ing figure +s an# ;u#ge the strength an# the e(act
#irection of the win#. ,f the win# is crossing the slope4 approach in the #irection that gives you the
greatest hea# win# co!ponent. 3s you get closer to the slope4 let the win# ease you towar#s the hill
by a#;usting your crab angle 6see the #efinition in KProble!s in flightK7. ,f there is win#4 there will
probably be so!e lift4 so #on/t flare early. ,n fact4 ;ust as your foot is about to touch is nearly
correct.
,f you #o not succee# try again. Never apply the brakes or stall the wing if you see that you are a
!eter 6A feet7 fro! the groun#4 because this !ay cause a spin or stall the wing. 8ith a little practice
you will fin# that si#e slope lan#ings are easy.
Landing cross a Slope
$anding on inclination
3s you approach the lan#ing area of a #ownwar# slope or inclination you will notice that you are
flying close to the groun# for a longer perio# than over a flat surface4 an# that you are not able to
;u#ge the e(act lan#ing point. his !ay cause you to lan# at the en# of your fiel# where power lines
or other obstacles !ay be present. Gou !ay feel you are KfloatingK along !ore than usual4 but it is
si!ply the groun# #ropping away fro! you. he trick is to e(ercise patience an# be aware that your
nor!al ti!ing !ust be overco!e. ,n a situation like this you shoul# try to lan# vertical to the
inclination or even upslope4 if there is a slight inclination an# you are facing a worse proble!.
$andings 0mergencies
he best thing we can #o is avoi# any obstacles an# pick out a safe lan#ing path. 8hen this is not
feasible4 we !ust play it by ear an# act appropriately accor#ing to the prevailing con#itions.
Trees
8hen lan#ing in a tree is unavoi#able4 both feet shoul# be hel# together fir!ly an# the eyes shoul#
be shiel#e# with one han# fro! the branches. ,f possible4 pull sharply onthe brakes4 before
crashing.
he !ost i!portant thing is to grab the tree to avoi# #ropping #own. =o!eti!es lan#ing in a tree is
the solution to a worse scenario.
3fter having lan#e# in a tree or other obstacle4 the line lengths have to be inspecte# to see if they
have been stretche#. 9o!paring left si#e to right si#e can #o for checking.
Water
8hen a water lan#ing is i!!inent4 try to release the straps of the harness an# take off your gloves
before touching the water. ,f ti!e will not per!it this be 5uick an# cal! to act as soon as you can.
Gou shoul# apply the brakes if you think that the wing has to lan# behin# you 6for e(a!ple4 if you
are hea#e# to shore7 or #o not apply the brakes at all an# the wing will overpass your bo#y with the
front cells first touching the water. he air that will re!ain insi#e the cells will help the wing to
float for a few secon#s.
Aemember:he wing an# the lines will !ake your !ove!ents !ore #ifficult. he wing will be
heavy an# will not assist you at all by floating. 8hen perfor!ing si!ulation tests over water a life
vest an# light shoes shoul# be use# an# a boat shoul# reach the pilot within & to A secon#s of a
water lan#ing. By the way #o you know how to swi!P
,n a river of rough waters the situation is !ore serious for the wing #rag beco!es e(tre!ely heavyN
8aves can beco!e fatal an# pilots can be #rugge# out to sea after lan#ing in knee-#eep water.
.ower $ines
Power lines represent a consi#erably greater proble! an# #anger. =houl# you fall onto electric
power lines4 you are likely to suffer severe burns an# electrocution. .pon contact4 cables oscillate4
as a result they !ay arc an# short-circuit4 thus the supply will then be cut off or the pilot !ay
escape but #on/t count on it.
,f the wing shoul# hit a cable4 you will swing forwar# before plu!!eting #ownwar#s. =o you are
better off lan#ing in a tail win# or a tree rather than crashing into electric cables. ,f you #o get
caught up in an electric wire4 the power supply !ust be cut off before atte!pting a rescue. ,t is less
co!!onplace to have pilots crash into telephone lines 6they are lower7 but this #oesn/t !ake the
#anger any less severe. ,n any case4 on a lighter note4 no one likes having his phone cut offN
/lectrical cables were close
Gou shoul# be anticipating a lan#ing path an# not taking any risks. ,n !y club4 we call a pilot who
crashe# twice on power lines4 kilowatt 6although he shoul# be calle# lucky7.
.acking the "anopy
Bor proper packing care of your gli#er the groun# shoul# be clean. Birst4 place the harness near the
wing an# put the lines on top of the canopy. Ee!ove any thorns4 stones etc. Bol# the canopy as
#escribe# in the #rawing that follows. Pack the canopy in a #ifferent way regularly so the canopy
#oes not suffer repeate# fol#ing in the sa!e areas.
The canopy 9ill be kept in a perfect shape if it is carried inside the protective bag- 3 well-
!aintaine# canopy flies better than one that is not. =o!e pilots like to pack the harness without
#etaching the wing4 as this will be easier for the ne(t flight. Gou will fin# the packing !etho# that
suits you. he way you place the harness an# canopy insi#e the bag is i!portant when you have to
carry the bag a long #istance.
ry to place the heavier haness on the botto! an# the canopy on the si#e that co!es into contact
with your back for pa##ing. 8hen the carrying bag is on your shoul#ers4 a#;ust the shoul#er straps
for co!fort an# tighten the central strap.
,f you fol# your gli#er cell on cell when packing it4 you !ust !ake sure that the reinforce!ents of
the cell walls at the lea#ing e#ge en# up lying as flat as possible on top of each other. ,f you have to
store your gli#er for several weeks or !onths@ ake the harness out of the bag4 #on/t co!press too
!uch the wing in the bag4 leave the inner an# !ain bags open in or#er to let hu!i#ity go out4 store
your !aterial in a #ry roo!4 far fro! high heat an# fro! the sun. ,f your gli#er is wet4 sprea# or
hang it an# let it #ry at roo! te!perature4 or at least out of the sun. 3 wet canopy can ra#ically alter
the flight characteristics of the gli#er.
5ave a pleasant 9alk---
eteorology
Meteorology is #efine# as the stu#y of weather. ,n actual practice4 such a stu#y involves collection
of #ata inten#e# to further the scientific #evelop!ent of all the co!ple( aspects of the at!osphere.
Paragli#ing ten#s to focus interest on !eteorological con#itions relevant to the sport itself. ,t !ust
be un#erstoo# fro! the outset that observation with an eye for #etail an# e(perience are two
essential re5uire!ents for getting a han#le on the weather an# !aking sense of its fickle nature.
his han#book contains references to weather topics which are presente# as si!ple as possible with
the ai! of enlightening aero-athletes. 3s an en# result4 the infor!ation gleane# fro! this te(t will
be !ore than sufficient for the !a;ority of pilots.
icrometeorology
Micro!eteorology is an offshoot of !eteorology #ealing with s!all-scale weather patterns.
her!als4 sea bree"es4 anabatic an# catabatic flows are sub;ects which involve !icro!eteorology4
otherwise known as local weather patterns. ,n this han#book ,/ve chosen to arrange chapters or
sections accor#ing to win#s4 types of clou# an# ther!als so that the sub;ect is easier to grasp.
2owever4 it isn/t always possible to separate topics #ealing with !icro!eteorology fro! general
!eteorology. ,n !y approach4 paragli#ing is the central the!e or point of reference.
%asic eteorological "oncepts
=olar ra#iation heats up the earth. he groun# is heate# up an# releases the heat into the
at!osphere. ,n a si!ilar but less rapi# !anner4 the sea is heate# an# this heat is also release# into
the at!osphere. ,n turn4 the heate# at!osphere then causes various weather patterns to occur. he
fact that the earth war!s an# cools !ore rapi#ly than water will later help us un#erstan# several
other weather patterns later. In a nutshell0 all 9eather patterns derive their activity from heat
via solar radiation-
Pressure and temperature diminish with height
he at!osphere that surroun#s the earth has !ass an# so is pulle# #ownwar# by gravity. he
weight of air above an# aroun# us is felt as pressure on all earthly !atter. his is calle#
atmospheric pressure4 an# is !easure# in 2ectopascals 6hPa74 or for!erly in Millibars 6!b7.
Burther stan#ar#i"ation has been agree# upon with the establish!ent of one unit of at!osphere at
sea level per $%$A.&- hPa 6or &1.1& inches of !ercury7. hus at!ospheric pressure is re#uce# by &
hPa per ;-G meters 6&+ feet7 of altitu#e as we !ove upwar#. 3ir then beco!es !ore rarifie# to the
point that e(ternal supply of o(ygen is re5uire# for paragli#ing above A-%% !eters 6$$4-%% feet7. 3
fight beyon# this height without o(ygen support is e(tre!elly #angerous.
3ny variations in at!ospheric pressure fro! place to place is acco!panie# by a ten#ency for air at
greater at!ospheric pressure to flow into the area of lower pressure. his hori"ontal #isplace!ent
of air is co!!only known as 9ind.
3s !entione# previously the heate# earth releases heat into the at!osphere. 8hen this happens4 the
war! air rises vertically an# a neighboring col# air current fills the voi#. his vertical #isplace!ent
of air is calle# an ascen#ing current of air or thermal up#raft.
hus it is evi#ent that there are t9o types of motion in the air@
&- he win#4 which is the hori7ontal movement in the air.
2- he ascen#ing or #escen#ing air current cause# by ther!als4 which is the vertical movement in
the air.
Most non - pilots cannot un#erstan# the #ifference between win# an# a ther!al. ,n practice4 it is not
always clear when to #ifferentiate the! since they can often occur si!ultaneously. Beginner pilots
shoul# fly un#er stea#y con#itions with a win# spee# at launch of % to $- k!?h 6% to $% !ph7 an#
un#er an e(perience# pilot/s supervision. ,n#ee#4 any seasone# pilot knows that paragli#ing is
#irectly #epen#ent on weather con#itions an# this calls for a goo# knowle#ge of !eteorology.
Temperature is !easure# in #egrees 9elsius 6 W9 7 in !ost countries while #egrees Bahrenheit
6 WB 7 are still use# in the ..=.
3s you know the air/s te!perature varies throughout the #ay accor#ing to the solar heating. Dow
te!peratures usually occur in the early !ornings an# high te!peratures two hours after the sun
passes !eri#ian level. he heating by the sun causes ther!als4 so ther!al pro#uction usually
follows the te!perature pattern. e!peratures typically fall with altitu#e by about 0-6G R, or &-0;
R40 for every &00 meters <=00 feet>.
5umidity represents the a!ount of water vapor containe# in the air. /ater e(ists in three #ifferent
states@
&- )aseous in the air in the for! of water vapor
2- 3i.uid as precipitation or water #roplets
=- olid as hail or ice
he air !ay contain a li!ite# a!ount of water vapor in proportion to the te!perature. Bor instance4
a cubic !eter of air with $%$A hPa pressure can contain up to + g of water at "ero 9elsius 6%.&+ o"
at A& WB74 $A g at $% W9 6%.'* o" at -% WB74 &- g at &% W9 6%.)% o" at *+ WB7 an# '% g at A% W9 6$.'$ o"
at +* WB7. he air hol#ing the largest possible a!ount of water vapor is calle# saturated. 8hen air
beco!es saturate#4 the water vapor turns to li5ui#. his li5uefaction process is achieve# either by
increasing the water vapor content by evaporation fro! the surface or when the te!perature #rops4
as we will see later in the chapter on ther!al flying.
'bsolute humidity is the a!ount of water vapor in gra!s containe# in a volu!e of at!ospheric
air. Aelative humidity is the !ass of water vapor e(isting in a given unit of volu!e of air in
relation to a !ass of saturate# air4 an# is e(presse# in percentage ter!s. De9 point represents the
te!perature at which the at!ospheric air beco!es saturate# as it cools. 3ny further cooling
converts a part of the water vapor into water #roplets which we see as clou# or fog.
Pressure an# te!perature #eter!ine the density of a gas such as air. 8ater vapor #ensity is roughly
five eighths 6-?+7 that of #ry air. herefore4 it is necessary to know the relative hu!i#ity to
#eter!ine the air #ensity. Burther!ore4 an increase in altitu#e will re#uce the #ensity by roughly
one per cent per hun#re# !eters 6A%% feet7 of altitu#e increase. ,n contrast4 #ensity increases when
there is a #rop in te!perature. =o4 it see!s that there are no gui#elines for raw sensory perception of
#ensity an# thus !ust be !easure# scientifically.
4lying in lo9$density air means flying at a relatively higher airspeed co!pare# to a situation
with the sa!e con#itions but with high air #ensity. Bor e(a!ple4 on a hot4 #ry #ay all true airspee#s
will be higher. Blying at high altitu#e occurs inlower #ensity air an# also results in relatively higher
airspee#. ,t is i!portant to re!e!ber that your airspee# is lower when for e(a!ple4 you #eci#e to
fly in the vicinity of the sea with a high hu!i#ity bree"e. 3ir #ensity cannot be easily !easure# at
the flying site4 but it can be generally assesse# by noting the te!perature4 hu!i#ity an# altitu#e.
he #ensity factor affects you !ainly at launch an# lan#ing4 an# usually is not #etectable in flight
since the force of the relative win# is the sa!e in all air #ensities.
Isobars
Isobaric chart containing indication o# geostrophic and sur#ace wind direction.
Isobars are curved lines on a 9eather map which connect points that have the sa!e at!ospheric
pressure. ,n general4 isobar patterns curve aroun# large areas of low pressure4 or baro!etric
#epression4 an# aroun# areas of high pressure4 or anticyclone. 3 #ifference in pressure at separate#
points on the earth/s surface results in a flow of air fro! high pressure to low pressure. his flow is
nature/s way of e5uali"ing the pressure i!balance4 which we know as win#. 3n isobar chart can
infor! us of !any things. Bor e(a!ple4 in the earth/s northern he!isphere@
&- he closer the isobars are to each other4 the stronger the pressure gra#ient an# thus the stronger
the win#.
2- 8in#s invariably blow parallel to isobars because as the win#s flow the earth turns below the!.
he result is an apparent turning to the right in the northern he!isphere. 8e call this the ,oriolis
effect. 3ccor#ing to the Buys Ballot/s Daw@ ,n the Northern 2e!isphere4 if one stan#s with his back
to the win#4 the area of low pressure is to his left. ,n the =outhern 2e!isphere the reverse is true.
he e(planation lies in the #eflection4 cause# by the earth/s rotation4 in the !ove!ent of air fro!
areas of high pressure to areas of lower pressure.
=- 8in# rotates anti-clockwise aroun# #epressions 6lows7 an# clockwise aroun# anticyclones
6highs7.
The opposite occurs 9hen 9e are in the southern hemisphere-
&tability and Instability
,n previous sections a reference was !a#e to the ter!s stability an# instability. he at!osphere is
#ee!e# unstable when the lower air !asses are of a higher te!perature than higher air !asses an#
rise up into their place. 2owever when there is no #ifference in te!perature between the two
!asses4 or even when higher !asses are war!er4 the at!osphere is stable.
Strong instabilit* and humid air produce huge cumulus 0le#t1
Light instabilit* produces small cumulus 0right1
Atmosphere3s temperature 1 Adiabatic gradient
2nder unstable conditions we o#ten ha%e good #lights with thermal li#t.
2nder stable conditions we ha%e calm or smooth #lights.
The dry adiabatic lapse rate is a constant which gives us the rate at which a rising air !ass cools.
his constant is $W9 per $%% !eters of height 6-.- WB per $%%% ft7. 8e have alrea#y !entione# the
average rate 6%.*-W9 per $%% !eters7 at which the air/s te!perature #rops with altitu#e. =uch a #rop
in te!perature #iffers fro! place to place4 an# fro! #ay to #ay in the sa!e place #epen#ing on the
nature of the air !ass an# the sun/s heating.
Det us illustrate this concept with an e(a!ple. 3ssu!e the groun# te!perature at sea level is at
&%W9 while at $%%% !eters the te!perature is -W9. ,f a s!all !ass of air leaves the groun# at &%W9 it
will e(pan# an# cool at the a#iabatic rate to beco!e $%W9 at $%%% ! 6that is $W9 per $%% !7. ,n
other wor#s the rising s!all !ass will en# up war!er than the te!perature in the surroun#ing air
which is - W9. hus4 it will go on rising upwar#s because war!er air is less #ense. his rise
continues until e5uilibriu! is reache# between its te!perature an# that of the environ!ent. his
process is known as instability.
,n contrast4 stability is e(perience# when a rising s!all !ass cools off faster than the surroun#ing
air. Hf course this e(a!ple is purely hypothetical4 since if the air is cooler than that of the
surroun#ing air4 it cannot !ove upwar#s on its own to reach the $%%% !eter point in the first place.
Inversion
ometimes strong thermals pass through the inversion layer-
Fertical !ove!ent in the air is #ue to the #ifference in energy between war! low-level !asses an#
cooler high level ones so that an overturning or !i(ing of the at!osphere occurs. But 5uite
co!!only the situation e(ists whereby the te!perature rises as altitu#e increases. his effect !ay
occur at the groun# or at #ifferent levels above the surface. 8e know such layers as inversions.
,nversions ten# to stop all but the strongest ascen#ing air currents or ther!als.
All About Winds
/inds are characteri7ed by their strength and direction-
/ind strength is measured in kmMh or mph- 3 British sea captain #evise# a win# strength
classification known as the !eaufort cale. he scale is acco!panie# by observe# effects of the
win# at sea which aren/t overly helpful to paragli#er pilots4 so we have a##e# effects you can
observe on lan# to ;u#ge the win# strength. hese !atters are presente# in the chart below@
%eaufort &cale
Beaufort
No.
General
Description
Sea Criterion Landlubber's Criterion Wind
in
Kmtrs
Wind
in
Knots

0 Calm Sea like a mirror. Calm
Smoke rises vertically.
Less
than 1
Less
than 1
1 Light airs Ripples with the appearance of
scales are formed, but without
foam crests.
Direction of wind shown
by smoke drift but not by
wind vanes.
!" 1 ! #
2 Light bree$e Small wavelets, still short but
more pronounced. Crests have
%ind felt on face& leaves
rustle& weather vane
"!11 ' ! "
a glassy appearance and do
not break.
moved by wind. %ind
socks begin to angle out
(entle bree$e Large wavelets. Crests begin
to break. )oam of glassy
appearance. *erhaps scattered
white horses.
Leaves and small twigs in
constant motion. %ind
e+tends light flags.
1!1, - ! 1.
! /oderate
bree$e
Small waves becoming longer,
fairly fre0uent white horses.
Raises dust and loose
paper& small branches are
moved.
.!#. 11 ! 1"
" )resh bree$e /oderate waves, taking more
pronounced long form& many
white horses are formed.
Chance of some spray.
Small trees in leaf begin
to sway. )lags flap
steadily
#1!#, 1- ! 1
# Strong bree$e Large waves begin to form&
white foam crests are more
e+tensive everywhere.
*robably some spray.
Large branches in motion&
whistling heard in
telegraph wires, umbrellas
used with difficulty. )lags
flap and snap
'.!1. ! -
$ 2ear (ale Sea heaps up and white foam
from breaking waves begins to
be blown in streaks.
%hole trees on motion&
inconvenience felt when
walking against wind.
11!"1 3 ! ##
% (ale /oderately high waves of
greater length& edges of crests
begin to break into spindrift.
4he foam is blown in streaks.
5reaks twigs off trees&
generally impedes
progress.
"!-' #' ! '.
& Severe gale 6igh waves. Dense streaks of
foam. Crests of waves begin to
topple, tumble and roll over.
Spray may affect visibilty.
Slight structural damage
occurs such as slates
removed.
-1!3, '1 ! '-
10 Storm 7ery high waves with long
overhanging crests. Resulting
foam is blown in dense white
streaks. 4he surface takes on
a white appearance. 7isibility
affected.
Seldom e+perienced
inland& trees uprooted&
considerable structural
damage occurs.
3,!1. '3 ! 11
11 7iolent storm 8+ceptionally high waves. 4he
sea is completely covered with
long white patches of foam.
8verywhere the edges of wave
crests are blown into froth.
7isibility affected.
7iolent cyclones 1.#!11
-
1" ! "#
12 6urricane 9ir filled with foam and spray.
Sea completely white with
driving spray. 7isibility very
severely affected.
113 : "#:
Direction is #escribe# with ter!s relating to the co!pass hea#ing where the win# is co!ing from.
Bor e(a!ple4 a northwest win# is blowing fro! the northwest to the southeast.
+irection chart
Geostrophic Wind
he geostrophic win# is the win# that blows out of the influence of groun# friction. ,t is the win#
influence# solely by pressure 6represente# by isobars on a weather !ap7 an# the 9oriolis effect. he
geostrophic win# follows the isobars an# flows anti-clockwise aroun# #epressions 6lows7 an#
clockwise aroun# anti-cyclones 6highs7 in the northern he!isphere. he geostrophic win# takes
place over )%% ! 6&%%% ft7 an# above all surface ob;ects.
Gradient Wind
8hen geostrophic win# is !oving in a curve# tra;ectory4 on approaching the core of a low4 it will
e(perience a counteracting centrifugal force4 which will #i!inish or !o#erate it. Hn the other han#4
#uring a curve# tra;ectory away fro! the anticyclone/s core it will !eet with a ;oint centrifugal
force which will reinforce it. =uch altere# win# is calle# gra#ient win#.
&urface Wind
=urface win# is the prevailing win# close to the surface of lan# an# sea an# is affecte# by friction.
Briction@
V 3lters #irection by roughly A%W on lan# an# $%W on sea.
V Ee#uces the strength of the win# near the groun# surface.
V May re#uce surface win#s by &?A the spee# of the win# over a groun# surface an# by $?A over a
sea surface. =uch a #rop !ay be felt significantly while paragli#ing.
Wind1Gradient *.haenomenon-
8in#-gra#ient is the gra#ual re#uction in win# spee# as we approach the surface #ue to the friction
of the groun#. his is a !atter of concern to us in flight.
Hn lan#ing approach4 especially in the final few !eters4 you shoul# prepare yourself for a su##en
#rop in win# spee#4 provi#e# that there is a win#. Gour paragli#er !ay lose airspee# in a strong
gra#ient an# approach a stall. ,t is i!portant to offset the effects of win#-gra#ient by carrying !ore
airspee# on final aproach before you reach the gra#ient level. Gou can rea# !ore about this in the
section on lan#ing an# transitional phases.
Eough terrain favors the presence of a win#-gra#ient. 8hile flying4 if strong win# is e(perience# at
a particular height you can usually #escen# to a lower level an# encounter less win#. ,n this
situation win#-gra#ient is your ally. 8in#-gra#ient often occurs well above the groun#. Dayering
can happen with various win# spee#s at #ifferent heights. By losing or gaining height you !ay go
fro! one layer to another an# encounter #ifferent win# strengths an# turbulence.
wind - gradient
=uch a situation is !ore co!!on when there is a scarcity of ther!als4 since vertically !oving flows
ten# to blur the sharp boun#aries in win# layering. hus4 no strong win#-gra#ient is e(perience#
with abun#ant ther!als. Hn the other han#4 with vertical currents interrupting the hori"ontal flow4
!ore fre5uent turbulence !ay be e(perience#. But we can/t have everything our own way4 can weP
$ocal Winds
Docal win#s are represente# by sea an# land bree7es4 plus anabatic an# catabatic flows. hese
win#s #o not appear in#ivi#ually on an isobar #iagra! or weather !ap4 an# #ue to their brief
#uration are affecte# very little by the earth/s !ove!ent an# 9oriolis effect. =uch win#s are
fun#a!entally for!e# by heat #ifferentiation on the earth/s surface an# on coasts4 valleys an#
!ountain ranges. hey ten# to prevail over light geostrophic win#s an# alter the!. hus4 when
weather forecasts !ake a reference to Klight to !o#erate win#K we can bet that local patterns will
affect the area.
The strength of local 9inds0 in contrast to the general prevailing 9ind0 9ill begin to drop after
a particular height above the surface. Bear this i#ea in !in# when flying4 as it will help you
assess whether the win# on the slope is a general prevailing win# or bree"e4 or a co!bination of
both. ,f as you aseen# the win# #ecreases you are flying in a local win#4 an# if the win# increases
you are flying in a general prevailing win#. , believe ,/ve given you foo# for thought. ,n a later
section we will #iscuss vertical currents 6ther!als7 an# the sub;ect !ay see! !ore co!ple(. hat
is4 on a slope there !ay be a local flow4 general prevailing win# an# a ther!al current
si!ultaneously. :o not panicN Bor paragli#ing all this signifies goo# flying con#itions.
&ea %ree4e
he sea Bree"e is a local win# with an onshore win# #irection. =ince lan# heats up !ore rapi#ly
than sea4 an# the war! air over lan# rises4 the cool sea air will flow in fro! the water to replace it.
hus an onshore flow of air is for!e# #uring #ayti!e which lasts until late afternoon or early
evening.
Sea 'ree3e
,nvariably4 it starts off as an onshore win#4 yet later 9ill turn right9ard #ue to the 9oriolis effect.
,n a large nu!ber of regions it is affecte# by other factors as well4 such as in the =aronic Gulf in
Greece4 where it starts off in the !orning in a westerly #irection only to turn southerly later in the
#ay. his turn is worth a !entioning because when there is a su##en shift in win# #irection places
which are flyable with specific #irection !ay encounter lee si#e proble!s.
$and %ree4e
3 lan# bree"e is a local win# which4 opposite to sea bree"e4 i!plies an offshore win# #irection 6lan#
to sea7. Bor!e# at night when the sea cools less rapi#ly than lan# an# the col# air flows out fro!
the lan# to replace the war! air over the waters4 it will increase its intensity when flowing along
with the general prevailing win#.
Land 'ree3e
%ree4e +ront
,f the #irection of the general prevailing win# is opposite to the sea bree"e4 a 7one of convergence
is create#. =uch a convergence of win# is calle# a sea bree7e front an# is visible along coasts4
where #uring the war!er !onths of the year a ha"y line of clou# parallels the coast so!e #istance
inlan#.
)eneral pre%ailing wind is in%erse to the sea bree3e and a bree3e #ront is created.
Anabatic and "atabatic Wind)alley %ree4es
3nabatic bree"es or upslope win#s are for!e# in the vicinity of hillsi#es or !ountains when air
a#;acent to the hillsi#e slopes heats up an# flows up the slope. ,nversely4 catabatic or #ownslope
flows are for!e# at hillsi#es or in the vicinity of !ountains when the slopes cool at night or when
they are sha#e# fro! the sun. he air above the slope is coole# an# #escen#s to for! a #ownwar#
flow of win#. =trong catabatic flows often occur on hillsi#es when a cool win# is blowing through
sa##les towar#s valleys.
8in#s prevailing within valleys #epen# on an# are altere# to a large #egree by both anabatic an#
catabatic flows in the vicinity of the hillsi#e slopes. Bro! the #iagra!s we can observe interesting
patterns which are worthy of careful analysis. 6:rawings on previous page.7
In the morning there is a col# win# in the valley covere# by a te!perature inversion. 3s soon as
the sun rises4 an anabatic flow for!s on the a#;acent slope. 't noon the valley continues to contain
col# air4 which by !oving towar#s the slopes for!s a light to !o#erate #escen#ing air current in the
center of the valley. In late afternoon a catabatic flow will #escen# fro! all si#es. Hn !eeting in
the !i##le of the valley4 an ascen#ing air current4 co!!only known as Kmagic liftK or J9onder
9indJ0 !ay be for!e# #ue to convergence. his gentle4 !il#4 ascen#ing current is a generously
fitting finale to the en# of a paragli#ing #ay.
)alley Wind
he ter! valley win# is use# to #escribe the e(istence of a win# in a valley4 which #iffers fro! the
general prevailing win#. Falley win#s are pheno!ena we face !ostly in 'lpine flying 6flying in a
co!ple( of !ountains with narrow valleys7. he ti!ing an# the strength of the valley win#s in a
co!ple( or high !ountain?valley syste! !ay be very #ifficult to esti!ate. Docal pilots4 after
e(periencing proble!s4 learn an# teach us the ti!ing of valley win# in their area. ,n Fene"uela
6Placivel7 , launche# with A% k! of east win# an# lan#e# in a valley ;ust below with '% k! of west
win#. ,n the sa!e valley other pilots e(perience# north win#. his effect is a result of the !ove!ent
of the air insi#e the valley. he slopes an# the #ifference of heat on the slopes insi#e this valley
cause# this confusion in #irection an# strength of the win#.
+oehn Wind
Boehn is #escribe# as a win# but actually inclu#es a local pheno!enon. Boehn win#s are war! an#
#ry4 an# are encountere# on the lee si#e of a hill or !ountain where rising air !ass causes
precipitation. he #iagra! pictures a &%%% ! !ountain with the win# on the left. 3ir te!perature at
groun# level is $' W9. Hn ascen#ing4 it for!s a clou# at - W9 an# on reaching the su!!it at % W94
rain an# snow fall on the facing si#e an# the clou# loses !uch of its initial hu!i#ity. 3s a result4 the
clou# evaporates towar# the leesi#e at $ W9. 3s it #escen#s te!perature rises to $+ W9 #ue to
co!pression. ,t is clear that by now the #ry air/s te!perature after the process has risen by ' W9. he
Boehn can blow e(tre!ely strong because gravity helps accelerate the flow on the #ownslope si#e.
his win# can also be e(tre!ely turbulent as it flows over an# aroun# crags4 trees an# hills.
Atmospheric Waves
'tmospheric 9aves occur when vigorous win#s blow over !ountains or ri#ges un#er con#itions of
upper level stability. 3s strong win#s pass over a !ountain peak they are #eflecte# upwar# then
reboun# to for! continuous leesi#e waves. he waves !ay for! a range of a stationary clou# calle#
altocu!ulus lenticularis at their crests. Hn the leesi#e of the !ountain a variable clou# for!ation
calle# a KrotorK clou# often buil#s up4 which occurs whenever there is ha"ar#ous swirling !otion4
or rotor turbulence. he violent win#s that !ay for! waves #o not len# the!selves to safe
paragli#ing.
Ideal conditions #or sailplanes but not #or paragliders.
Wind &hadow
8in# sha#ow occurs when a large obstruction 6!ountain or ri#ge7 lies in the path of the win# an#
partially blocks it. 3t so!e point #ownwin# of the !ountain4 the win# will be blowing at the
surface4 then as you near the !ountain it will #i!inish or reverse #irection in short or#er. he
proble! with win# sha#ow is that it presents a su##en hori"ontal gra#ient or velocity change which
can cause a collapse. ,n high !ountains be careful to check the overall win# #irection. Htherwise
you !ay en# up flying in win# sha#ow thinking you are on a cal! launch only to fin# severe
turbulence away fro! the !ountain.
!e can #l* on both sides o# a mountain a#ter care#ul obser%ation.
+ronts
3 front is the boun#ary which separates war! an# cool air !asses. 3s we alrea#y know4 so!e
regions or areas are heate# !ore than others. hus war! an# col# air !asses !ay be for!e#4 which
at so!e point encounter one another. These dissimilar masses tend not to mi? or combine. ,f the
cooler air !ass has !ore pressure behin# it4 it will procee# forwar# an# the !oving boun#ary is
known as a cold front.
Cold #ront
!arm #ront
Dikewise4 if the war! air !ass has !ore pressure pushing it4 the !oving boun#ary is calle# a 9arm
front. 3 boun#ary where both war! an# col# !asses are e5uali"e# in pressure will not !ove an# is
known as a stationary front.
Generally speaking4 a col# air !ass is #enser than a war! air !ass an# will plow un#er the war!
air if it !oves as a col# front. he lifting causes clou#s an# usually thun#erstor!s an# rain. 3 war!
front will result in the war! air ri#ing up over the col# !ass it is replacing. 3gain clou#s an# rain
occur4 usually on a !ore wi#esprea# basis than with a col# front.
+rontal .assage
Bollowing is a #escription of typical frontal passage. he approach of a war! front is often
announce# by a bright halo aroun# the sun or !oon. he halo is for!e# by a high clou# calle#
cirrus. he clou# eventually covers the entire skyline 6the ti!e nee#e# for a front to pass over
varies7. he win# #irection ten#s to shift gra#ually 6a southerly win# can turn westerly7 an# the
te!perature also rises. Fisibility is poor an# clou#s continue to lower with for!s such as altostratus
an# then4 lower still4 stratus. Eventually there will be e(tensive rainfall4 at!ospheric pressure will
fall an# for!ation of ther!als will not occur because of stable con#itions an# blockage of the sun.
3 war! front typically !oves along at a spee# of $* to &' k!?h 6$% to $- !ph7 in an easterly or
northeasterly #irection 6in the northern he!isphere7.
3 col# front !oves !ore rapi#ly 6A% to -% k!?h&% to A% !ph7 than a war! front. 8hen a col# front
passes4 the te!perature #rops4 the win# #irection changes 6fro! southerly to northerly in the
northern he!isphere74 precipitation intensifies4 but eventually beco!es !ore inter!ittent.
hun#erstor!s !ay pass through4 then #isperse. he sky begins to clear an# fair weather cu!ulus
clou#s appear. 3fter the col# front has gone through4 the at!osphere is unstable an# this favors
ther!als. Goo# weather for ther!al flying !ay go on for several #ays after the col# front passes
provi#e#4 of course4 a fresh spell of low pressure #oes not ensue.
"louds
9lou#s are for!e# by li5uefaction of water vapor at the #ew point 6the te!perature at which lifte#
air cools an# reaches the saturation point7. 9lou#s for! at varying heights an# #isplay various
for!s. hese for!s are classifie# as either stratifie# when hori"ontally shape# or cu!ulus when
volu!inous an# vertical. 2ow they for! an# #isperse varies accor#ingly. 5igh ,louds <6000 to
&0000 m or 200000 to ==0000 ft>:
,irrus <,i>0 ,irrocumulus <,c> an# ,irrostratus <,s> are thin4 wispy clou#s in#icating the
approach of a war! front an# are non-precipitation clou#s. hey #o not necessarily cover the
totality of the sky.
1id$'ltitude ,louds <2000 to 6000 m or 60G00 to 200000 ft>:
'ltocumulus <'c> and 'ltostratus <'s> are bright clou#s in general. 3ltocu!ulus look like a neat
arrange!ent of tufts or clu!ps4 whereas altostratus clou#s are sprea# out over a wi#e area.
3o9 ,louds <to 2000 m or 60G00 ft>:
tratus <t> and "imbostratus <"s> are wi#esprea#4 thick layer clou#s. =tratus clou#s are gray an#
create overall overcast con#itions. :ri""le or light rain is a co!!on occurrence. Ni!bostratus are
#ark rain clou#s pro#ucing stea#y4 perpetual precipitation or snow in generally overcast con#itions.
,n these con#itions win# ten#s to be stea#y 6e(cept #uring i!be##e# thun#erstor!s7 an# vertical
currents suppresse#. Blights will be s!ooth with little lift4 e(cept when thun#erstor!s are hi##en in
the clou#s. :ark stratus clou#s are #angerous for this reason. 9u!ulus 6cu7 clou#s4 which we will
#iscuss below4 are also low-level clou#s.
"ap "louds
9lou#s are often pro#uce# at !ountain peaks #ue to the lifting of the air over the !ountain. hey
for! when they reach #ew point level on the lee si#e. =uch clou#s inclu#e cap clou#s4 wave clou#s4
stratus4 !ist clou#s an# others.
ist or +og
Mist or fog is essentially a low level clou# for!e# in the vicinity of the groun#. =everal categories
#eter!ining how they are cause# have been for!e#@
Aadiation fog@ Bor!e# at night in light to !o#erate win#s when the air is coole# by the groun#
which itself has been coole# by ra#iation. ,n the absence of !oisture or #uring strong win#
con#itions fog #oes not occur.
'dvention fog@ Bor!e# when a hu!i# air !ass !oves in light to !o#erate win#s over a col#
region such as the sea. his type of fog is co!!only foun# in ocean territory an# coastal regions.
ea smoke@ Bor!e# at sea #ue to the #ifference in te!perature between seawater an# col#er air.
8hen water vapor evaporates it i!!e#iately cools an# reaches saturation in the col# air.
)ertical "loud +ormation
"umulus *"u-
Bor cu!ulus clou#s to for!4 ther!al energy is re5uire# in the for! of a ther!al up#raft or current.
his current rises upwar# until con#ensation occurs an# thus creates a cu!ulus ther!al clou#.
8hen a ther!al air !ass rises4 reaches saturation point an# con#enses at the #ew point4 it releases
the heat energy that ha# previously cause# the evaporation to take place fro! the groun# when the
!ass absorbe# hu!i#ity. hus4 an a##itional ascen#ing i!petus works on a clou# fro! insi#e@
increase# instability is cause# by the rise in te!perature. his process is essentially why cu!ulus
clou#s for!ing vertically can reach great altitu#es of up to $% k! 6AA4%%% ft7 in con#itions of great
instability.
his level of the at!osphere is calle# the troposphere. 2ere the te!perature rises an# the clou#
cannot e(pan# vertically any higher so it starts e(pan#ing hori"ontally. ,f it !eets high win#s here4
it will point #ownwin# in the shape of an anvil. 3 large4 #ark4 rain-pro#ucing clou# is calle# a
cu!uloni!bus an# is i#entifie# as a thun#erstor!. More will be sai# on this in greater #etail in
further chapters.
her!als rise until they reach their te!perature e5uilibriu! with that of the at!osphere. hus4 all
ther!al clou#s for! at a si!ilar altitu#e on a given #ay which is known as cloud base. 3ny shift in
altitu#e will co!e about in the #ayti!e as heat increases. 3n i!portant point to re!e!ber is that all
clou#s for!4 gather an# then #isperse in $- to A% !inute cycles. Pilots shoul# learn to ;u#ge all
stages in the #evelop!ent of a cu!ulus clou#4 so as to take full a#vantage of the lift it #enotes.
,f there is an overabun#ance of clou#s throughout the sky4 con#itions for paragli#ing !ay beco!e
incle!ent. :ayti!e ther!al activity will be halte# #ue to the sun/s rays being blocke# by clou#s.
8hen layer clou#s #isperse4 a new roun# of ther!al activity !ay begin. ,n light to !o#erate
ther!al activity4 a row of clou#s !ay be for!e# parallel to the win# #irection. hese rows for!
because the win# is sorting out ther!als by creating ther!al release #ownwin# of e(isting ther!als.
his pattern is calle# cloud street an# it offers superb flying con#itions as long as streets #on/t have
to be crosse#.
"umulonimbus *"b-
9u!uloni!bus 69b7 clou#s are of concern to us because of their #angerous attributes. he stor!
clou# will !ove in the #irection of the prevailing win# an# it continues to vacuu! up war! air
fro! the groun#4 so!eti!es pro#ucing a strong surface win# towar#s its base. 3s with all vertical
for!ing clou#s4 a 9b/s energy is #ue to the strong release of heat through con#ensation. 8e call
such a clou# for!ation a Thunderstorm. Hften a group of thun#erstor!s occurs along col# fronts
because the front lifts the war!4 !oist air it is replacing.

Cumulonimbus
he great energy in a thun#erstor! results in strong ascen#ing currents which #o not allow rain to
fall. hus a great accu!ulation of !oisture !ay #evelop in a large stor! clou#. his !oisture is
usually in the for! of ice crystals an# hail in the upper levels. 8hen the up#raft force weakens4 the
reverse process occurs with the currents no longer able to withhol# the hail. his situation results in
a hailstor!. 3s a conse5uence of the electric charge pro#uce# by the violent kinetic energy of
!atter4 flashes of lightning break insi#e clou#s an# thun#er bolts strike the earth. Perhaps the !ost
#angerous aspect of a thun#erstor! to flying 6fro! paragli#ers to large airplanes7 are the
#own#rafts an# gust fronts. 8hen hail or rain starts to fall4 they create severe #own#rafts by
#ragging air along. his air hits the groun# an# sprea#s out violently in a burst of col# air that is
calle# a gust front. Gust fronts can turn airplanes upsi#e #own an# are a!ple reason to give
thun#erstor!s a wi#e berth.
he buil#up of cu!uloni!bus !ay be i!possible to see in con#itions of overall clou#iness. 3
cu!uloni!bus4 vast though it is4 starts off as a plain cu!ulus4 then grows into a bulky cu!ulus
before win#ing up as an enor!ous cu!uloni!bus. 3t its !a(i!u! rate of growth4 ascen#ing air
currents can approach &% !?s 6'%%% BPM7. Even hail can be #riven upwar# at )% k!?h 6'- !ph7N
:rooping clou# for!s4 calle# !a!!ata in Datin4 !ay be associate# with e(tre!ely violent
#own#rafts.
8hat shoul# be re!e!bere# is that cumulonimbus is the only cloud capable of producing
lightning and hail4 an# the only clou# to have peripheral cu!ulus which fee# the!. he special
anvil shape of a 9b is so!ewhat characteristic4 but !any thun#erstor!s #o not #isplay this shape on
top4 an# in#ee# often the tops of 9bs cannot be seen #ue to sprea#ing cu!ulus #own below.
,n paragli#ing4 an# in aviation in general4 this concentration of clou# is a consi#erable proble!.
Even large aircraft ten# to avoi# approaching thun#erstor!s. Measures to be taken are #escribe# on
page $A1 KProble!s of flightK.
0l Nino 1 $a Nina
2l "ino is a #isruption of the ocean-at!osphere syste! in the ropical Pacific having important
conse.uences for 9eather and climate around the globe. El Nino !eans Khe Dittle BoyK or
K9hrist chil#K in =panish. his na!e was use# for the ten#ency of the pheno!enon to arrive aroun#
9hrist!as. El Nino is often calle# Ka war! eventK. The Pacific 6cean is the largest ocean on
2arth. he weather an# cli!ate con#ition known as El Nino is cause# by a change in the win#
pattern over the e5uatorial Pacific Hcean. his change lea#s to changes in how the Pacific
#istributes heat to other parts of Earth4 an# to changes in weather an# cli!ate. Hne of the changes in
weather cause# by an El Nino is a re#istribution of rainfall aroun# the Pacific Hcean. Because the
Pacific is so big4 a large El Nino can also alter the weather in places far fro! the Pacific.
During 2l "ino rainfall increases around Pacific 6cean
3a "ina is #efine# as cooler than nor!al sea-surface te!peratures in the central an# eastern
tropical Pacific ocean that i!pact global weather patterns. Da Nina !eans Khe Dittle GirlK in
=panish. Da Nina is often calle# Kanti-El NinoK4 or si!ply Ka col# eventK.
2l "ino and 3a "ina are e?treme phases of a naturally occurring climate cycle- Both ter!s
refer to large-scale changes in sea-surface te!perature across the eastern tropical Pacific. his
war! pool e(pan#s to cover the tropics #uring El Nino4 but #uring Da Nina4 the easterly tra#e win#s
strengthen an# col# upwelling along the e5uator an# the 8est coast of =outh 3!erica intensifies.
Da Nina con#itions recur every few years an# can persist for as long as two years. 2l "ino 9as the
climate event of the past century-
3earn more at http:MM999-elnino-noaa-gov
4lying 3ike !irds
3s we all know4 paragli#ers gli#e stea#ily an# progressively #ownwar#s. o !aintain or4 even
better4 gain altitu#e there has to be an up#raft or ascen#ing air current as #iscusse# in a previous
section. Bor flight within ther!als we can use the ter! Jthermal soaringJ or JthermalingJ.
8in#s also provi#e another opportunity to stay aloft as we shall see below. 8e call such a practice
Kridge soaringK an# it is a result of Jorographic liftJ. he co!bination of Jthermal liftJ an#
Jorographic liftJ is calle# Jconvergence liftJ.
T9o pilots glide in different conditions- PDemonstrated in the upper dra9ing gaining height
due to thermalQ
#idge &oaring
8hen win# blows on to a !ountain slope4 it is force# to follow the !ountain/s contour towar#s the
peak. 3n ascen#ing air current4 calle# Jorographic liftJ4 is pro#uce#. 8e can fly up alongsi#e the
slope an# benefit fro! this lift. Blying in this lift is calle# ri#ge soaring or slope soaring.
he height reache# once above the peak will not be that great since the win# flow will resu!e its
hori"ontal course again once the obstacle of the slope has been passe#. Eoun#e# hills an# other
shapes which #o not block the airflow are not very suitable for ri#ge soaring. Hften hills with bowls
an# ravines are the !ost appropriate for slope soaring4 especially if they help channel up#rafts.
Ei#ge soaring allows stu#ent pilots to get their first long #uration flights. his result often occurs
when the win# is stable but !ay present #anger if there is ther!al activity because of turbulence.
Hn #ays that present a lot of ther!al activity all pilots shoul# gain height an# stay well above the
slope. =tu#ent pilots shoul# not fly un#er such con#itions. he feeling of safety near the slope can
bring trouble to the pilot. Aemember that no one gets inEured in the air but on contact 9ith the
ground-
Aidge oaring in Practice:
&- Eight of way rules !ust be strictly a#here# to4 especially if there are a lot of paragli#ers in the
sa!e vicinity.
2- Bigure +/s shoul# be perfor!e# into the win# an# you !ust not be te!pte# to hea# towar# the
ri#ge. 'l9ays make your turns heading a9ay from the ridge.
=- Make turns whenever you are in ascen#ing air so that no altitu#e is lost. %- Pull gently on the
brakes an# avoi# !a(i!u! airspee#s. Eeserve so!e spee# an# use it when nee#e#.
G- 8hen flying low an# close4 always shift your weight away fro! the hill. his way4 if you have a
one si#e collapse you will be less likely to turn into the hill as you are rea#y to correct before a
proble! #evelops. Note that too !uch weight shifting away fro! the hill will re5uire e(tra hill-si#e
braking that is #etri!ental to the wing/s perfor!ance. :eter!ine your own safety an# perfor!ance
co!pro!ise.
6- :o not fly straight ahea# when #escen#ing air currents are ahea#. Bear in !in# rotor turbulence
pro#uce# by trees4 rocks an# other wings an# alter your flight path to avoi# un#esirable air.
+- :o not atte!pt to fly in win#spee#s of over two thir#s 6&?A7 of your canopy/s !a(i!u! spee#.
Hn !any occasions there will be an upwar# #eflecte# ri#ge current co!bine# with ther!als4 which
are release# on the !ountain slope or #rift into the !ountain. ,n such a case we !ay #eci#e to fly in
stronger win# because ther!als a## to the win# felt at launch4 but not the true hori"ontal spee#. he
win#spee# shoul# be !easure# on the hillsi#e itself at launch an# shoul# not fluctuate beyon# the
range of $- k!?h 61!ph7 !ini!u! to A% k!?h 6$+ !ph7 !a(i!u!.
;- he further away we are fro! the hill the !ore the win#spee# an# lift will #i!inish.
#- 0eep in !in# that when the win# crosses fro! perpen#icular to the slope4 less lift is pro#uce#. ,f
it is blowing parallel to the hill4 no up#raft is pro#uce#. ,n a tail win# sink an# #angerous rotor are
usually present.
&0- 8in# ten#s to accelerate through gaps an# close to the slope. here is increase# win# #ue to the
Kventuri effectK co!bine# with anabatic flow.
&&- Gou shoul# not fly into ravines4 because win# ten#s to be co!e stronger an# turbulent there.
&2- 8in# spee# an# #irection can change as you go out to lan# #ue to the #eflecting effect of the
!ountain lower #own to or the release of ther!als.
&=- Gou shoul# check your groun# spee# at regular intervals. Hne sign that the win# is increasing is
a general increase in lift beyon# what it was before at a given area of the ri#ge.
&%- Gou !ay encounter ther!als which change the flow when flying near the ri#ge on an unstable
#ay.

"onvergence
8hen a !oving air !ass !eets another4 convergence results. 9onvergence often occurs@
ea bree7e meets a light prevailing 9ind
&- 3t !ountain peaks when upslope bree"es rise up on both si#es of the !ountain.
2- 8hen a sea bree"e !eets a light prevailing win#.
=- 8hen #ownslope win#s encounter each other as they flow #own opposite si#es of a valley.
Blying in convergence areas is usually very s!ooth with wi#esprea# ascen#ing currents4 since such
a pheno!enon usually occurs in light weather con#itions.
Thermaling
Det/s #eal with this very i!portant topic in a concise !anner@ 3 ther!al is a war! upwar# !otion in
the air. :own#rafts often e(ist aroun# a ther!al since the air !ust !ove #own to replace the rising
ther!als.
,nstability results in ther!als. .nstable #ays with hu!i#ity pro#uce cu!ulus clou#s which are a
goo# sign of the presence of ther!als. he so-calle# Kblue ther!alsK #o not pro#uce clou#s4 since
they are low hu!i#ity ther!als. 3ll ther!als of reasonable strength reach the sa!e altitu#e the #ew
point or clou# base. 8eaker ones #issipate at a lower altitu#e.
Strong thermals #orm a column.
Strong thermals reach cloud base.
The #ormation o# a thermal cloud
&ources of Thermals
he best way to spot a ther!al is to watch cumulus clouds for!ing or birds circling un#er the!. ,n
a##ition4 ther!al sources can be assesse# by stu#ying the terrain. 3n e(a!ple will illustrate where
ther!als can be foun# in general@ if we turn the earth/s surface upsi#e #own after having it
thoroughly floo#e# an# observe where the last #roplets of water are co!ing fro!4 we will see that it
is fro! these points or ri#ges that ther!als are likely to originate.
Here are more thermal source keys!
N 3ight$colored terrain: Especially when surroun#e# by #ark terrain. his is a fun#a!ental source.
N 5ills: he ri#ges of hills are i#eal pro#ucers of ther!als4 even in late afternoon.
N Aocks: :espite taking ti!e to heat up4 they are goo# pro#ucers of ther!als4 even in late
afternoon.
N Trees and flora: Evening suppliers of ther!als.
N 8illages and houses: E(cellent sources #uring the #ay.
N 3ee side thermals: 3lso e(cellent. But re!e!ber lee si#e !eans #ownwin# si#e4 an# in any
significant win# it is a#vise# not to seek the! out as its is #angerous. ,f you lose a leesi#e ther!al
you will lan# in the turbulence of the lee si#e area.
N 5ouse thermals: Eeliable ther!als co!!only known to local pilots4 which al!ost invariably
e!erge fro! the sa!e point on the terrain.
N 1agic 3ift: 9o!!on parcels of rising air in a valley late in the afternoon 6so!eti!es in
co!bination with won#er win#s7. hey are stea#y ther!al suppliers.
How a Thermal is +ormed
o start with4 a ther!al is for!e# rather like the shape of a balloon when the sun heats the groun#
an# the groun# heats the overlying air in turn. ,f the heat source is strong4 the ther!al bubble
transfor!s into a narrow pillar shape or colu!n which grows upwar#s in continuous fashion4
provi#e# the war! air supply is large enough. =o!e #ays can e(hibit both balloon an# colu!n-type
ther!als4 though usually one or the other e(ists in a certain ti!e perio#.
3 ther!al actually co!prises the internal upwar# #raft an# a cooler #escen#ing #raft surroun#ing.
,n flight4 a pilot shoul# e(pect to encounter both sets of #rafts4 one shortly after the other. his
pheno!enon establishes an essential e5uilibriu! in the at!osphere.
0stimating a Thermal $ift
2ere is a gui#e to esti!ating the ther!al strength you will encounter base# on the win# spee#
variation at launch. 3ssu!ing@ her!al vertical flow spee# S 1?$% of the variation in win# spee# at
launch. Gour average sink rate is $.& !?s 6&'% BPM7 an# knowing that $ k!?h S %.&)+ !?s 6$ !ph S
++ BPM74 we can establish that '.A k!?h 6&.) !ph7 of vertical flow is nee#e# to give you sustaine#
flight which is e5uivalent to '.+ k!?h 6A !ph7 of win# spee# variation felt on launch 6'.A?.17. Every
'.% k!?h 6&.- !ph7 beyon# that will a## another $ !?s 6&%% BPM7 of lift.
How to Work a Thermal
her!aling4 or soaring in ther!als4 consists of re!aining as !uch as possible in rising parcels of
air an# avoi#ing #escen#ing ones. 3s long as you !aintain a low spee# insi#e the ther!al you/ll be
able to stay in it longer an# then pass 5uickly through the #escen#ing currents by spee#ing up.
Ee!e!ber4 turbulence usually e(ists aroun# ther!als4 so !aintain goo# control an# inflation
pressure.
8orking a ther!al basically involves flying where the lift is either by circling within it or by flying
a figure +. 3 co!bination of techni5ues is also a goo# i#ea. Gour cli!bing !otion can be either
upwar# circles or by hovering vertically in rare cases where the win# is right. ,t is all a !atter of
e(perience an# instinct4 which is why wo!en pilots ten# to e(cel at ther!alingN
,n !ore #etail4 this is what happens@ 8hen you encounter a ther!al you !ay feel the sensation of
lift on one si#e of the wing. Gou shoul# turn towar# this lifte# wing to enter the ther!al. 3 ther!al
is stronger at its center an# weaker on its ri! or e#ge. Gou shoul# fin# the area with the strongest
stable lift4 which is near the core or center of the ther!al an# circle to re!ain within it. The
stronger the lift0 the more you may be able to 9iden your turn radius and vice$versa- he air
within a ther!al is constantly an# ran#o!ly changing. 8hile flying circles in the ther!al4 apply
sufficient pressure on the brakes4 shift your weight towar#s the insi#e of the turn an# control the
brake on the opposite si#e to pro#uce a s!ooth4 coor#inate# turn. Gou !ust apply only the
appropriate a!ount of pressure on the brakes4 which is a !atter of e(perience. hat/s what !akes
the #ifference between pilots in the sa!e ther!al.
3 basic asset of ther!aling skill is the ability to concentrate well. Disten to the in#ications of your
vario!eter an# a#apt your !aneuvering accor#ingly. Many pilots ten# to alter their turn ra#ius
i!properly an# as a result #rop out of the ther!al. hose pilots who can #etect the ther!al #rift or
core variations best will cli!b highest. 8hen the #egree of lift is stea#y it !eans that you are
locate# close to the center of the ther!al.
Thermals vary in si7e- ighter turns !ust be !a#e for s!all ther!als4 an# in#ee# there are
occasions when you will not be able to co!plete a turn within the ther!al #ia!eter. Fery large
ther!als are wi#e enough to !aintain a straight flight or figure +s4 an# thus you will not to have to
!ake turns in the!.
her!als vary in their #egree of lift. =trong4 large ther!als can be best utili"e# with a shallow bank
angle. ,n weak ther!als you can cli!b better by applying 9eight shift opposite to the turn.
Thermal cores may merge into one and as a result it is not unco!!on to have two pilots in
separate ther!als converging at a higher altitu#e. 3fter lan#ing a typical e(change of wor#s
between the! woul# ensue along the line of@
Thermal cores ma* merge into one.
K, was there firstK4
K, #on/t think so. ,t was !ineK
KGou followe# !eK an# so forth. ,n fact4 reality shows that they ha# each cli!be# in two #ifferent
ther!al cores that went on to !erge into one.
3 nu!ber of pilots clai! they can smell the thermalHs whereabouts. ,n#ee#4 a waft of soil4 traces
of #ust an# leaves can be seen4 so it is not i#le talk.
1y suggestion0 after so!e years of flying4 is to concentrate on your wing an# feel its center of
pressure. 8hen you enter a ther!al the tip is lifte#4 thus the center of pressure is to the si#e of the
wing. Gou !ust bring it to the center by turning to the lifte# si#e. ,t is easy to feel the pressure on
your canopy if you concentrate a bit. ,n or#er to locate the ther!al/s shape ;ust keep the center of
pressure in the center. ,n a weak lift this is an essential techni5ue.
In &earch of 5our +irst Thermal
Thermal wind reaches the launch area in c*cles.
Thermal downdra#t gi%es the impression o# downwind.
,ommon thermal behaviour
=potting a ther!al straight after launching is i!portant4 especially when hillsi#es an# slopes are not
very high. =o!eti!es ther!als ten# to stan# still against a ri#ge before assu!ing their long slen#er
cylin#rical for!ation at a higher altitu#e.
,f a ther!al has not assu!e# its shape because it is e(pan#ing by the slope or hillsi#e we get the
i!pression that we are e(periencing a general win# such as in ri#ge flying. his is not the case4 but
if we steer away fro! the slope it is likely that we will enter sink an# have to !ake a 5uick lan#ing.
,t is better to fly in this area an# wait for a stronger ther!al.

What &hould be 'one?
3fter launching try to achieve as !uch altitu#e as possible4 either by gra#ually ri#ge soaring
upwar#s or perfor!ing figure +s in areas of lift. hen fin# a stronger lift4 fly circles once you have
a!ple clearance an# finally cli!b above the slope. he first circle in close pro(i!ity to the
launching area will be the trickiest to e(ecute4 as it nee#s to be a tight turn to avoi# getting too close
to the hill.
her!als can often be foun# further out fro! the slope so you will have to track the! #own after
reaching a#e5uate altitu#e. =houl# you lose altitu#e4 return to the lift at the slope an# try again. Be
patient. ,t/s the en# result that counts. here will be ti!es when flights are ter!inate# solely #ue to
one !inor oversight or error4 so #o not #espair or feel sorry for yourself. 3s an e(a!ple4 in =pain
once there was a group of pilots stuck that was low on a hillsi#e. 8e ha# to wait for an hour for a
#ecent ther!al4 but it was well worth the wait. 8e got over &%%% ! 6*4-%% ft7 of altitu#e out of it.
Many s!aller ther!als ha# passe# before4 but none were able to lift us away fro! the hill.
=o!eti!es clou#s cover the sky an# ther!al activity is stoppe# for a while. ry to keep your height
by ri#ge soaring until ther!al activity returns.
When to $aunch
his is a #ecision not to be taken lightly. Gou can feel ther!als passing through the launch area an#
while you are waiting you can keep a recor# of the nu!ber4 fre5uency of occurrence an# strength of
ther!als. Hnce these in#ications have been note# you can then #eci#e to launch before4 #uring or
after a particular ther!al. Daunching ;ust after will usually put you in the sink behin# !ost
ther!als. Daunching before often !eans you !eet the turbulence that prece#es ther!als. Generally4
the best policy is to launch ;ust after the ther!al arrives an# the flow has s!oothe# out. 3t ti!es
you !ay feel a win# fro! behin# you at launch because a flow of air is !oving into the voi# left by
a ther!al lifting off further #own the slope.
,n co!petition4 knowing when to launch is a !ake-it or break-it #ecision. Even pro!inent pilots
have so!eti!es foun# it very #ifficult to snatch their first ther!al efficiently an# get un#er way.
here is always an ele!ent of luck involve#4 but a strong #ose of e(perience an# concentration are
great help.
Approaching "loud %ase
,t is always preferable when flying #irectly un#er a clou# to !ake the approach on the win#-facing
si#e where the best lift usually is. 3s !entione# earlier4 the lift cycle of a clou# for!ation4 growth
an# #ispersal lasts about &% to A% !inutes.
!hen #l*ing with the wind we o#ten #ind good li#t at the #ront part o# the cloud.
In order to reach a cloud under strong wind conditions we should #l* slower #or cloud 4 at
normal speed #or cloud '4 #ast #or cloud C.
3fter so!e point in this cycle4 the clou# will #isperse or re!ain for!e# but inactive. Not all clou#s
are activeO an active clou# changes shape an# is whiter. he for!ation of a clou# can go on
repetitively as long as the fee#ing source is constant. 3lso4 a clou# is often fe# by !ultiple ther!als.
3 sunlit region between large clou#s which cast a sha#ow over the terrain often #oes not pro#uce
ther!als because the area is in the sink fro! the ther!als fee#ing the clou#s. Fenture cautiously
across blue areas when cu!ulus clou#s are buil#ing. he lift is usually beneath the clou#s. 3 clou#
seen constantly at the sa!e angle when you approach it in win#y con#itions i!plies that the clou#
is within reach. ,n so!e cases clou#s provi#e !il# enough con#itions that allow flying un#er the!
without losing altitu#e. his is an e(tre!ely nice e(perience.
Some clouds are #ormed b* man* thermals.
Thermals in &trong Wind
Gou woul# e(pect ther!als to #rift e(actly with the win#4 yet a strong lift often goes on !oving
al!ost vertically. =o!eti!es the for!er situation occurs while at other ti!es the latter situation
occurs. ,t is true that the win# sweeps ther!als along. Hn the other han#4 ther!als cannot !ove
along at the sa!e spee# as a win#4 #ue to their great !ass. 3 ther!al !easuring &% ! by '% ! 6*%
by $&% ft7 weighs &-% tons. ,t is sufficiently heavy an# is carrie# along relatively slowly #ue to its
great inertia.
9onse5uently4 a large4 strong ther!al is affecte# less by the win# than a s!all one4 #ue to its weight
an# !ass. 8hen you cli!b in a ther!al4 bear in !in# its changing structure. he lower part can
!ove vertically an# the upper can get swept along by the win# because the higher the altitu#e the
stronger the win#.
3nticipating changes in the win# intensity is necessary when you top out an# inten# to leave a
ther!al. Hften you encounter gusts4 turbulence an# #own#rafts. hese con#itions are nor!al an#
soon passe# through. 3s long as you have a!ple clearance above the terrain you can leave your
ther!al in any #irection an# hea# for the ne(t one. his is how !ost long cross-country flights are
perfor!e#O you achieve a!ple altitu#e in a strong ther!al an# when you leave you continue on a
#ownwin# track
to !a(i!i"e your spee# over the groun#.
The wind changes the thermal$s %ertical direction
3s an e(a!ple of ther!al flying in e(tre!e con#itions4 in Pie#ralita4 =pain4 in Iuly $11-4 forty
pilots !anage# to cover a #istance of $-% to $)% k!4 flying at '%%% ! altitu#e in a win#spee# of
)%k! an# total spee# of $%%k!?h !easure# by G.P.=.
3 ther!al/s shape in a strong win# can tilt an# elongate in the win# #irection. Hften #own#rafts get
swept along at its rear. ,t is i!portant to use great caution when circling up in a ther!al alongsi#e a
!ountain peak in win#y con#itions4 as you coul# en# up on the leesi#e with its #ownwar# currents
as you crest the top. her!aling back behin# the peak on a ri#ge or !ountain in win# !ay !ean
you will not be able to reach the front as you encounter hea# win# an# sink after leaving the
ther!al. 8e e!phasi"e that the lee of a ri#ge shoul# be avoi#e# because of rotor an# turbulence.
8ithin a ther!al in a strong win#4 re!e!ber not to follow a circular track4 but e(ten# the upwin#
leg so you #o not #rift #ownwin# out the back of the ther!al4 or get tosse# out. ,t is also a goo#
trick to avoi# the strongest sink that ten#s to be on the lee si#e of the ther!al. Enter the ther!al
fro! the crosswin# or upwin# #irection if you can. her!als ten# to break up an# shift in a strong
win# an# !ay continue their course in stages. 8eak ther!als especially get altere# by the win#.
hey !ay #isperse altogether4 even as tall colu!n ther!als. 3s a result4 you !ight en# up with your
han#s full4 trying to cope with a broken ther!al. ,t is better to go after a stronger4 !ore cohesive
one if you have altitu#e to play with.
This is a dangerous area to #l*.
'ust 'evils
:ust #evils are cause# by a tight swirl of whirling air which results when a ther!al lifts off
su##enly an# air with a slight rotation rushes in below it. 9o!pare# to a !ini torna#o4 this fierce
!ove!ent of unstable air can grow large an# tall in very unstable con#itions such as those foun# in
ari# regions. Gou can actually see particles of #ust an# leaves !oving about its center. ,t goes
without saying that flying both near an# within one is e(tre!ely ill a#vise#.
:ust #evils are stronger at groun# level an# weaken at altitu#e. Hften pilots use the! to locate
ther!als. 2owever4 the only but unsafe way to use a ther!al above a #ust #evil is to have at least
A%% ! 6$%%% ft7 groun# clearance over s!all #ust #evils an# *%% ! 6&%%% ft7 or !ore over large
#evils. 3lso you !ust enter the lift to circle counter to the swirls rotation or you !ay e(perience a
su##en tail win# that can totally collapse your wing. Pay particular attention to #ust #evils at launch
in the su!!er !onths to avoi# the severe turbulence they present near the groun#. 3s long as you
are observant you can avoi# the! in al!ost all cases.
%lue Thermals
.nlike or#inary ther!als4 blue ther!als #o not pro#uce clou#s. he reason for their lack of clou# is
that the air !ass is too #ry4 or !ore co!!only4 an inversion layer which stops the ther!al before it
reaches the con#ensation level.
8hen only blue ther!als are available4 it/s !ore #ifficult to locate the!. Gou shoul# scan the terrain
for ther!al sources. 3lso4 by watching the flight of bir#s an# other pilots you will be able to spot
where the lift is.
"loud &treets
3n abun#ance of ther!als co!bine# with a strong win# will for! an arrange!ent of clou#s in such
a way that will pro#uce what is calle# a clou# trail. Eows or lines of clou#s of goo# continuous or
cyclic ther!al sources !ay for! #ownwin#. ,t shoul# be un#erstoo# that with ther!als all in a line
#own#rafts will also line up along the ther!al row. 3 clou# street together with a high clou# base
!eans e(cellent con#itions for cross-country flying.
Suggested #l*ing routes.
Hands on Thermal +orecasting
Bor cross-country flying it is a co!!on proce#ure to forecast what kin# of #ay it will be in regar#s
to ther!al strength4 clou# base an# instability. Pre#icting clou# base height can be acco!plishe# by
using a chart an# a wet bulb ther!o!eter to fin# the #ew point. 2owever4 !ost pilots #on/t carry
these to the launch area4 so the !eteorological office can be of assistance here. ,n general4 #ryer4
war!er #ays e(hibit higher clou# bases. 3ll pilots shoul# be aware that there are a lot of forecast
sites an# online progra!s on the ,nternet which can help us fin# out !ore about the #ay/s weather.
9hoosing the right !o!ent to launch inclu#es evaluating the ti!e a shift in ther!al altitu#e an#
strength will take place. his !atter is usually resolve# by observing the clou# base itself4 the
strength of the ther!al in#uce# gusts at launch an# the te!perature increase. 0nowing the nor!al
cycle for your site an# the prevailing te!perature changes in the area can be a big help.
he strongest con#itions on a nor!al #ay are usually for!e# fro! $A@%% to $*@%% hrs. o assess the
best ti!e for launching4 take into consi#eration how far you want to cover. Bor instance4 say you
want to go over a valley4 it !ay be better to e(ecute your flight later in the ther!al #ay since a
valley is heate# up later than a !ountainsi#e.
"ross1"ountry +lying
)reat sky
Blying cross-country !eans travelling #istances using the natural lift foun# along the way. ,t is great
fun an# what !ost pilots learn to achieve. 2ere is a goo# plan for cross-country flying on a goo#
forecast #ay.
Get to the launch site early an# wait for the con#itions to start buil#ing aroun# noon. hen take off4
hang out in the lift an# wait for con#itions to get stronger. Bin# a goo# ther!al an# cli!b as high as
possible. Hnce you have #one that4 try to keep !a(i!u! altitu#e an# wait. =oon the ther!als will
take you higher. Now begin to atte!pt to cover a #istance4 following the win#/s #irection if
possible. Be sure to fly over peaks with sufficient altitu#e4 which will allow you to pass the lee si#e
with a safe !argin.
Fl*ing in the opposite direction o# and in the same direction with the wind.
=trong #escen#ing currents acco!pany strong lift at the outset of the ther!al #ay4 so choosing a
cross-country route is no si!ple !atter. his is why paragli#ing is so interesting an# !agical. Every
#ay is #ifferent so you never know how it is going to turn out ;ust #o your best. ,n cross-country
flying the i#ea is to cover the greatest #istance possible. he longer you stay with it4 the better you
will get an# one #ay you will achieve a great #istance. Hn entering a ther!al4 it is i!portant to
e(haust its entire altitu#e potential so you have the altitu#e to reach the ne(t one. 3t ti!es4 the lift
!ay stop but your vario!eter !ay not be in#icating sink. :o not be in a hurry to leave the ther!al
area for a fresh ther!al cycle !ay co!e along an# probably take you even higher.

lwa*s tr* to #l* nearl* to cloud base be#ore abandoning a thermal.
3 couple of a#vantages arise fro! having e(hauste# the potential of a ther!al an# being at a high
altitu#e@ her!als e(pan# at the top an# so the #istance between two ther!als is re#uce#4 therefore
so is the region of #escen#ing currents. 2igh altitu#e flying is usually faster4 so you can cover
greater #istances. 3ltitu#e can be classifie# into #ifferent "ones which shoul# relate to your general
flying airspee#s@ 5igh level for speed0 medium altitude for trim speed and lo9 altitude for the
best glide ratio or minimum sink speed- =o!eti!es the pilot !ay #eci#e to fly at !e#iu! level4
although staying high is a rule. his can happen because of strong win# at the high level4 opposite
win# #irection fro! the #esire# course or turbulence #ue to crossing win#s.

3 temperature inversion at upper levels is also a co!!on proble!. 8hen you are circling in a
ther!al an# cli!b to an inversion you will encounter !il# turbulence while the ther!al e(pan#s
an# #isperses. =o!eti!es it can pass through the inversion4 reorgani"e an# continue lifting up to the
clou#. ry staying with the ther!al by working every little bu!p to struggle through the inversion.
oo often pilots leave a ther!al that starts to break up in an inversion. hey are then stuck below
while the pilots who get through can get high an# stay there.
/5perience and persistence are re6uired to #l* o%er an in%ersion.
,f the #ay is very unstable4 you shoul# pick an# choose your ther!als. here is no point in trying to
gain altitu#e in a weak ther!al4 especially with stronger lift an# a cu!ulus clou# in close pro(i!ity.
Before en#ing this sub;ect i shoul# !ention the i!portance of cli!bing in a ther!al at a low flying
spee# then flying through #escen#ing air at a faster spee#. 9o!petition pilots learn to fly the e(act
spee# that gets the! to the ne(t ther!al as efficiently as possible. Generally4 co!petition pilots fly
faster than recreation pilots4 but their ther!al skills !ake up for any e(tra altitu#e lost an# of
course4 they cover !ore groun#.
"ross1"ountry Team 0vents
Blying cross-country in tea!s is a particularly goo# way of e(changing views on how to e(ecute a
goo# flight. Bin#ing lift an# safety are two great benefits to tea! or group flying. Greater areas can
be scanne# for ther!als. Participants have the a##e# a#vantage of being able to share co!!on
e(periences. he solitary nature of cross-country flying often has a negative i!pact on !ost
participants.
,n 3pril $11)4 the Brench national tea! achieve# a flight of &)1 k!4 an i!portant lan#!ark not
only for its i!pressive #istance4 but also for the fact that it was achieve# by pure tea!work4 albeit
outsi#e co!petitive racing. he longest #istances are usually achieve# outsi#e of co!petition
because !ost !eets use tasks that are Kraces to a goalK.
team co%ers a larger area while searching #or the ne5t thermal.
6bservation and @udgment
=oun# ;u#g!ent is i!portant in paragli#ing since !uch of the #ecision !aking that has to be #one
involves assessing space aroun# us. he hu!an eye has #ifficulty in ;u#ging #istances accurately
over a certain altitu#e4 as well as si"es4 !ove!ents on hori"ons an# changes in natural
surroun#ings. 2?perience and some techni.ues will help pilots overco!e these #ifficulties@
&- Dearn to assess potential lan#ing areas4 especially s!all ones. 8ith a little practice you can learn
to #eter!ine angles of gli#e effectively. Bro! far away it is #ifficult to tell if you will reach a fiel#
or a given point on the groun#. 3 goo# trick is to hol# a foot out in front of you an# put the toe at
the e#ge of the fiel# on the groun#. ,f the fiel# sinks below your toe4 you will reach it. ,f the fiel#
!oves up you won/t.
2- 9lou#s an# other pilots in the sky are ob;ects in the #istance for which we have to !ake !ental
;u#g!ents. ,n general4 other gli#ers appear to be further than they are an# clou#s look closer. Hne
trick is to !entally !easure the #istance between your sha#ows4 if these can be seen. 3nother is to
note your position over the groun# an# the #istance to a clou#/s sha#ow. hen factor out the
#istance the sha#ow of the clou# is away fro! straight below it by noting the sun/s angle. Gou can
also use your thu!b an# in#e( finger4 hol# your han# out tightly an# practice by ;u#ging #istance
by checking the relative si"e of wings fro! where you are.
Ee!e!ber that while flying with a paragli#er you shoul# think one step ahead. 8hen you are in a
ther!al think of the ne(t one4 or when you are losing a ther!al try to fin# a new one4 but also have
a safe lan#ing fiel# locate#.
Problems in 4light
Turbulence
=u##en changes in air !otion are felt as turbulence. ,n the absence of general win# there still can be
ther!al turbulence. ,n this han#book4 we have !a#e several references to #ealing with turbulence4
which can be classifie# into three basic types:
&- 1echanical4 #ue to groun# obstacles.
2- Thermal4 #ue to currents !oving upwar# or #ownwar#s.
=- hear4 #ue to the !ove!ent of air !asses rubbing against each other.
Fery briefly4 flying safely in turbulence involves flying with the canopy in a nor!al overhea#
position an# !aking corrective controls if there is any change to that position. Gou4 in relation to
your wing4 shoul# be in the center of the left an# right si#e4 #irectly below the center of pressure of
your canopy. Gou shoul# be flying close to tri! spee#4 which provi#es the !ost stability.
'ccomplished flying means dealing satisfactorily 9ith turbulence and maintaining the 9ingHs
normal overhead position- Turbulence is likely to occur@
&- 8hen #ifferent win# flows !eet.
2- Between ascen#ing an# #escen#ing currents.
=- 3t inversions levels.

In strong winds the area around trees and houses is turbulent.
%- :ownwin# of trees4 houses4 !ountains or other soli# win# blockages.
G- 8hen a ther!al lifts off.
6- ,n ravines.
+- ,n pro(i!ity to clou#s.
;- 3long fronts.
he feeling an# effects of turbulence vary fro! wing to wing an# even harness to harness. ,t also
varies fro! #ay to #ay at the sa!e site. 8e are #ealing with the powers of nature4 so it is to be
e(pecte#. urbulence is a fact of aviation life so e(pect to #eal with it4 even in goo# flights. ,f you
#on/t like turbulence4 fly in cal! con#itions or with stable4 stea#y win#s.
The feeling of turbulence diminishes:
&- 8hen the carabiners on the harness are place# high.
2- 8hen the harness is fastene# tightly.
=- 8hen the #iagonal straps are fastene# tightly.
Get you ought to feel turbulence ;ust enough to be able to react accor#ingly.
8in#4 when striking obstacles4 pro#uces swirling !otion an# rotors4 !ainly on the lee si#e. 8hen
such !otion an# rotors occur4 there is no stable flow of win# an# su##en changes in win# strength
an# #irection !ake flying ha"ar#ous. 2ills4 !ountains4 houses4 trees an# flying !achines can be
classifie# as obstacles.
=ince a paragli#er can also pro#uce swirls an# turbulence it is up to a pilot to !ake sure he will not
cause another pilot/s canopy to collapse. his !atter can rea#ily occur when passing while ri#ge
soaring.
Blying close to obstacles !ust take place on the upwin# si#e an# not the lee #ownwin# si#e. his
point shoul# be consi#ere# as the nu!ber one rule in your safety gui#e book.
In soaring winds4 turbulence e5tends 78 times downwind the obstacle$s height.
$eeside +lying and $anding
,n strong win#s4 things beco!e very tricky on the leesi#e of a !ountain where ha"ar#ous rotors are
typically pro#uce#. Hbviously no one shoul# be flying aroun# in this area. 2owever4 it is possible to
get caught in it either because win# #irection has change# or you !a#e a poor calculation.
9onsi#er it luck to fin# an# escape fro! this area with a ther!al pro#uce# there. 3ee side thermals
are strong an# so!eti!es violent. :on/t hesitate to use the! an# cli!b high to escape the lee si#e.
Ee!e!ber that in the absence of win# there is no lee si#e4 but pilots call ther!als R/lee// ther!als
when they rise fro! the si#e of the hill we #i# not launch fro!.
What to 'o
8hen you are in a lee your ai! shoul# be to lan# as soon as possible or at least #istance yourself
fro! the area. he general suggestion is to turn do9n9ind and get a9ay as soon as possible4
while at the sa!e ti!e !aintaining both careful control of the canopy an# goo# pressure.
he wing trans!its certain infor!ation an# the pilot has to operate instinctively. E(perience teaches
this an#4 in fact this4 is the reason why pilots shoul# be careful to fly in con#itions they can han#le.
8hen you sense a lifting or #ropping of the paragli#er4 controls have to be very s!ooth. Gou have
to han#le !aneuvers confi#ently an# #yna!ically. Blying in the lee turbulence re5uires using
weight shift to avoi# braking too !uch. =peaking fro! e(perience4 it is possible to lan# on the
leesi#e near the top as long as there are no upwin# penetration proble!s. ,f there is enough altitu#e4
which varies with the height of the obstacle4 we can turn aroun# #ownwin# to get away fro! the lee
turbulence4 which e(ten#s up to $% ti!es the height of the obstacle. ,n high win#s a strong rotor can
be locate# 5uite a long way fro! the !ountain. 2?pect the une?pected at all times.
,f there is sink 6-' !?s or +%% BPM for e(a!ple7 an# you #eploy a reserve4 the vertical spee# of the
reserve 6-- !?s or $%%% BPM7 is a##e# to the sink an# the total #ownwar# velocity beco!es -1 !?s
or $+%% BPM. 8ith this spee#4 PDB lan#ing is too #ifficult to be effective an# a serious acci#ent
shoul# be e(pecte#. ,n short4 the lee of a hill creates !any serious proble!s in paragli#ing avoi# it.
, believe that none of us shoul# go flying in e(tre!e con#itions. ,n particular4 beginners shoul#
always be un#er the supervision of an e(perience# pilot an# never fly in a#verse con#itions. he
saying Jyou learn by your mistakesJ cannot really apply to paragli#ing we shoul# learn fro!
others/ !istakes an# they have alrea#y been !a#eN =i!ply state#4 we push boun#aries as far as we
can4 but never go beyon# the!.
,loud uck
he internal process of a ther!al base# clou# !ust be looke# at in !ore #etail. hese clou#s are
create# by rising ther!als4 but also see! to pro#uce lift of their own. 9lose un#er such a clou# lift
!ay su##enly get stronger4 wi#esprea# an# s!ooth. Pilots call this pheno!enon Kclou# suckK.
he !echanis! is this@ Hnce the water vapor4 starts con#ensing4 it gives out e(tra heat which
increases the instability an# accelerates the lift. his ther!al activity insi#e the clou# can reach &%
!?s 6'%%% BPM7 in a fast #eveloping cu!uloni!bus.
2u!i# air insi#e the clou# is lifte# an#4 because of the cooling4 it is converte# to rain #rops an#
subse5uently to hail. e!peratures can reach --% W9 6--+ WB7. ,n this environ!ent no hu!an can
survive !ore than a few !inutes.
What to 'o
No one shoul# be flying un#er thun#erstor! con#itions. ,n !ost cases when acci#ents have
occurre#4 pilots have known that it was too #angerous to fly. ,t is i!portant to work out whether the
clou# being for!e# will grow too big by co!paring the progress of other clou#s in the area. 3n
in#ication of whether a clou# is #eveloping at high altitu#e an# !ay pro#uce clou# suck is that its
base is very #ark.
/scape b* #ollowing a direction perpendicular to the pre%ailing wind.
,f you en# up below a sucking clou#4 at first try to escape to the si#e 6perpen#icular to the #irection
of clou# #rift7. =teer clear of the lift an# escape the active part of the clou#. .se Kbig earsK an#4 in
a##ition4 your spee# syste! if it is not too turbulent. ry to lose height by #oing either a spiral #ive4
B-stall or even full stall4 #epen#ing on the #egree of suck 6strength of lift7. 3voi# #eploying a
reserve parachute in clou# lift at all ti!es. Gour parachute will only pull you higher an# you will not
be able to control it. he appro(i!ate sink rate with spiral #ive can be - to $- !?s 6$%%% to A%%%
BPM74 in full stall ) to $% !?s 6$'%% to &%%% BPM7 an# with a reserve parachute - !?s 6$%%% BPM7.
,n cross-country4 a#vance# pilots are !aking use of clou# suck4 albeit with e(tre!e caution by only
going close to s!aller clou#s that aren/t over#eveloping. Hccasionally pilots will use lift un#er a
buil#ing stor!. , #on/t agree with this type of flying. Det the! #o it if they want to risk it4 but
re!e!ber that the best way to #eal with the proble! is to not to fly un#er these con#itions at all.
o#ay4 even co!petitions #on/t open the launch win#ow when there is high instability.
Eeasonable caution an# ;u#g!ent are always preferable to flying with fear an# #anger. Gou !ust
co!prehen# that climbing to9ards cloud is not ha7ardous 0 being inside is. Never fly into a
clou#N Gou will lose your sense of #irection4 an# even with a co!pass you will not be able to
continue your chosen course4 you !ight even colli#e with another pilot.
,gnorance of a sub;ect can lea# to unnecessary fear. Bor instance4 on approaching a clou# which is
being fe# by three ther!al centers4 you woul# sense that the ther!al is stronger because of the
convergence of the three4 which in turn coul# create concern about being in clou# suck4 whereas
this woul# not be a correct assu!ption.
9lou# suck4 leesi#e an# strong4 turbulent ther!als are the !ost #angerous proble!s encountere# in
paragli#ing.
,rabbing
Blying entails a co!bination of both vertical an# hori"ontal spee#. ,t is easy to see4 by looking
#own at the groun#4 that the !ove!ent through the air #oes not always correspon# to !ove!ent
over groun#. ,f you fly with a #irect crosswin#4 your paragli#er will !ake hea#way over the groun#
but will also #rift si#eways. By turning a little into the win# you can offset the si#eways #rift. his
action is calle# crabbing4 which corrects the shift in groun# track #ue to the crosswin#.
,!agine you want to cross a river in a boat an# have to !aintain the sa!e course #irectly across. ,f
you ai! #irectly across4 you will not en# up at the point on the bank you set out for #ue to the force
of the #ownstrea! current. o correct this4 you woul# ai! slightly upstrea! to reach your #esire#
point. he sa!e happens in !i#air. ,f there is a strong win# your !otion nee#s to be at an angle to
the win# #irection. his is si!ilar to a crab walk4 hence the ter! crabbing.
Turn *our heading almost parallel to the wind direction
'lternative 4lying
Tandem +lights
=o far in this han#book flying has been the in#ivi#ual affair of each pilot. 2ere the situation
changes4 since the ai! of the flight is to satisfy or instruct the passenger an# not the pilot hi!self.
:ue to the a##itional weight in tan#e! flying4 particular #ifficulties will arise #uring launch an#
lan#ing. 3lso4 #ue to the close contact between pilot an# passenger4 !ove!ent is !a#e !ore
#ifficult.
,t can be assu!e# that a tan#e! pilot !ust@
&- Be very e(perience#.
2- Be able to fly safely.
=- 2ave the goo# sense to apply $ an# & above.
3aunching
8ith this in !in#4 tan#e! flying will be safe an# will offer pleasure to a passenger trying
paragli#ing for the first ti!e as long as suitable con#itions are chosen. 3 tan#e! paragli#er is not
inferior to a single place perfor!ance paragli#er in regar#s to #escent rate. ,t is also ;ust as fast4
provi#ing the perfor!ance gli#er !akes no use of the spee# bar. he tan#e! gli#er4 #ue to its spee#4
re5uires a goo# running launch.
Hn the other han#4 #uring lan#ing it is #ifficult to run #ue to the passenger4 so lan#ing controls have
to be !a#e accurately. ,f the pilot is tall4 it is an a#vantage4 because he can see !ore clearly4 run last
#uring launch an# touch the groun# first.
Daunches shoul# #efinitely not be atte!pte# in crossing or in tail win#s. 8ithout the slightest
hesitation4 avoi# tan#e! flying if the con#itions are not i#eal.
E(peri!enting is so!ething that shoul# be #one by e(perience# pilots flying solo an# not with
stu#ents or passengers who are co!ing along for the ri#e. :o not atte!pt to perfor! tests or
!aneuvers with a tan#e! paragli#er4 because of the high forces involve#. esting a tan#e! gli#er
re5uires specific knowle#ge an# e(perience4 which only few pilots possess.
3 passenger/s natural position is in front of the pilot #ue to the fact that he is suspen#e# by the
risers4 which connect the!. 3lternatively4 a passenger can be positione# to the si#e of the pilot
#uring launch or lan#ing at a #istance that risers per!it4 though personally , #o not reco!!en# this
techni5ue. ,n !y opinion4 the best launch proce#ure is a reverse inflation launch4 which allows you
to control your lift an# correct the wing/s chosen path. My favorite reverse position is to let the
passenger face #own the hill with the risers behin# hi! while the pilot turns to face the canopy as
!uch as possible. his !etho# allows the pilot to control the gli#er !ore freely an# at the sa!e
ti!e the passenger is rea#y to run.
he passenger #oes not nee# to #o anything at all4 e(cept follow the pilot/s instructions4 but he
ought to be confi#ent about the pilot/s co!petency an# suitability before #eci#ing to go up. ,t is
evi#ent that a tan#e! pilot nee#s special training accor#ing to local regulations. 8hen tan#e!
paragli#ing4 passengers !ust have confi#ence in the pilot/s ability an# follow or i!itate his actions.

During The flight
The pilot 9ill be giving out specific instructions0 from launch to landing:
&- )et ready: ,n & or A !inutes we/ll be airborne.
2- 3etHs go: Means tension your bo#y as !uch as the risers allow you to !ove. :on/t slip or
stu!ble. Bollow !y !ove!ents at a #istance.
=- Aun: Eun har# even after having left the groun#.
%- it: Meaning grasp the low foot straps fro! the left an# right si#e an# assu!e a harnesse#
position by thrusting your bo#y backwar#s an# feet upwar#s.
G- /hatHs it likeO: Gou are free to reply. =crea! if this !akes you feel !ore confor!able.
6- )et up: Meaning fle( your bo#y an# sli#e out of the harness4 rea#y for lan#ing.
+- )et ready to run: Meaning look #own at the lan#ing area an# be prepare# to assu!e a running
action4 or step s!oothly onto the terrain. 3 passenger ought to assu!e this action well before the
touch#own4 as he will have no sense of altitu#e #uring the final few !eters.
;- )o back: Meaning that although you/ve lan#e#4 the flight has not 5uite finishe# so take a few
steps backwar#s for the wing to lan#4 which !ay be pulling you backwar#s. 3lternatively4 the pilot
!ay say Kgo forwar#.K
5ave a good flight
PilotHs helmet missing-
.owered .araglider
Gour Browser #oes not support this vi#eo for!at
Blight can be perfor!e# with a !otor on the pilot/s back4 thrusting hi! forwar# an# thus pro#ucing
an upwar# lift. Daunching can take place on flat terrain in a slight hea# win#. Bor safety reasons
e(perience# pilots only fly powere# paragli#ers in mild 9eather con#itions. ,t is essential to learn
free flight prior to getting involved in po9ered paragliding.
Paramotor #light Tri(e read* to ta(e o##
he engine/s power is trans!itte# into thrust force via a propeller4 which is attache# #irectly to the
crankshaft of the engine4 or via a re#uction syste!. hrust pro#uce# by the propeller is !easure# in
kilogra!s 6or poun#s7. he noise can be consi#ere# a #rawback4 though it has been consi#erably
re#uce# in recent ti!es through i!prove!ents in re#uction gear4 propellers an# e(haust syste!s.
he wings use# are stable an# inflate easily. ,t is also #esirable to have a fast canopy. he si"e of the
paragli#er shoul# be able to han#le the weight of the para!otor4 which weights $* to &- kg 6A- to
-- lbs7. ,nstea# of placing the engine on your back4 you can place it on an un#ercarriage with
wheels4 co!!only known as a Ktrike.K 8ith the trike you launch on the wheels4 an# the engine
pro#uces thrust to the carriage.
3n a##itional activity4 co!!only practice# in the .=34 is flying a po9erchute <po9ered
parachute>. his is a co!bination of a trike an# specially #esigne# parafoils4 which can carry the
heavy weight of the trike. Powerchute pilots have a lot of fun flying in flatlan#s an# they generally
#on/t care for free flight. rikes an# powerchutes have been aroun# !any years4 yet personally , feel
this part of aviation #eprives paragli#ing of its convenience of use an# 5uiet nature. Get4 it is an
option which !ight suit you very well.
hose involve# in powere# paragli#ing are organi"ing !ore events to e(plore the capabilities of this
alternative paragli#ing sport.
Pocket si7ed Paramotor
To9ing
,n this chapter you will fin# an outline of towing techni5ues. Aemember that towing re5uires
special e5uip!ent an# techni5ues which cannot be un#erstoo# safely without e(pert gui#ance.
=evere in;uries an# #eaths have occurre# with towing. his infor!ation is inten#e# to fa!iliari"e
you with towing4 not teach you how to tow. Dou must receive ade.uate training-
good da* #or towing
8hen launching in a paragli#er4 you !ake a sprinting start on an incline with the ai! of pulling up
the wing cleanly an# leaving the groun# as the slope #rops away. 3n alternative to this process is
towing on flat terrain4 which4 as !entione# earlier in the history of the sport4 is an ol#er techni5ue
than slope launching. ,n towing4 when you launch you continue to be pulle# an# as a result you
attain an altitu#e which is a certain percentage of the length of the rope that is #ragging you. Hnce
reaching the !a(i!u! possible height4 the pilot4 using the 5uick release syste!4 releases hi!self
fro! the towline to fly freely. ,f there is ther!al activity he can prolong his flight an# soar
si!ilaryly to a launch fro! a slope.
owing has in fact prove# popular in countries such as Englan#4 3ustralia an# 2ollan#4 where
!ountains are few an# at a great #istance fro! each other. ,nversely4 it is al!ost unknown in
countries !ountainous enough to provi#e the right con#itions for free flight. here are three types
of towing use# in paragli#ing@
67 &tatic towing
,n this practice a car pulls the rope attache# to a release which in turn is attache# to the harness
carabiners. 8ith this type of towing you cannot control the tension on the pulling rope e(cept
through the car/s spee#. herefore4 it is #angerous for ine(perience# pilots to learn or practice static
towing without a#e5uate training an# supervision. ,f a person is towe# by han#4 tow forces ten# to
be li!ite# an# stu#ent practice can be carrie# out. 2owever4 in;uries have resulte# #uring han#
towing in win#y con#itions.
87 #eel1in winch
,nstea# of using a vehicle to tow4 a !otor reel-in winch can be use#.his setup uses a !otor to pull
one en# of the fully e(ten#e# towline which is attache# to the pilot via the 5uick release
syste!.his techni5ue is e(tensively use# in so!e countries4 notably Englan#. Hne particular type
of winch in the !arket co!es e5uippe# with a special ri! that can be fastene# onto the wheel of a
car4 which is place# on blocks to serve as the winch power.
/7 .ayout winch
his is the !ost wi#esprea# !etho# of towing an# is consi#ere# the safest. he winch is installe#
insi#e a car or boat with the towline woun# up on a reel. he car !oves an# pulls the pilot into the
air. he winch operator keeps the tension of the line at a specific level. he towline unwin#s as the
pilot cli!bs in#epen#ently of the car/s spee#. he ease of operation an# co!pactness of the winch
are goo# reasons to choose this techni5ue. ,t is popular since car owners can attach one to their
vehicles.
Towing 0,uipment #e,uired!
&- 3 !o#ern winch with a hy#raulic or !echanical anti-snagging win#up.
2- 3 5uick tension release at the winch en#.
=- 3 5uick release at the pilot/s en#.
%- 3 weak link at the pilot/s en# 6an# at the tow vehicle en# #uring static towing7 to ulti!ately li!it
the tow forces. he weak link is an e(tre!ely i!portant part of a safe towing setup. ,t nor!ally
consists of a loop of string or line teste# to break at a specifie# loa#.
To9 release devices
:uick release device
he release syste! !ust be attache# to the harness carabiners an# the weak link co!es between the
release syste! an# the towline. 3n auto!atic anti-lockout syste! has been #evelope# for paragli#er
towing. he syste! co!es into operation when the tow force gets too far to the si#e or beco!es too
strong. ,n this case the syste! releases the pilot fro! the towline auto!atically.

&
2
=
Sa#et* wea( lin(s limit #or e5ample: 71 778 (g .1798 (g :1 .;8 (g
Paragli#ers re5uire greater care in towing co!pare# to other flying craft 6hang gli#ers an#
sailplanes4 e.g.7 because of their low flying spee#s an# the low towing point which is well below the
canopy. owing too har# can lea# to serious conse5uences such as stalling or lockouts- Docking out
is rather si!ilar to plu!!eting to the groun# like a kite. ,n this case4 the pilot has no control an# a
serious acci#ent is the usual outco!e.
To9ing calls for training and reliable e.uipment- Never atte!pt any type of towing without an
e(pert. , recall an acci#ent where a bran# new !otorcycle being use# to tow was acci#entally lifte#
into the air only to crash to the groun# an# s!ash to pieces. 3s luck woul# have it4 no one was
har!e#4 but this type of uninfor!e# e(peri!entation has proven fatal. owing can bring the sport to
flatlan#s4 though nothing can replace the sensation of free launching in !y opinion. owing #oes
however present an alternative.
Training
Informative )uide to "ovices
he following training sche#ule can be a#;uste# accor#ing to each instructor<s syste!4 weather or
other unforeseeable circu!stances. Paragli#ing ought to be a tea! sport so ;oining a local club is
reco!!en#e# not only for the in#ivi#ual but also for the sport<s #evelop!ent as a whole.
6n$ite tudent Practice
Day one: 6n the flat
,nstructor #e!ostration on inflation an# forwar# launch. =printing start with wing overhea# without
using the brakes an# then with brakes. =tu#ent practice un#er instructor<s supervision.
Day t9o: mall incline
More practice with accurate han#ling of !aneuvers. ,nstructor #e!ostration on launch abort
techni5ue4 #eflating wing prior to launch an# #uring lan#ing #ue to gusty con#itions. Eeverse
launch.
Day Three: 6n$site slope
Daunch an# lan#ing #e!onstration by the instructor. :os an# #on<ts session4 short flight practice
an# '-W turns.
Day four: 6n$site slope
=tu#ent gui#e# on first low altitu#e flight fro! a hill. Progress onto a higher altitu#e. urns of 1%W.
Day 4ive: 'ltitude flying
3ltitu#e flying with 1%W an# $+%W turns. :escription an# atte!pt for s!all big ears techni5ue.
3pplying brakes to a#;ust spee#. ,nstructions with F2B by the instructor.
Day i?: 'ltitude flying
2igher altitu#e flying with A*%W turns4 big ears an# han#ling. Borwar# launch an# turns using
shifting of bo#y weight. :e!onstration by the instructor of reverse inflation launch.
,lassroom Instruction
heory as well as practice has to be taught along the lines of what this han#book #eals with@
$. E5uip!ent
&. 3ero#yna!ics
A. Meteorology
'. Practical flight
-. Proble!s in flight4 an#
*. Eegulations
,t is up to the instructor to #eter!ine the syllabus4 an# up to the stu#ents which level they want to
reach.
,onclusion
he beginner<s course teaches you how to launch4 lan#4 control airspee# an# turn4 as well as safety
an# theory. 3t the secon#ary level4 on-site instruction ought to inclu#e soaring4 ther!aling an#
!aneuvers such as B-stalls4 asy!!etric collapse4 frontal collapse4 groun# han#ling in use of reverse
inflation launch. =tu#ents co!!only perfect their techni5ue by #oing groun# control on their own
paragli#ers. 2owever4 you never really stop learning.
Most countries have their own pilot rating stan#ar#s. Hne is tudent Pilot4 ,lub Pilot4 Pilot an#
'dvanced Pilot. 3nother is Devel , to ,F of piloting skill. he 9,FD 6,nternational bo#y governing
all hang gli#ing an# paragli#ing7 has an international syste! which any country can a#opt4 an#
!ore i!portantly is use# as a license to allow pilots to fly in foreign countries. his syste! is
known as Parapro @
4'IM,I83 Parapro Training and afety ystem Aecommended
International Paraglider tandards of afety S Training
his !aterial was originally written by =tein 3rne Bossu! for the 9,FD
he history of paragli#ing has been written in a few years4 where new barriers have been broken
virtually every #ay. o#ay it !ay suffer fro! a har# case of the K,carus =yn#ro!e.K ,t has
#evelope# into a full-bloo#e# aviation activity4 which !eans that it is no longer si!ple an# easy to
learn. ,t has beco!e co!ple( an# potentially !ore #angerous for the Kself-learnersK4 while the
opposite !ay be true for the ones that receive proper training.
,n the race for !ore efficient gli#ers an# new #evelop!ents 6high aspect-ratio wings4 power4
ther!al an# cross country flying74 one see!s to forget too often that hu!an nature nee#s ti!e to
learn to perfor! new tasks in a safe !anner. he training !etho#s are very often on the Kgroun#
ski!!ing levelK4 while reality calls for cross country an# ther!al flying.
,f one looks at the history of paragli#ing with respect to the levels of flying that have been reache#
6li!ite# to foot launche#4 no power paragli#ing74 we see - #istinct stages4 si!ilar to those involve#
in flight in hang gli#ers. 2owever4 in paragli#ing4 the lowest two levels are co!bine#4 #ue to the
greater ease of takeoff an# lan#ing an# lower flight spee#s in paragli#ers.
3cci#ents are !ost likely to happen when the pilot takes the step up to a higher stage. Each stage is
followe# by a !ore co!ple( stage 6a buil#ing block syste!7 re5uiring new knowle#ge an# skills. ,t
is a natural Kla##erK where a stu#ent shoul# cli!b to progress safely in his paragli#ing career.
8e have a##itional stages like 3erobatic4 E(peri!ental an# Power4 all of which , personally
consi#er unsafe for the general pilots at the present ti!e. hey shoul# therefore only be perfor!e#
by specialists using a strict professional progra! until safe !etho#s are foun# to !ake the!
available to everyone.
,n a##ition to the stage syste! above4 there are also other stages or steps a pilot !ay take4 such as
changing to another harness syste!4 or learning to fly a new site or a new paragli#er.
Each ti!e new stages are pioneere#4 or are being reache# by the Kself learningK pilots4 there are an
increase in acci#ents. =o!e of those acci#ents are unavoi#able because of the pioneering nature of
it 6Dillienthal was the first one74 while others coul# have been avoi#e# si!ply by proper training.
,f one analy"es why !ost acci#ents cause# by Kpilot errorK happen4 one fin#s that they happen
either because the pilot tries to perfor! a task or !eet a con#ition he?she is not able to !aster4 or he?
she si!ply #oes so!ething that shoul# not be #one.
o#ay we have all the !aterial necessary to avoi# !ost such acci#ents4 either by the knowle#ge the
paragli#ing co!!unity has collecte# itself or by the available knowle#ge through other aviation
activities. Either we know how a task shoul# be perfor!e# correctly or we know that there are clear
li!itations that we cannot safely e(cee#. 6Hne sa!ple of the latter is clou# flying. 3ny sane !otor
or paragli#er pilot knows that this is #angerous4 an# it is hence unnecessary for paragli#er pilots to
re#iscover this fact by killing the!selves7.
o#ay4 paragli#ing4 along with other aviation activities4 has !ost of the infor!ation nee#e# to
progress safely through the flying stages. 3ll that is nee#e# is to put all together in a training
syste!.
Det us have a closer look at the !o#el of the stages@
he - stages of paragli#ing@
3cci#ents are !ost likely to happen when the pilot takes the step up to a higher stage. 3 training
syste! shoul# be #esigne# to s!ooth out these steps with a natural progression to higher pilot
ability. 8e fill in these steps with instruction.
GEH.N: =0,MM,NG 6co!bine# with stage &7 K:on/t fly higher than you woul# care to fallNK
3D,.:E GD,:,NG 6Hrange7 K3ltitu#e an# space to !aneuver4 no soaringK
E,:GE =H3E,NG 6Green7 K=oaring in non turbulent con#itionsK
2EEM3D =H3E,NG 6Blue7 K=oaring in turbulent con#itions.K
9EH== 9H.NEG 6Brown7
' PI36TH '!I3ITD to fly paragliders can be broken do9n to % :C'3ITI2 that 9e can
develop:
&- Kno9ledge
2- kill
=- 2?perience
%- 'irmanship
KI33: =ince paragli#ing is a practical activity4 a pilot/s ability can best be !easure# by his skill4
which !eans his way of perfor!ing !aneuvers4 links of !aneuvers an# tasks4 an# how he !asters
flying con#itions an# new situations. 2e certainly also !ust show goo# 3,EM3N=2,P but that is
not easily !easure# an# #ifficult to #iagra!. 3 goo# instructor however is able to spot goo#
air!anship often before the pilot is even in the air.
0NH8DE:GE an# EXPEE,EN9E are only KtoolsK use# to i!prove a pilot/s =0,DD an#
3,EM3N=2,P an# hence his 3B,D,G as a pilot. hey are however of goo# value in the learning
process an# their value as such can har#ly be overesti!ate#. Deft alone by the!selves they are
!eaningless in !easuring the pilot 3B,D,G.
B3=E: on the above KfactsK or state!ents4 , have #evelope# a training syste!4 built on the -
=3GE= of P3E3GD,:,NG as a natural progression for a pilot. , have also base# the syste!
!ainly on the #evelop!ent an# !easure!ent of the pilot/s =0,DD4 although the other A 5ualities
have foun# their place.
Bor instance4 3,EM3N=2,P is e(presse# by the fact that the pilot has either a =.:EN
D,9EN9E4 which !eans that he lacks the necessary 3,EM3N=2,P to take care of his own an#
others< safety4 or he has a P,DH D,9EN9E4 showing he has the necessary 3,EM3N=2,P. ,n other
wor#s4 a stu#ent pilot is one that is un#er a training syste!4 controlle# by an instructor4 an# all his
flying shall be in accor#ance with the instructor gui#elines. 3 pilot license shows that the hol#er is a
pilot that is !ature enough to take care of his own flying4 seeking further instruction when he feels
he nee#s it.
3 pilot license #oes not !ean that the hol#er is so!eone who #oes not nee# !ore instruction
because Khe knows it allK4 but !erely that he can take care of hi!self at the stage he is at. 8hen he
wants to progress to a higher stage he seeks instruction4 before he goes out on his own flying at that
stage.
2E 9HDHE 9H:E= 6or KBlack belt in Paragli#ingK7@ he stages in the syste! are color co#e# for
easy i#entification. he i#ea is that the pilot 6or stu#ent7 will wear visible !arkings that i#entify
hi! as a =tu#ent or a Pilot4 as well as the stage he is on Ksigne# off by an instructorK. 3part fro!
being a goo# site control syste! it has its values as a training ai#. ,t is !otivating an# it gives the
stu#ents an# pilots insight in what they are up to by breaking #own the way to the top into easily
i#entifiable stages or blocks that see! attainable by !ost people.
"ote: he stages are given colors fro! yellow to brown. 3 KblackK gra#e or Master gra#e !ay be
consi#ere# as the top level. his gra#e shoul# e(press the ulti!ate in 3ir!anship4 =kill4 0nowle#ge
an# E(perience.
P'A' PA60 general description
he ob;ective of this progra! is to ai# an# assist the participants to progress safely in4 en;oy the
sport of paragli#ing4 an# beco!e true air!en.
his !eans that they !ust be able to en;oy the beauty an# free#o! of the sport4 an# not risk in;ury
or restrictions #ue to their own an# others< lack of will an# ability to take care of their safety4
en;oy!ent an# free#o!.
he ability of an air!an is base# on knowle#ge4 skill4 e(perience4 personal 5ualities an# attitu#es4
which take ti!e to #evelop to a stan#ar# where one is able to operate alone within the ob;ective
above.
he #evelop!ent of this ability is a !atter of e#ucation4 which is #one !ost efficiently4 en;oyably
an# safely through a planne# progra! which !otivates the stu#ent an# pilots by helping the! to
reach easily #efinable an# natural stages or goals4 which gra#ually e(pan#s the operational free#o!
without ;eopar#i"ing safety.
T52 PA6)A'1
he progra! consists of - natural stages4 base# on the #evelop!ent of the sport4 an# which give an
e(cellent progression after the buil#ing block principle of learning. Hne progresses fro! the easy to
the !ore #ifficult4 fro! low to high4 fro! basic to a#vance#4 fro! si!ple to co!plicate#4 being
careful not to leave any gaps on the way.
he progra! also #ivi#es the participants into stu#ents an# pilots which in#icate# whether they are
able to operate alone or not.
2E - =3GE=
&02- 3ltitu#e gli#ing Hrange =tu#ent
=- Ei#ge =oaring Green Pilot
%- her!al =oaring Blue Pilot
G- 9ross 9ountry Brown Pilot
P3E,9,P3N=@
tudents:
3 stu#ent pilot is4 as the na!e suggests4 un#er training to beco!e a pilot. 2e is consi#ere# to have
li!ite# ability to take care of his own an# other people/s safety.
his !eans that he has not #evelope# enough ability to evaluate all ele!ents involve# with regar#
to safety an# base# on this4 !ake safe an# soun# #ecisions an# act accor#ingly4 without the
supervision of an instructor.
Pilots:
3 pilot shoul# be able to take care of his own an# other people/s safety within applicable rules4
regulations an# co#e of goo# practice. 8hen operating alone a pilot !ay encounter situations
beyon# his ability or ;u#ge!ent. his !eans that he !ust be able to evaluate all the ele!ents
involve# with regar# to safety4 an# base# on this !ake safe an# soun# #ecisions an# act
accor#ingly4 on his own4 or to obtain further instruction4 infor!ation an# assistance at his own
#iscretion.
Eeco!!en#e# training an# safety li!itations
=tu#ents shoul# always fly un#er the supervision of an instructor. Before all the rating re5uire!ents
are !et they shoul# always fly un#er the #irect supervision of an instructor.
=tu#ents shoul# only fly paragli#ers an# harnesses suitable for stu#ents an# which on they have
been checke# out on by the instructor. hey shoul# only #o tuning an# repairs when approve# by
the instructor.
=tu#ents shoul# only fly #e!onstration or co!petition flying at the stages they are rate# for an#
always un#er the #irect supervision of an instructor.
Pilots are e(pecte# to be fa!iliar with an# to follow all applicable national aeronautical regulations
an# local flying site rules.
Pilots shoul# not participate in #e!onstration4 co!petition or other organi"e# flying which re5uires
higher stan#ar#s than they are rate# for.
Mini!u! age@ o fly paragli#er@ the !ini!u! reco!!en#e# age is $* years ol#4 with the written
per!ission of parent or guar#ian when below $+ years.
.A#A .#9: '0&"#I.TI9N 9+ &TAG0 0$00NT&!
Kno9ledge
=tu#ents stage $4 & an# A shoul# be given the necessary lectures4 briefings4 oral #iscussions an#
written tests to ensure that the re5uire# knowle#ge nee#e# to !eet the ob;ectives of the applicable
stage4 is ac5uire#. he liste# re5uire!ents are a gui#e to !eet those ob;ectives. hey shoul# not
restrict anybo#y fro! giving a##itional instruction if foun# necessary. he !etho#s of instruction
!ay vary an# are left to the #iscretion of the organi"er?instructor.
=tage A. Before a stu#ent is signe# off to beco!e a pilot4 he shoul# pass a written test on air law4
applicable rules an# regulations an# co#e of goo# practice4 to ensure that he has all the necessary
knowle#ge to operate alone4 safely an# correctly at sites an# in the air.
Pilots stage ' an# -4 !ay at their own #iscretion ac5uire the re5uire# knowle#ge4 either through
atten#ance of lectures4 briefings or through oral #iscussions an# group or personal stu#y.
Before a stu#ent or a pilot is signe# off at an applicable stage4 the instructor or observer !ust be
convince# that he !eets the re5uire# stan#ar# of knowle#ge.
Practical skills
=tu#ents stage $4& X A4 shoul# be given the necessary instruction in each of the practical skills.
Before a skill is actually perfor!e#4 the stu#ent shoul# be given a theoretical briefing in the basic
theory4 the purpose4 nor!al proce#ures4 !istakes4 faults an# #angers an# their corrections4 as well
as the acceptable safe criteria of perfor!ance.
Each skill shoul# be practice# until the instructor is convince# that it is !astere# within correct an#
safe proce#ures an# li!itations for the applicable stage. he skills !ay be signe# off progressively
as the above criteria is !et. 3 special flight test is hence not necessary.
Pilots stage ' X -4 !ay at their own #iscretion4 within acceptable safe !etho#s4 ac5uire the
necessary instruction for each practical skill. Before the skills are signe# off4 they shoul# be
#e!onstrate# to an instructor or observer4 who shoul# be convince# that they are !astere# within
safe proce#ures an# li!itations.
E(perience
E(perience is not4 by itself4 a !easure!ent of pilot ability. ,t shall4 however4 ensure that the
knowle#ge4 skills an# air!anship have been practice# a !ini!u! nu!ber of ti!es in various
situations. E(ercise4 #rill an# practice are i!portant in the learning process to !eet the ob;ective of
all true learning which is@ to effect behavioral changes.
he e(perience re5uire!ents shoul# be #ocu!ente# by a logbook or reliable witnesses. he
instructor or observer shoul# be convince# that the !ini!u! re5uire!ents are !et or he?she !ust
re5uire further proof.
3ir!anship
he instructor or observer shoul# be convince# that the stu#ent or pilot has the ability to take care
of his own an# others< safety at the applicable stage4 within applicable rules4 regulations4
reco!!en#e# safety li!itations an# co#e of goo# practice.
P'A' PA60 T')2 &$20
$9W +$IGHT& ; A$TIT('0 G$I'ING *9#ANG0-
Dow flights is gli#ing near the groun# over s!ooth terrain4 nor!ally not above - !eters. 3ltitu#e
gli#ing is gli#ing with enough height an# #istance fro! the terrain to be able to !aneuver relatively
freely.
,N=E.9,HN3D 3N: =3BEG EE9HMMEN:3,HN=@
he ob;ectives of this stage are to intro#uce the stu#ent to paragli#ing by a progression through first
low flights 6the first stage7 an# then altitu#e gli#ing 6the secon# stage7 an# !ake hi! able to
practice an# en;oy this within safe li!itations4 as well as to prepare hi! for the ne(t stage.
his stage is probably the !ost i!portant in the whole progression of the stu#ent4 since it is here the
basis for goo# Kor ba#K habits is foun#e#. Hne shall in safe closeness to the groun#4 fly easy
e5uip!ent4 in easy hills an# con#itions4 to gain confi#ence in flying4 the e5uip!ent an# also oneself
an# practice an# learn the basic skills.
he stu#ent shall then gra#ually beco!e accusto!e# to flying well clear off the groun#4 an# lose
possible height an(iety 6allow for in#ivi#ual progression7. Hne !ust now plan an# prepare for each
flight an# one fin#s that one is actually safer with altitu#e that gives ti!e an# space to !aneuver
an# correct for possible !istakes.
Hne learns an# practices the basic !aneuvers4 such as spee# control inclu#ing slow flying4
coor#inate# turns4 an# co!binations of those4 correction for win# #rift an# precision approaches
an# lan#ings. he latter proves that one has !astere# the other !aneuvers with sufficient planning
an# precision. he key wor# is planning that starts even before takeoff an# continues all the ti!e.
Hne !ust be ahea# of the events4 observe4 evaluate4 #eci#e an# act accor#ingly. his Kprocess of
flyingK is vital in all aviation4 also at the higher stages.
8arning !ust be given against atte!pts to take off in cross-4 #own-4 gusty or strong win#s an# to
fly in unstable or turbulent con#itions or in lift.
3t the beginner hill4 one shoul# not practice slow flight an# stalls 6e(cept for lan#ings7 or !ore than
gentle turns with only s!all #iversions for! the flight path.
,n the inter!e#iate hill4 poor planning4 preparations an# takeoff techni5ues !ay have the !ost
serious conse5uences. 3ll !aneuvers shoul# be #one into the win# to avoi# #rifting into the hill or
too far off an# hence not be able to reach the lan#ing area. 3#vance# !aneuvers4 like A*%Y turns4
pylon flying an# slow flying shoul# be perfor!e# with e(tra caution an# sufficient height an#
#istance to the terrain to allow for corrections or recovery if control is lost. urns4 #ownwin# flying
an# airspee# below spee# for best gli#e angle close to the groun# shoul# be avoi#e#. 3pproach
shoul# be planne# in goo# ti!e4 an# starte# with goo# height.
3fter all rating re5uire!ents have been !et@ he stu#ent shoul#4 when flying without the #irect
supervision of an instructor only fly in beginner or inter!e#iate hills with light to !e#iu! 6%-A !?s4
%-$- k!?h4 %-$% !ph74 s!ooth win#s. akeoffs shoul# only be #one in appro(i!ately hea#win#.
Dift or turbulence shoul# be avoi#e#4 or if this is not possible4 flown straight through 6away fro!
the hill7 to cal!er con#itions in or#er to lan# in the or#inary lan#ing area. Hne shoul# also avoi#
flying alone.
3 beginner hill is a hill with s!ooth terrain4 preferable snow4 san#4 grass or gravel4 with a profile
that allow for low flights with the type of paragli#er in use. he takeoff an# lan#ing areas an# the
area between shoul# be free of obstacles an# other ha"ar#s with a goo# !argin to either si#e. ,t
shoul# be possible to #o the whole flight in close to a straight line.
3n inter!e#iate hill is a hill where takeoff4 lan#ing area an# the flight path between the! is
consi#ere# to be easy an# with goo# !argins to any obstacle or other safety ha"ar#s. he takeoff
area shoul# be s!ooth with a profile that allows for acceleration to flying spee# before getting
airborne 6no cliff launch7. he lan#ing area shoul# be large an# easy to reach by nor!al
!aneuvering with a goo# !argin of height. here shoul# be establishe# two-way co!!unication
between takeoff an# lan#ing if the lan#ing area cannot be seen fro! takeoff.
Before progressing to the ne(t stage it is of vital i!portance that the stu#ent knows the theory as
well as !astering all practical skills4 especially airspee# control in the lower spee# range an# that he
is able to recogni"e an# correct for nearness to stalls. his applies to both straight flight an# turns.
o gain a !ini!u! of e(perience4 the stu#ent is reco!!en#e# to practice a !ini!u! of ' flying
#ays an# &% flights4 after all rating re5uire!ents are !et.
.A#A .#9 &tage 8: <N9W$0'G0
Ae.uirements:
3ero#yna!ics@
$. Dift@ :ifference in pressure create# by@ profile4 airspee# an# angle of attack. Dow pressure over
the wing4 high pressure un#er the wing. :efinition of@ relative win#4 even Kla!inarK airflow.
&. Dift factors@ airfoils Kwing profileK4 area4 aspect ratio4 air #ensity4 airspee#4 angle of attack.
,nternal pressure in the wing4 how influence# by use of brakes.
A. Eesistance?:rag@ Parasitic4 in#uce#4 relation to airspee# an# angle of attack. More #rag when
paragli#er is behin# the pilot on the groun# than when overhea#.
'. he nature of flying@ Hne is always #epen#ent on continuous forwar# airspee# in or#er to keep
flying4 one can not stop or reverse.
-. Doa#@ 8eight4 G-force. Borces in turns4 lift gra#ients gusts an# turbulence. Hpening shocks.
*. :riving forces@
a. Hn the groun#@ By running.
b. ,n the air@ he principle of the incline# plane@ ,n flying without engine one is always going #own
6relate# to the air aroun# you7 because gravity is the #riving force.
). 3irspee# versus Groun#spee#. 8in# effects@ 8hy to take off an# lan# into the win#. 2ea# or tail
win#4 win# #rift an# crabbing4 #rift an# corrections in turns.
+. =talls@ :escription4 #angers4 recognition4 avoi#ance an# recovery. ,n turns4 accelerate#4
secon#ary4 in win# an# lift gra#ients4 #ownwin#4 in gusts an# turbulence.
1. Brontal collapses@ Both asy!!etrical 6one wingtip7K an# sy!!etrical 6both wingtips or entire
lea#ing e#ge7. :escription4 #angers4 recognition4 avoi#ance an# recovery. ,n turns4 gusts an#
turbulence.
$%. =pins4 =pirals4 =ki#s an# =lips. Negative spins@ :escription4 recognition4 avoi#ance an#
recovery.
$$. 8ing tip vortices@ urbulence behin# all aircraft4 how to avoi# collapses therefro!. Groun#
effect.
$&. 9ontrol !ove!ents an# principles@ 3irspee# control an# turning. .se of brakes versus weight-
shift.
$A. 3irspee#s an# spee# polars@ Mini!u! sink an# best gli#e angle4 relation between airspee#s in
hea#-an# tail-win# an# varie# wing loa#ing.
Micro!eteorology 6site con#itions7 an# !eteorology@
$. 8in#4 #escription an# creation@ 3irflow fro! high to low pressure. 9reate# by uneven heating of
the surface. K=a!ples@ 8ater flow. he sea bree"eK.
&. 8in# !easure!ent4 win# !eters4 natural in#icators an# signs@
a. Felocity@ 0nots4 MP2 or !?s.
b. :irections@ 9o!pass an# 5ua#rant 6hea# or up4 tail or #own4 crosswin#7.
A. he win# force@ ,ncreases proportionally with the s5uare of the win# velocity increase. Effects4
#angers.
'. 8in# gra#ient@ Effect4 #angers4 corrections.
-. .neven win#?gusts4 turbulence an# lift@ 9auses4 signs4 #angers.
a. Mechanical turbulence@ Behin# or lee of obstructions4 trees4 buil#ings4 hills.
b. her!al turbulence@ ,nstability4 uneven heating4 #angers4 recognition.
c. 8in# shifts@ Gusts an# #angers.
#. 8in# shears@ :escriptions4 #angers.
*. Docal con#itions@ errain effects4 valleys4 aroun# obstructions an# corners.
). 8eather@ 9reation4 heat an# pressure #ifferences4 stability? instability4 circulation4 win# syste!s.
+. =ea bree"e@ 9reation4 effects.
1. 8aves@ Eotors. Behin# !ountains4 signs an# #angers.
$%. Ei#ge effects@ :escriptions4 kin#s4 gra#ients4 #angers.
$$. her!als@ :escription4 instability4 turbulence4 signs.
$&. 9lou#s@ 9u!ulus4 cu!uloni!bus4 rotor clou#s4 #angers.
$A. 3ir !asses an# Bronts@ 9ol# fronts4 war! fronts4 signs an# con#itions.
$'. 8eather reports an# evaluation@
a. 8eather reports@ =igns4 interpretation.
b. Eea#ing win#@ #irection an# force4 at takeoff an# lan#ing4 along the flight path4 in#icators.
c. Eecognition of safe an# #angerous con#itions.
Paragli#ers an# e5uip!ent@
$. 9onstruction an# er!inology@ Materials an# parts.
&. 3irworthiness stan#ar#s an# re5uire!ents@ :esign an# certification4 purpose an# nee#. :esign
!a(i!u! loa#s4 !aneuvering li!itations4 stability4 stall characteristics4 !aneuverability4 spee#
range4 pilot weight an# rating.
A. 2an#ling@ 9ontrol response. Eoll4 pitch an# yaw coupling. =tability4 slow flight an# stalls4 B-
lining4 takeoff an# lan#ing characteristics. Effect of accelerators or spee# syste!s.
'. Maintenance@ :aily an# perio#ical inspection an# care4 5ualifie# tuning an# repairs.
-. =election of gli#ers@ Eating an# e(perience4 type of flying4 perfor!ance4 han#ling an# weight
range. .se an# a!bitions. 3ppropriate !o#el rating for stu#ents@ =tan#ar# rating 6not Perfor!ance
or 9o!petition rating7.
*. =election of harnesses@ ypes of harnesses4 weight-shift or classic4 use of cross-bracing. Eating
an# e(perience.
). Perfor!ance@ Mini!u! sink4 !a(i!u! gli#e4 !a(i!u! spee#4 penetration4 turning capacity.
+. =afety e5uip!ent@ 2el!et4 boots4 gloves4 clothing. :orsal protection an# hip protection. 3irbags.
'irmen
$. Physical factors@ Bitness4 strength4 e(haustion. :rugs an# alcohol. Fertigo4 hyperventilation.
&. Psychological factors@ 3n(iety an# fear of height. Eecognition of own ability an# li!itations
versus natural an# e5uip!ent li!itations. 9onfi#ence versus overconfi#ence 6he ,carus
syn#ro!e7. Group an# personal pressures an# approval4 saying no4 the walk #own. =elf #iscipline.
A. he learning process an# environ!ent@ he training syste!4 ob;ectives4 #escription4 safety4
!otivation4 in#ivi#ual progress.
'. 9on#uct? 3ir!anship@
a. he nature of flying@ Hne is always #epen#ent on continuous forwar# airspee# in or#er to keep
flying4 one can not stop or reverse.
b. he process of flying@ ,nsight4 continuous evaluations4 #ecisions4 actions. 8ith regar# to the
nature of flying4 being ahea#.
c. he co!!an#o principle@ he necessity of co!pleting every starte# flight. he #anger of panic.
Aules and regulations Jas applicableJ:
$. Govern!ent or other official authorities.
a. 3irspace an# 3ir traffic@ 9ontrolle# an# uncontrolle# airspace an# airports4 FBE?,BE traffic an#
rules4 right of way rules.
b. Hther rules.
&. National Paragli#ing 3ssociation.
A. =chool an# training.
'. Docal an# sites.
-. 9o#e of goo# practice.
*. Eight of way rules.
Practical flying and safety:
$. ,nstructional an# safety reco!!en#ations.
&. Blight planning@ he process of flying@ ,nfor!ation?observation4 evaluation4 #ecisions an#
e(ecution. Making a flight plan.
A. Preparations@ =tan#ar# routines an# checks4 #ouble checks of critical factors.
'. Blying e(ercises@ he practical skill re5uire!ents@ :escription4 intention4 proce#ures4 e(ecution4
errors an# #angers.
-. 9ritical4 #angerous an# e!ergency situations@ heir causes4 avoi#ance4 recognition4 corrections.
3pplicable training !etho#s Ksi!ulationsK.
a. Poor preparation@ E5uip!ent failures an# !alfunctions.
b. Groun# han#ling in gusts an# strong win#s@ Doss of control. Being #ragge#4 avoi#ance4
prevention.
c. =talls@ Devel flight4 in turns4 low4 high4 in takeoff4 in gra#ient4 in gusts4 in turbulence4 in
Kune(pecte#K lift4 #ownwin#4 #ownwin# turns in gra#ient.
#. Poor takeoff techni5ues@ Poor control of paragli#er4 poor airspee# an# #irectional control. Hver-
control4 turn back to hill. Getting into harness4 release of brakes to acco!plish sa!e.
e. 8in# con#itions@ 8in# strength4 crosswin#4 gusts an# turbulence4 une(pecte# lift4 #rift into hill4
win# gra#ient.
f. 9rashing? E!ergency lan#ings@ 3voi#ance4 preparations.
g. akeoffs above $-%%!@ 3ir #ensity #ecreases. rue airspee# increases.
h. 9ritical !aneuvers@ Blying close to terrain an# obstructions4 stalls an# slow flight4 A*%P turns4
spins4 spiral #ives4 pylon flying. akeoff in win# without assistance4 particularly near cliffs.
i. .nfa!iliarity@ 8ith sites4 con#itions4 paragli#er or harness4 !aneuver or tasks.
;. Physical an# Physiological factors@ =tress4 pressure4 e(haustion4 fear4 #rugs an# alcohol.
k. Poor air!anship@ Hveresti!ating own ability an#?or un#eresti!ating sites4 con#itions4 e5uip!ent
or task.
l. Fertigo@ Blying with re#uce# visibility.
!. 9o!binations@ Hf two or !ore of the above !ultiplies the risk of acci#ents.
n. E!ergency !aneuver@ .se of parachutes4 prevention of #own-planing of paragli#er after
parachute #eploy!ent. Dan#ings in water4 trees4 rough terrain4 obstructe# areas4 electrical wires.
o. 3cci#ents@ 3ssistance an# reports.
Birst 3i#@ ,n accor#ance with appropriate authority/s reco!!en#ations.
.A#A .#9 &tage 8: .#A"TI"A$ &<I$$&
Ae.uirements:
Part &: Introduction and 36/ 43I)5T:
$. ransport4 care an# !aintenance of paragli#er an# e5uip!ent. 3ccor#ion vs. rolle# fol# up.
Proper stowing of lines an# risers.
&. Pre an# post flight routines@ Daying out4 !aking a horseshoe4 Kbuil#ing a wallK4 a#;ust!ents4
preflight checks4 line an# carabiner control4 harness control4 attach!ent of cross-bracing an# spee#
syste!. Packing up.
A. akeoff position an# final check@ Position of risers an# toggles. Bo#y an# ar! position. Binal
check.@ Hf carabiners an# cross-bracing4 con#itions4 clear area.
'. akeoff e(ercises@ he paragli#er to flying position@ :eter!ine#4 correct running to get the
paragli#er up. 9hecking the paragli#er visually. Detting go of front risers. 9orrecting proble!s.
9ontinue running4 s!ooth acceleration4 no ;u!ping into harness.
-. Eunning with paragli#er@ 9ontrolling position of paragli#er an# angle of attack an# roll4 on flat
groun# an# on a slope.
*. =talling an# stopping a run@ Hn flat groun# an# on a slope. 9orrect lan#ing techni5ue. Not flaring
too soon.
). Blight planning@ Evaluating site an# con#itions. :ecisions4 giving a flight plan.
+. akeoff@ akeoff position. =!ooth acceleration an# lift off4 with correct airspee# an# goo#
#irectional control.
1. =pee# control@ Best gli#e angle spee#4 no ten#ency of slow flight or stall.
$%. :irectional control@ Maintaining hea#ing4 s!ooth course corrections4 avoi#ance of oscillations.
$$. =hallow turns@ 9oor#inate# entry an# recovery4 s!all #iversions fro! course.
$&. Dan#ings@ :irectly into win#.
Part 2: '3TITCD2 )3IDI"):
$. Planning@ ,nsight4 evaluation of site an# con#itions4 #ecisions4 giving a flight plan.
&. Preflight routines@ Eepetition of Part $4 sprea#ing4 a#;ust!ent4 preflight checks.
A. akeoffs@ =tart position4 final check4 s!ooth acceleration4 lift off at correct spee#4 goo# spee# an#
#irectional control.
'. =pee# control !aneuvers@ Best gli#e angle an# !ini!u! sink spee#.
-. urns@ 1%P-$+%P4 gentle to !e#iu! bank4 left an# right4 coor#inate#.
*. =low flight@ Eecognition an# recovery Kat safe altitu#esK.
). Groun# reference !aneuvers@ Bigure +-turns an# rectangular patterns4 correcting for win#-#rift.
+. raffic rules@ Maneuvering accor#ing to other traffic.
1. Dan#ing patterns@ Bollowing planne# proce#ure. 3pproach with #ownwin#4 base an# final legs.
Bigure +-turns. 9ontrol of gra#ient.
$%. urning an# lan#ing only by the use of the rear risers Ksi!ulation of brake-line failureK.
$$. Precision approaches an# lan#ings@ =afe an# stan#ing insi#e an area preset by the instructor.
=low flight an# !ushing is not allowe#.
.A#A .#9 &tage 8: 0=.0#I0N"0
Ae.uirements:
$. 3 !ini!u! of * flying #ays.
&. 3 !ini!u! of A% successful flights4 of which at least $% are altitu#e gli#ing flights.
.A#A .#9 &tage 8: AI#AN&HI.
Ae.uirements:
he instructor shoul# be convince# that the stu#ent is able to take care of his own an# others/ safety4
while flying low or altitu#e gli#ing within the instructional an# safety reco!!en#ations given.
P'A' PA60 T')2 =
%A&I" &9A#ING *G#00N-
oaring near the slope
Basic soaring is soaring in easy ri#ge or ther!al con#itions4 without gusts or turbulence4 well clear
of the terrain4 obstacles an# other traffic.
IN&T#("TI9NA$ AN' &A+0T5 #0"90N'ATI9N&
he ob;ectives of this stage are to intro#uce the stu#ent to soaring flight an# to !ake hi! able to
practice an# en;oy soaring within safe li!itations. 2e shoul# also be 5ualifie# to beco!e a pilot4
with the ability to operate alone within safe li!itations an# to take the responsibility for his further
progression.
=oaring has !any stages in itself4 with increasing #ifficulty4 fro! easy con#itions an# !aneuvers
with a large safety !argin4 to !arginal or e(tre!e con#itions with !ini!al !argins. 8hen a pilot
K!asters the artK4 it see!s 5uite si!ple an# in a sense it is. his4 however4 shoul# not !islea#
anyone into believing that it is easily !astere#. Dack of knowle#ge4 !is;u#g!ent4 wrong
!aneuvering4 ignorance or ga!bling !ay easily en# up in a serious acci#ent.
Hne will in this stage get !ore ti!e to practice in the air an# the flying can get auto!ate#. here is
however less roo! for !istakes an# errors. herefore careful planne# progression is very i!portant.
E(ercises shoul# in the beginning be si!ple an# with large !argins. =oaring re5uires careful
preparation4 goo# planning an# ability to #o precise an# fast !aneuvering. Especially i!portant is
goo# launch techni5ue an# control in the lower part of the spee# range. Hne !ust be able to fly
coor#inate# turns with a !ini!u! loss of altitu#e4 often in !arginal con#itions close to the ri#ge
while calculating #rift an# keeping constant lookout for other traffic an# !aneuvering accor#ing to
traffic rules. Hne !ust also be able to recogni"e all kin#s of collapses an# to e(ecute pro!pt an#
correct recovery at the first signs4 with a !ini!u! loss of height an# control.
o beco!e a pilot@ Hne shoul# now also be free to #evelop further4 an# one has still a lot to learn in
or#er to be able to use the possibilities there is. Hne will be given possibilities that will #e!an#
very goo# Kair!anshipK inclu#ing self #iscipline an# carefulness. ,t can often be necessary not to fly
or to fly with large !argins. he point is that one !ust show that one is able to take responsibility
an# that one knows where one<s own as well as others< li!its are4 an# when further instruction is
necessary.
3n instructor will no longer be responsible. his puts large #e!an#s on one<s personality.
8arning !ust be given against too fast a progression4 overconfi#ence4 inattention4 ignorance4
ga!bling4 !is;u#g!ent an# lack of skills. Hne will operate in stronger win#s with s!aller !argins
than on previous stages. Even before takeoff acci#ents can happen. Poor takeoff techni5ues4 lack of
control an# correction of paragli#er while running4 or takeoff without a KperfectK paragli#er can
have serious conse5uences. Hne shoul# have 5ualifie# assistance when launching in strong or gusty
win#s. Burther one shoul# be very careful with the con#itions4 which can change su##enly. =trong
win# an# turbulence !ay easily lea# one to the lee si#e4 or to #rift in over #angerous? unknown
terrain. Hne shoul# also avoi# flying alone.
8arning !ust also be given against the so calle# Kinter!e#iate syn#ro!eK or K,carus syn#ro!eK4
!eaning that it is easy to believe that one now knows an# !asters everything4 an# that neither
oneself or the e5uip!ent has li!itations. ,t is well known that ,carus was the first who kille#
hi!self because of this attitu#e.
he stu#ent 6before stage A is attaine#7 shoul# only fly@ with instructor present4 in easy s!ooth
con#itions with a wi#e lift ban# or in s!ooth ther!al con#itions. his will allow hi! to !aneuver
with a goo# !argin to other traffic an# the terrain. 2e shoul# be careful not to turn before he is
establishe# in flying position with goo# control of airspee# an# #irection. 2e shoul# not try to
return to a lift ban# he has flown out of. Ei#ge soaring in !arginal lift4 in strong win# 6above ) !?s4
&- k!?h4 $- !ph74 in turbulence4 cliff launches4 crosswin# launches4 top lan#ings or lan#ings into
the hill 6hillsi#e lan#ings7 are also not allowe#.
3fter all rating re5uire!ents have been !et one can fly freely within the safety li!itations4 as long
as a higher stage is not re5uire# by other rules or regulation. Hne will have the responsibility to seek
further instruction when necessary. ,t is reco!!en#e# in the beginning to use the rules for stu#ents
6see above7 as a gui#ance for safe flying.
Hnly e(perience# pilots shoul# fly at a#vance# sites close to the ri#ge4 in !arginal4 strong or
turbulent con#itions or in Kheavy trafficK.
Before progressing to higher stages4 the pilot shoul# have a variety of e(perience fro! #ifferent
sites an# con#itions. he process of flying shoul# be auto!ate#4 so that reactions are fast an#
correct in the #ifferent situations?e(ercises one has to !aster. ,t is reco!!en#e# to fly a !ini!u!
of $% hours an# &% flights.
.A#A .#9 &tage /: <N9W$0'G0
Ee5uire!ents@
3ero#yna!ics@
&- Eepetition of stage & theory.
2- talls and collapses: ,n takeoff4 in gusts an# turbulence. ,n lift gra#ients. urning in lift
gra#ients. ,n win# gra#ient. urning in win# gra#ient 6#ownwin#7. =econ#ary stalls.
=- peed polars: Perfor!ance. Evaluation of gli#e angle an# !ini!u! sink with correspon#ing
airspee#s@ ,n hea# an# tail win#4 in lift an# sink. 8ith regar#s to wing loa#ing4 air #ensity4 turns.
'. /ind effects: 8in#-#rift an# crabbing4 #rift an# corrections in turns. 2ea# or tail win#4
penetration.
G- /ing tip vortices: Behin# other gli#ers4 airplanes4 helicopters.
1eteorology:
&- Eepetition of stage & theory.
2- The 9ind force: ,ncreases proportionally with the s5uare of the win# velocity increase. Effects
an# #angers. Hn the groun#4 at takeoff4 in the air4 at the lan#ing.
=- Aidge lift:
a- 4actors@ =hape an# gra#ient of slope4 win# #irection an# velocity.
b- 9o!ponents@ 2ori"ontal an# vertical4 gra#ients4 acceleration4 strongest lift4 strongest hea# win#.
c- :angerous con#itions an# areas@ Dee-si#e4 turbulence4 rotors4 strong gra#ients an# win#s. 8in#s
that increase 5uickly in spee#.
d- =afe an# goo# con#itions@ .p an# in front of the ri#ge.
%- /aves:
a- 4actors: errain4 win# #irection an# velocity.
b- igns: 2igh win#s4 lenticular clou#s4 rotor clou#s.
c- Dangers: Eotors4 penetration4 strong lift4 high altitu#es4 hypo(ia4 col#.
G- Thermals:
a- 4actors: ,nstability4 lapse rates4 terrain4 sunshine an# heating.
b- igns: Darge te!perature #rop with altitu#e4 win# shifts4 lulls an# gusts4 cu!ulus clou#s.
c- Dangers: Gusts an# turbulence4 strong lift gra#ients4 pitch ups an# #owns.
d- afe and good conditions: Darge ther!als4 s!ooth an# !o#erate gra#ient4 light to !e#iu!
win#s.
6- 4rontal lift: 9ol# front #escription.
a. Bactors@ 3ir !asses4 fro! high to low pressures4 instability.
b- igns: 9u!ulus clou#s4 !oving clou#s4 s5uall lines4 win#-shift4 te!perature rise?fall.
c- Dangers: 2igh win#s4 win# shifts an# gusts4 strong lift4 turbulence.
+- ,louds: 9u!ulus4 cu!uloni!bus4 cap clou#s4 rotor clou#s4 stratus clou#s4 lenticular clou#s.
;- /eather reports: 9urrent !eteorological forecasts an# !aps. 8here to obtain4 interpretations.
#- /eather signs: Eea#ing the weather on the groun# an# in the air@
a- 1easuring: Hf the win#4 pressure an# stability.
b- ,louds: 3ssociate# weather an# con#itions.
c. 8in#@ Eea#ing the win#4 win# in#icators.
Paragliders and e.uipment:
&- Eepetition of stage & theory.
2- Design 4actors: 3irworthiness4 perfor!ance4 han#ling.
=- 1aintenance: :aily an# perio#ical inspections an# care4 repairs.
%- Tuning: Bor !a(i!u! perfor!ance in the prevailing con#itions.
G- Instruments: Fario!eters4 alti!eters4 airspee# in#icators.
6- ,lothes and e.uipment: Bor en#urance4 high altitu#e an# col#.
+- election of paraglider: 3ppropriate !o#el rating for pilots at this level@ =tan#ar# rating 6not
Perfor!ance or 9o!petition rating7.
'irmen:
&- Eepetition of stage & theory.
2- Pilot in command: 3ir!anship4 traits4 abilities4 responsibilities4 co!!an# an# control.
Mastering the nature an# process of flying.
=- Physical factors: Fertigo4 hypo(ia4 col#4 e(haustion.
Aules and regulations:
&- Eepetition of stage & theory.
2- he airspace an# other traffic in the air@
a- 9ontrolle# airspace an# airports@ 9ontrol "ones4 ter!inal areas4 airways4 394 FBE?,BE traffic
patterns4 rules of operation4 FBE rules for !ini!u! visibility an# #istances fro! clou#s.
b- .ncontrolle# airspace an# airports@ ,nfor!ation "ones an# services4 FBE?,BE traffic patterns4
rules of operation4 FBE rules for !ini!u! visibility an# #istances fro! clou#s.
c- Hther airspace@ Eestricte#4 #angerous an# prohibite# areas.
=- ,nfor!ation sources@ ,93H !aps4 publications4 !anuals4 NH3Ms. 8here to obtain. 3ir raffic
9ontrol4 infor!ation service4 local airports an# clubs4 schools.
%- Eight of way rules for paragli#ers an# hang gli#ers@ General4 ri#ge soaring4 ther!al soaring.
G- Hther rules an# regulations4 as applicable@ Govern!ent4 National Paragli#ing 3ssociation.
6- 9o#e of goo# practice.
Practical flying and safety:
&- Eepetition of stage & theory.
2- ,nstructional an# safety reco!!en#ations.
=- Preparations@ =tan#ar# routines an# checks4 #ouble checks of critical factors.
%- Blying e(ercises@ he Practical skill re5uire!ents@ :escription4 intention4 proce#ures4 e(ecution4
errors an# #angers.
G- 9ritical4 #angerous an# e!ergency situations@ heir causes4 avoi#ance4 recognition4 corrections.
3pplicable training !etho#s 6si!ulations7.
a- Groun# han#ling in gusts an# high win#s. Practice of reverse inflation4 use of crosse#-han#s
control or not. he turn fro! reverse to forwar# position4 when an# how. :eflation of paragli#er
when necessary4 avoi#ance of being #ragge#.
b- Poor takeoff techni5ues@ 8rong use of or wrong co!!an#s to assistants. Poor control off the
paragli#er. Poor airspee# an# #irectional control4 collapses4 loss of control4 turning back to ri#ge.
Getting into harness.
c- =talls@ ,n gusts4 turbulence4 in lift gra#ient4 close to the terrain4 in turn.
d- 9on#itions@ Marginal lift4 strong win#s4 gusts4 turbulence4 rotors.
e- .nusual situations@ urbulence4 aerobatics4 flying close to clou#s.
f- 9ritical !aneuvers@ A*%P turns4 returning to lift ban#4 flying close to the terrain4 top lan#ings4
hillsi#e lan#ings4 stalling in turns. =topping a negative spin. Eecovery fro! !a;or collapses
Ksy!!etrical or asy!!etricalK4 B-line stalls. =topping a spiral #ive.
g- .nfa!iliarity@ 8ith sites4 con#itions4 paragli#er or harness4 !aneuvers or tasks.
h- Physical an# Physiological factors@ =tress4 pressure4 e(haustion4 fear4 #rugs an# alcohol.
i- Poor air!anship@ Hveresti!ating own ability4 an#?or un#eresti!ating sites an# con#itions.
E- Fertigo@ Blying with re#uce# visibility.
k- 9o!binations@ Hf two or !ore of the above !ultiplies the risk of acci#ents.
l- E!ergency !aneuvers@ .se of parachutes. Dan#ings in water4 trees4 rough terrain4 obstructe#
areas4 electrical wires.
m- 3cci#ents@ 3ssistance an# reports.
4irst 'id:
Eepetition of stage & theory.
.A#A .#9 &tage /: .#A"TI"A$ &<I$$&
Ae.uirements:
&- Aevie9: =tage & !aneuvers !astere#.
2- Planning: he process of flying4 giving a flight plan.
=- Preparations: =prea#ing out4 attach!ent of harness4 a#;ust!ents4 preflight checks.
%- )round handling: 9ontrol4 assistance4 correct proce#ures.
G- Takeoffs in 9ind: 8ith assistance4 proce#ures4 instructions4 =tart position. Binal checks. =pee#
an# #irection. Blying position.
6- 1inimum sink maneuvers: =pee# control4 coor#inate# turns left an# right4 !ini!u! loss of
height4 without any sign of stall.
+- /ind corrections e?ercisesM 1aneuvering in lift bands: Bigure + !aneuvering4 corrections for
win# #rift4 turns an# reversing #irection. Maneuvering accor#ing to terrain an# other traffic4
keeping a goo# lookout.
;- =60 degree turns: Hr#inary spee# an# on !ini!u! sink4 right an# left4 shallow to !e#iu! bank4
without any sign of stalls. K=afe height an# #istance to terrain.K
#- talling: Bro! !ini!u! sink spee# an# flight straight ahea#. K=afe altitu#e an# #istance.K o be
atte!pte# for first ti!e only with instructor4 with ra#io co!!unications4 with reserve parachute
present4 an# over water. B-line stalls@ force re5uire# to enter4 avoi#ance of parachutal stall #uring
recovery by 5uick let-up of risers.
&0- 4rontal collapses: &-A cells on one si#e an# on both si#es. K=afe altitu#e an# #istance.K
Progression fro! pulling on $ 3-line to &4 A4 '. .se of counter-steering with weight shift. Pu!ping
out fol#s.
&&- oaring: Entering4 turning an# !aneuvering in lift4 corrections an# gra#ient4 without any signs
of stalls.
Precision approaches an# lan#ings@ =afe an# insi#e an area #eci#e# by the instructor.
.A#A .#9 &tage /: 0=.0#I0N"0
Ae.uirements:
&- 3 !ini!u! of *% successful flights an# a total of - flying hours.
2- Blights fro! - #ifferent sites4 of which A are inlan#.
=- Mini!u! A flights an# a total of $ hour of flying in lift.
.A#A .#9 &tage /: AI#AN&HI.
Ae.uirements:
he instructor shoul# be convince# that the stu#ent is able to take care of his own an# others/ safety
within applicable rules an# regulations4 reco!!en#ations an# co#e of goo# practice4 while
operating alone.
P'A' PA60 T')2 %
A')AN"0' &9A#ING *%$(0-
5ands off the brakes during ground control-
3#vance# soaring is flying in #e!an#ing lift4 such as !arginal4 strong an#?or turbulent ther!al or
wave con#itions.
,N=E.9,HN3D 3N: =3BEG EE9HMMEN:3,HN=@
he ob;ective of this stage is to !ake sure the pilot can safely practice a#vance# soaring4 also un#er
pressure as in #isplays4 #e!onstrations an# co!petitions.
his stage has turbulence an# s!all !argins as key wor#s. Hne !ust be prepare# to be force# to
operate close to the safe operating li!itations for the both the e5uip!ent an# oneself. Even while
one certainly shoul# give both e5uip!ent an# oneself goo# safety !argins4 one !ust be prepare#
for the possibility that those !argins !ay be passe#. 3 thorough knowle#ge of e!ergency
proce#ures4 such as recovery fro! asy!!etric an# sy!!etric collapses4 stalls4 spins4 spirals4 an#
surges4 as well as use of parachute4 is very i!portant. Hne !ust have a thorough knowle#ge of
perfor!ance curves an# correct flying spee#s 6spee# polars74 use of accelerator 6spee# syste!74
#esign li!itations an# loa# factors.
3#vance# soaring re5uires the ability of fast an# accurate evaluations of con#itions an# situations
co!bine# with fast an# precise !aneuvering. here will be situations with little ti!e for balance#
#ecisions an# wrong reactions. Hne !ust be prepare# by careful planning an# one always !ust be
ahea# of the situation4 so that in critical situations one gives the right reaction without wasting ti!e.
Hne !ust have highly #evelope# skills an# a thorough knowle#ge in or#er to gain !a(i!u!
perfor!ance. Hne !ust4 often close to the terrain an# in turbulent con#itions4 !aster all types of
turns co!bine# with low spee#s4 an# also keep a close watch of terrain an# other traffic.
E(tre!e con#itions are warne# against4 because of the strong forces that !ay be present. Eegar#less
of pilot skill an# e(perience one !ay easily lose control. =tructural 6e5uip!ent7 failures can also
happen. Hne !ust never overesti!ate oneself or the e5uip!ent. ,f one !eets strong turbulence4 one
!ust not panic an# try to avoi# it by sharp turns or high spee#s4 since this increases the possibilities
for loss of control 6or !a;or collapses7. 9orrect !aneuvering in strong turbulence is !o#erate
spee#s an# flight straight ahea# or shallow banks if necessary.
Hther #angers are stalling or frontal collapse4 an# loss of control close to the terrain. ,f this happens4
the correct reactions are vital. hat is4 in case of a stall first re#uce the angle of attack by raising
one<s ar!s4 control the ensuing surge of the canopy4 then wait for spee# to !aneuver an# then avoi#
collision. ,n case of a frontal collapse4 this is to increase angle of attack an# if necessary counter any
ten#ency to turns an# then avoi# collision. Hne shoul# also avoi# flying alone.
=tu#ents are un#er no circu!stance allowe# to practice a#vance# soaring.
Pilots !ust have a license for this stage in or#er to fly a#vance# soaring in #isplays4 #e!onstrations
or co!petitions or else where this stage is re5uire#.
Before progressing to the ne(t stage one !ust be able to4 with a great #eal of accuracy4 evaluate
con#itions to be acceptable in relation to safety. Hne shoul# also show that one is able to fin# an#
use all kin#s of lift.
.A#A .#9 &tage >: <N9W$0'G0
Ae.uirements:
Aepetition from stage =0 especially:
'erodynamics:
&- )$loads:
a- Eelative to !aneuvering an# spee# in turbulence4 turns an# pulling out of spiral #ives.
b- 9orrect !aneuvering spee#s in turbulence. =tability. =pee# polars.
1eteorology:
&- Thermals:
a- 8hen4 how an# where. =tability versus instability in the air. Dapse rate.
b- Best ther!al areas. i!e of #ay an# of year.
c- ypes of ther!als4 #angerous ther!al con#itions4 #ry ther!als.
d- igns: 9lou#s4 cu!ulus4 cu!uloni!bus. =5uall lines.
2- /ave conditions: waves4 turbulence4 high altitu#es.
=- Dangerous conditions: =trong win#. 9lou#s4 cu!uloni!bus4 severe turbulence.
Paraglider and e.uipment:
&- tructural limitations: loa#s4 spee#s4 attitu#es4 aerobatics. =tructural failures.
2- tability: profile4 wing torsion4 pen#ulu! stability4 recovery after stalls or !a;or collapses.
=- election of paraglider: 3ppropriate !o#el rating for a#vance# soaring pilots@ =tan#ar# rating4
or Perfor!ance rating 6but not 9o!petition rating7.
.A#A .#9 &tage >: .#A"TI"A$ &<I$$
Ae.uirements:
&- =tage A !aneuvers4 !astere#4 reviewe# if necessary.
2- Planning@ he process of flying4 giving a flight plan.
=- A*%P turns4 shallow to !e#iu! bank4 left an# right.
%- A*%P turns4 steep4 left an# right.
G- A*%P turns4 at !ini!u! sink KflatK4 left an# right.
6- Ei#ge soaring@ Daunching an# soaring.
+- her!al soaring@ Daunching4 locating4 entering an# cli!bing.
;- Marginal lift@ Daunching an# soaring.
#- Gusts an# turbulence@ Daunching an# soaring.
&0- Maneuvering accor#ing to the traffic rules.
.A#A .#9 &tage >: 0=.0#I0N"0
Ae.uirements:
&- =a!e as for stage A4 easy soaring4 plus@
2- 3 total of !ini!u! $% flying hours.
=- 3 total of !ini!u! & hours of ther!al soaring.
%- 3 total of !ini!u! & hours of ri#ge soaring.
.A#A .#9 &tage >: AI#AN&HI.
Ae.uirements:
he pilot shoul# be consi#ere# to be able to take care of his?her own an# others< safety while flying
at this stage4 also #uring #isplays4 #e!onstrations an# co!petitions an# anywhere else this stage in
re5uire#.
P'A' PA60 T')2 G
)round control helps to improve handling
"#9&& "9(NT#5 *%#9WN-
9ross 9ountry flying is to use rising air currents 6soaring7 to fly away fro! 6an# !aybe return to7
the local flying site.
,N=E.9,HN3D 3N: =3BEG EE9HMMEN:3,HN=@
he ob;ective of this stage is to enable the pilot to fly cross country safely4 also un#er pressure as in
#e!onstrations4 #isplays an# co!petitions.
his stage has nearly unli!ite# possibilities4 fro! short an# easy flights4 to really #e!an#ing long
#istance flights4 where if the con#itions per!it4 the pilot/s ability4 as well as his?her #eter!ination4
will set the li!its. ,t is here that the pilot/s ability4 that is his knowle#ge4 skill4 e(perience an#
air!anship4 is put to the ulti!ate test.
Hne !ust be able to plan4 a#!inister an# perfor! each flight within safe li!itations4 while one
!ust stress oneself an# the e5uip!ent to the sa!e li!itations to be able to go really far. Hne !ust
have a thorough knowle#ge of aero#yna!ics an# !eteorology as well as air traffic rules an# the
airspace. ,n accor#ance with the planne# flight4 an# e(isting an# possible con#itions4 one !ust
choose correct e5uip!ent like clothes4 ai#s an# e!ergency e5uip!ent4 as well as organi"ing
necessary transport an# pick up4 ra#io co!!unications an# proce#ures for use in an e!ergency
situation such as lan#ing an# getting in;ure# in #eserte# an# #ifficult terrain.
9ross country flying re5uires the ability to fin# all types of lift4 as well as correct !aneuvering in
lift an# sink areas. Hne !ust be able to ;u#ge the terrain an# con#itions so as not to lan# where it is
prohibite#4 or where one !ay a## in;uries to oneself or others4 or in areas that are re!ote. Hne !ust
be able to very 5uickly pick out the best lan#ing fiel#s if one has to go #own4 an# if necessary set
up a precision approach to a s!all lan#ing fiel# with a short fiel# lan#ing over possible barriers.
his is because any acci#ent !ay have the !ost serious conse5uences.
8arning !ust be given against cross country flying into re!ote an# #eserte# areas4 over areas with
no possibilities for e!ergency lan#ings an# over water. Hne !ust always !ake sure that so!eone
knows where one inten#s to fly4 an# that a search is activate# if foun# necessary. ,f there is any
possibility for a lan#ing in re!ote an# #eserte# areas one shoul# bring an e!ergency pack
accor#ing to the con#itions. Hne shoul# also avoi# flying alone.
=tu#ents are un#er no circu!stance allowe# to fly cross country.
Pilots !ust have a license for this stage in or#er to fly cross country in #isplays4 #e!onstrations or
co!petitions or anywhere else this stage is re5uire#.
.A#A .#9 &tage ?: <N9W$0'G0
Ae.uirements-
"avigation:
&- Planning: 9ollecting infor!ation on weather4 terrain4 sites4 airspace4 air traffic an# ha"ar#s. .se
of !ap an# other publications4 air traffic an# weather service.
2- 8eather service@ 8here an# how to get weather infor!ation.
=- ,nterpreting weather reports@ Meteorological reports an# !aps.
%- ,nterpreting weather@ =igns4 recognition of acceptable an# #angerous con#itions.
G- 3irspace an# air traffic@
a- 9ontrolle# airspace@ 3ir corri#ors4 ter!inal areas4 control "ones an# airports.
b- .ncontrolle# airspace@ 3ir transport an# other airfiel#s. :anger4 restricte#4 prohibite# an# alert
areas.
c- Military traffic@ raining areas4 graphing fro! the air.
d- Govern!ental publications@ =ectional charts4 Nota!4 ,93H !aps.
6- .se of !aps@
a- Planning of flights@ :angerous? #eserte# areas4 alternative routes4 lan#ing areas4 co!!unication
an# retrieval.
+- E5uip!ent@ Bor altitu#e an# low te!peratures4 e!ergency an# first ai# e5uip!ent4 survival
e5uip!ent4 warning an# co!!unication e5uip!ent.
;- =election of paragli#er !o#el@ 3ppropriate !o#el rating for cross-country pilots@ =tan#ar# rating
or Perfor!ance rating. Bor a#vance# cross-country pilots willing to possibly co!pro!ise han#ling
or safety stan#ar#s for a##itional perfor!ance@ 9o!petition rating.
#- =tan#ar# proce#ures@ =ignals4 retrieval.
&0- E!ergency proce#ures@ 8arning4 search after !issing pilots.
.A#A .#9 &tage ?: .#A"TI"A$ &<I$$&
Ae.uirements:
&- Aevie9: Maneuvers fro! previous stages !astere#.
2- Planning: Evaluations an# #ecisions4 giving a flight plan.
=- oaring: =earch for an# use of all kin#s of lift. Blying in lift an# sink4 hea# an# tail win# with
correct spee#.
%- 9liff-launch in light to !o#erate win#. o be avoi#e# #ue to risk of collapses.
G- ,liff$launch in strong 9ind: Not to be atte!pte# in a paragli#er4 only in a hang gli#er4 an# then
only with assistance.
6- ,ross9ind$launch: 8in# !a(i!u! '- #egrees off launch #irection. 9rosswin# co!ponent less
than & !?s4 ) k!?h4 - !ph.
+- 6utlandings: Precision approach to unknown lan#ing area@ =election of lan#ing fiel#4 control of
spee# an# gli#e angle.
.A#A .#9 &tage ?: 0=.0#I0N"0
Ee5uire!ents@
=a!e as for stage '4 plus.
&- 3 total of &% flying hours.
2- 3 total of - cross country flights in various lift 6ri#ge soaring an# flying along the sa!e ri#ge4
only4 is not approve#7.
.A#A .#9 &tage ?: AI#AN&HI.
Ae.uirements:
he pilot shoul# be able to take care of his own an# others< safety #uring cross country flying4 also
#uring #isplays4 #e!onstrations an# co!petitions an# anywhere else this stage in re5uire#.
'PP2"DIB
=uggeste# visual !arkings for the P3E3 PEH syste!@
he stu#ents?pilots shoul# have visual !arkings that shows the stage they are at. he following are
suggeste#@
3 2EDME B3:GE4 with color tri!4 !atching the color of the stage.
Aight of /ay Aules
#egulations concerning air traffic protocol!
&- 8hen two pilots !eet hea#-on away fro! the ri#ge4 both turn right.

2- 8hen !eeting at an angle a pilot has to give right of way to whoever is on the right

=- Near the ri#ge4 right of way is given to the pilot whose right-han# si#e is nearest the ri#ge.

%- Hvertaking shoul# be e(ecute# at a safe #istance of at least & wingspans an# the overtaking pilot
shoul# pass between the ri#ge an# the pilot he is overtaking.
G- Hn lan#ing4 priority is given to the pilot who is closer to the groun#. 2owever4 the lower pilot
shoul# not linger #uring lan#ing setup4 but 5uickly lan# to clear the way.
6- he pilot who enters a ther!al first #eter!ines the circling #irection. he secon# pilot to enter4
whether lower or higher4 shoul# circle in the sa!e #irection.
+- ,n the sa!e ther!al the pilot lower #own has priority an# the one higher up shoul# clear the
ther!al if they co!e too close together4 since the pilot lower #own is unaware of the other pilot/s
presence or position.
;- an#e!s always have right of way over solo paragli#ers4 e(cept if they are higher up in a
ther!al.
#- Blying within a clou# is strictly ina#visable. his practice is forbi##en in !ost countries because
it is #angerous.
&0- Bree-flight configurations always have right of way over para!otors4 powerchutes an#
ultralights4 but shoul# yiel# way to other aircraft.
&&- Paragli#ers shoul# co!ply with national 6fe#eral7 regulations. ,n !ost countries4 a!ong other
i!portant ite!s4 it is strictly forbi##en to fly near airports or aero#ro!es within a ra#ius of + k! 6-
!iles7 an# a height of )-% ! 6&-%% ft7. Gou are oblige# to follow air traffic rules.
#emember
:o not fly too close to another paragli#er4 nor shoul# you follow close behin#. Every pilot !ust
take care to avoi# collisions with other pilots. =uch rules are inten#e# to organi"e flying with the
ulti!ate goal of safety. hese rules are a gui#e an# !ay change in so!e parts or #iffer in your
country.
aneuvers and Tests
hese tests4 also calle# -I-8- 6=i!ulation #/ ,nci#ent en Fol in Brench4 !eaning 4light Incident
imulation74 are control !aneuvers when flying4 particular situations will occur which we nee# to
be #ealt with. hese circu!stances #o not nor!ally concern novices because stu#ents shoul# fly in
!il# con#itions.
he following e(ercises are #escribe# with a pilot/s instruction syllabus in !in#. 8e will also be
outlining acrobatics which are not inclu#e# in =.,.F tests.
Nee#less to say4 all tests #o not present i#entical #egrees of #ifficulty. 3lways use supervision4
especially the first ti!e you atte!pt the!. he instructor will a#vise you to have altitude0 consult
the manual of your canopy and take things in stride.
:yna!ic full stall shoul# be avoi#e# by all but the !ost acco!plishe# pilots. 3ll tests shoul# be
perfor!e# over 9ater while having necessary arrange!ents4such as a rescue boat4 a lifevest etc.
2owever4 it is essential for everyone to be able to perfor! a tip fol# 6big ears74 a one-si#e collapse
an# later a B line stall.
2?treme maneuvers by the King- P"ova archiveQ
#emember!
V 8ear gloves at all ti!es. Htherwise the risers !ay burn your han#s through friction.
V 3ll !aneuvers alter the aero#yna!ic shape of the paragli#er an# it is unsafe to use the! when
there is no nee# fro! safety point of view.
V 3lways bear in !in# that control !aneuvers will i!pair e5uip!ent 6stretch lines an# canopy7 an#
shoul# not be overuse#.
5ere are the maneuvers 9e consider:
&- ip fol#-big ears
2- Hne si#e collapse or asy!!etric front #eflation
=- Bront collapse or sy!!etric tuck
%- 2orseshoe
G- B-line stall
6- Parachutal stall or #eep stall
+- =piral #ive
;- 8ingover
#- =pin
&0- Bull stall
Tip +old or %ig 0ars
his is the !ost co!!on an# safest !aneuver. he total surface of the paragli#er after applying big
ears is s!aller an# thus takes !ore loa#. he pilot perfor!s big ears in or#er to lose height an#
!ake the wing !ore stable in turbulent con#itions.
How to do it
0eep your han#s in the brake toggles4 reach up an# grasp the outboar# lines of riser 3. he
!anufacturer #eter!ines the nu!ber of lines which are safe to use for big ears. .sually in a set of -
lines grasp & on each si#e. hat is4 less than half the nu!ber of lines of the 3 riser on each si#e.
Grasp high to avoi# pulling #own the whole of 3 line. hen pull #own these lines slowly an#
sy!!etrically. 9heck wing constantly. he outwar# tips shoul# partially fol# un#er.
Tip fold $ mall ears :>
8hat will happenP Not !uch. Gour vario!eter will !erely in#icate a greater sink rate. Eelease the
lines an# pull gently on the brakes to eli!inate big ears. ry again to pull #own the sai# lines !ore
#yna!ically for a larger tipfol#. ,f you #o it correctly you will get a #escent rate of - to * !?s 6$%%%
to $&%% BPM7. he ne(t stage involves gui#ing the paragli#er by shifting your weight4 as you
cannot use your han#s to turn with the use of the brakes.
#ecovery
Detting up the lines sy!!etrically allows you to recover. ,t is a goo# i#ea to apply the brakes to
!ake the wing recover4 but re!e!ber every wing perfor!s #ifferently. Practice with a safe !argin
of height.
#emember
V he wing obtains greater stability an# soli#ity.
V he sink rate increases an# often the hori"ontal spee# falls4 e(cept for a few wing !o#els.
V Perfor!ing Kbig earsK is the easiest way to loose altitu#e while your spee# is not altere# !uch.
his is usefull to escape a clou#suck.
V 3voi# using Kbig earsK with !o#ern paragli#ers #uring lan#ing #ue to the ten#ancy to #eepstall.
8ith Kbig earsK your wing is not flying with the #esigne# shape even though it is a fairly benign
event.
9ne1&ide "ollapse or Asymmetric +ront 'eflation
he collapse of one si#e of our wing is a co!!on proble! when we fly in ther!als. Most collapses
can be avoi#e# provi#e# the pilot is careful in his actions. trictly speaking0 9hen you have a
collapse you have made a mistake Eust previously.
,n flight an asy!!etric collapse occurs when we are flying with too little brakes or when we are
entering or e(iting a ther!al with strong associate# turbulence. his is a co!!on occurrence an#
can be progressively fro! s!all-scale to large-scale !aneuvers.

This wa* is onl* #or test pilots
How to do it
2ol# the left brake an# apply nor!al pressure on the wing. 0eep the right brake han#le in your
han#4 reach up an# pull #own on two lines fro! the 3 riser with the right han# until a part of the
right si#e fol#s un#er. he wing will want to turn right4 as this si#e will be creating !ore #rag. o
prevent this right turn4 apply a little !ore left brake an# shift your weight to the left.
,aution: :o not let the gli#er turn an# #o not apply too !uch left brake which can stall that si#e
use weight shift steering.
,n flight4 so!e a#vance# wings woul# behave better if the pilot let the! turn an# then try to
recover.
#ecovery
o reinflate the collapse# si#e4 let up on the lines an# pull #own the right brake with one controlle#
!ove!ent. entative Kpu!pingK is not really effective for !aking a nor!al recovery. =o!e
paragli#ers can recover without pilot input.
Bor a bigger collapse4 pull #own the right riser. he wing will ten# to turn since the part of the wing
which re!ains inflate# bears all the pilot/s weight. o #eal with this4 pull #own on the left brake an#
shift your weight left to prevent turning too !uch4 release the riser an# then pull #own on the right
brake. Det the wing turn a little towar#s the #eflate# si#e an# this will enable faster recovery. :o not
apply too !uch opposite brake because this can cause #eflation of the open si#e. Ee!e!ber to
han#le your wing with s!ooth an# controlle# !ove!ents4 which are the result of practice.
#emember
V angling of the fol#e# si#e with lines is possible4 especially when there are only a few of the!. ,f
you cannot #isentangle it4 fol# the other si#e an# hea# for lan#ing.
V ,f you #o not brake the spee# of the inflate# si#e4 you !ay enter a spin. ,nversely4 if you brake too
!uch you will enter a stall.
V he right techni5ue is ac5uire# with e(perience. 3 general rule is co!pose# an# confi#ent
!ove!ent. here is no nee# to be afrai#4 but be aware that asy!!etric fol#s involve altitu#e loss.
+ront "ollapse
his collapse is cause# by turbulence an# can be a result of a one si#e collapse. 3lso a front
collapse can pro#uce a one si#e collapse. ,n flight4 the wake turbulence fro! other paragli#ers
flying near can pro#uce a front collapse.
How to do it
3 pilot can cause a front collapse by pulling #own the 3 risers. ,t is safe for the brake han#les to fall
#own aroun# your wrists if this feels !ore co!fortable than when they are in their nor!al position.
Hf course4 the !aneuver shoul# be carrie# out gra#ually by tugging slightly on the 3 risers4 noting
the resistance an# gra#ually increasing the pull. he wing will fol# at the front an# lose its shape
#ue to stall4 an# a forwar# horseshoe will probably be pro#uce#. 3ltitu#e will be lost after a pitch
oscillation of the wing.
#ecovery
o recover nor!al flight4 pull on both brakes sy!!etrically. =o!e ti!es the front collapse is not
sy!!etrical an# the one si#e !ight re5uire less or !ore braking.
#emember
V Pilots using tri!s shoul# be e(tra careful. :ue to the oscillation cause# when recovery is !a#e4
the tri! !ay open auto!atically. Hne si#e# or asy!!etrical tri! opening can occur #uring other
!aneuvers as well. My opinion is that tri!s shoul# have so!e Felcro security syste!.
V ,n areas of turbulence4 apply brakes actively to prevent a collapse an# to feel the wing better. ,n a
state of repeate# collapses4 #o not rush to correct or the wing will fol# again.
5orseshoe
his is a sy!!etrical collapse of the central front part of the paragli#er. he center stops flying #ue
to #eflation an# the si#es !eet in the center of the wing.
How to do it
8hile hol#ing the brakes4 grasp the one inboar# line fro! each 3 riser an# pull the! #own slowly
to your chest. his !ay not be enough so you !ay have to pull the lines a little !ore. Make sure
you pull #own sy!!etrically. Both si#es of the wing will !aintain a forwar# #irection while the
center will slow #own4 so there will be a central collapse. Doss of altitu#e 6- to ) !?s or $%%% to
$'%% BPM #escent rate7 will occur so keep a safe #istance fro! the groun#. =everal #esigns of
paragli#er will not perfor! or resist to perfor! this !aneuver.
#ecovery
Gra#ual letting up on the risers an# applying the brakes slightly pro#uces recovery. Be gentle to
protect your wing fro! wear an# tear when recovering.
!$3ine tall
2ere the ai! is to fol# the wing lengthwise with the result that partial stall pro#uces a controlle#4
brisk loss of altitu#e 6) !?s or $'%% BPM #escent rate7.
How to do it
8ith your brakes hel# in your han#s4 grasp the B risers at the s!all carabiner an# pull #own $% c!
6' inches7. 8ing resistance here is consi#erable at first but will #rop su##enly. :o not release the
risers but hol# the! sy!!etrically. 9ontinue pulling the B risers to your chest. ,n so!e cases you
will have to pull on !ore than &% c! 6+ inches7. he wing will stop forwar# !otion4 the relative
win# will #rop4 an# the wing will !ove rearwar# an# forwar# an# soon will be !ore stable. he
result is a 5uick loss of altitu#e 6) !?s or $'%% BPM #escent rate7.
#ecovery
Eecovery is reco!!en#e# in two stages. Birst4 let up on the risers halfway then co!plete the action
faster. ,f you #o this stage very slowly you !ight enter a #eep stall. Gou shoul# be leaning forwar#
to !ake your recovery easier or use the spee# bar.
o recover4 ease off the risers perfectly sy!!etrically an# you will feel the canopy pull the! fro!
you an# surge gently forwar# 6it shoul# not #ive far enough to cause a tuck7. ,f you have release#
the B risers an# you haven/t felt a surge forwar#4 then check your hori"on an# airspee#4 you !ay be
in a parachutal or #eep stall. ,f you are4 then push forwar# on the 3 risers. ,f this #oes not work4
then pull on the brakes until you feel the canopy slow #own an# release the! again 5uickly.
#emember
V Never pull one B riser only as this causes a spin. 3lways pull an# release both B risers
sy!!etrically.
V ,f you pull the risers too har#4 both your #escent an# !otion will be unstable.
V Eiser recovery !ust be sy!!etrical4 brisk an# accurate to prevent a spin.
V his !aneuver is consi#ere# safe for losing altitu#e 5uickly when necessary 6clou# suck7.
V =o!e pilots attach a ribbon to their lines to check forwar# !otion an# recovery.
V Gou can learn this !aneuver gra#ually by pulling less on the B risers.
V Not reco!!en#e# in strong win#s4 as you !ay be carrie# backwar#s. 2aving sai# that4 , have
seen a successful e(ecution of this !aneuver in '% k!?h 6&- !ph7 win#s.
Parachutal tall or Deep tall
his situation is invariably acci#entally i!pose# on us an# is not a B line stall4 which is a controlle#
stall.
3 canopy will stall when the angle of attack is increase# an# the airflow over the wing is broken up.
his increase in angle of attack !ay be a result of flying through win# gra#ient or by pulling the
brakes #own too far4 or when pu!ping out big ears with wrong brake !ove!ents. he canopy will
go through a stage where its nor!al #escent rate increases rapi#ly even though its profile !ay
appear nor!al. ,f4 when the controls are let up4 this stea#y state stall continues an# re5uires positive
input to recover4 then it is in a parachutal stall. he state where a canopy cannot be recovere# after
stalling is calle# a deep stall. By way of e(a!ple4 i!agine flying in weak ri#ge lift an# !ini!i"ing
sink rate by pulling on the brakes. ,f you slow too !uch4 you !ay feel an# hear the relative win#
#ecrease4 the controls beco!e !ushy4 the hori"on starts to rise an# you feel yourself sinking.
:escent rate is - to * !?s 6$%%% to $&%% BPM7.
#ecovery
Birst4 you !ust recogni"e all the signs of the canopy entering the parachutal stall. Eecovery shoul#
be !a#e as soon as the source of the trouble ceases to e(ist. Birst4 push forwar# on the 3 risers to
lower the angle of attack. ,f nothing changes4 apply brakes then release the brakes 5uickly an# allow
the canopy to surge forwar#4 pick up spee# an# regain balance# forwar# flight. 3s it surges in front
of you !ake sure you re-apply sufficient brake so as not to let it tuck. o be sure that you have not
brake# too !uch an# re-entere# a parachutal stall4 check your hori"on an# airspee#. ,f your first
recovery atte!pts have faile# 6which is unlikely74 repeat the process. Note your altitu#e loss an# if
you are nearing the groun#4 prepare to #o a PDB while carrying out the recovery actions. 8ith
enough e(perience an# groun# clearance you can pro#uce a #yna!ic full stall to get out of a #eep
stall.
#emember
V ,f you apply brakes to one si#e when the canopy is in parachutal stall4 you can enter an
asy!!etric stall an# spin.
V 9ertification of canopy up to perfor!ance level assures that a canopy will recover by itself.
V =talling usually occurs sy!!etrically so the canopy shoul# not enter a turn provi#ing that you are
5uick in your recovery actions.
V ,n parachutal stall it is fairly easy to enter into full stall with too !uch braking.
piral Dive
3 spiral #ive consists of continuous tight A*%W turns. ,t is the !ost effective !aneuver for losing
altitu#e 6- to &- !?s or $%%%
to '%%% BPM7. ,ts sheer beauty is the reason behin# its popularity.
How to do it
Begin turning4 but if you sense a #rop in spee#4 hol# back slightly to resu!e the previous spee# an#
then !aintain greater brake pressure an# weightshift. he gli#er continues to steepen in bank an# a
brisker !otion begins. Ee#uce pressure on the brake to continue a stea#y spiral. he centrifugal
force goes up consi#erably as you rotate aroun# the wing.
Gou can enter a spiral with an aggressive on-off application of the brakes an# when the paragli#er
#ives4 so as to recover its spee#4 you !ake your initial turn assiste# by your weightshift control
techni5ue. Brakes here are use# to control spee#4 yet applie# separately.
#ecovery
his is the !ost i!portant part of this !aneuver. o !ake a recovery4 gra#ually re#uce inboar#
brake pressure an# pull on the outboar# one to slow the wing/s rotation. he turn will flatten out an#
flying spee# will convert into cli!b which will reach a !a(i!u! then the gli#er will enter a #ive.
9ontrol the #ive so as to avoi# a collapse. Mastering this !aneuver will i!prove your in-flight
control co-or#ination.
#emember
V Entry into spiral is !ore #ifficult in turbulence an# re5uires the pilot to have a goo# co!!an# of
the spiral #ive techni5ue.
,n or#er to lose height4 if it is easier for you4 choose a B line stall instea#.
V ,f you fasten the cross straps on the harness too tight the outboar# brake !ay nee# !ore force.
V oo hasty an entry into a spiral !ay pro#uce a spin.
/ingover
3 wingover is a !aneuver which is in reality a cli!bing steep turn en#ing in a #ive. ,t is an altitu#e-
losing4 spectacular !aneuver like the spiral #ive an# is al!ost as popular.
How to do it
Pull one of the brakes 5uickly to !ake a fast turn an# assist the turn with weightshift. Before the
turn en#s apply opposite weightshift an# reverse pressure on the brakes. ,f you #o this repetitively
you will #ive left an# right perfor!ing a figure eight4 all the while losing height. 3nother type of
wingover can be perfor!e# with sharp application of brakes followe# by co!plete release. 3s you
#ive you can begin initiating the turn4 using your bo#y weight to assist.
#emember
his !aneuver re5uires goo# control an# coor#ination an# reaches the boun#aries of what a
paragli#er can #o accor#ing to its #esign
an# !anufacture. =tart with s!all turns an# increase the spee# when you are fa!iliar with the
behavior of your paragli#er.
pin
=pin refers to a rotation aroun# one si#e of the wing. his event occurs when one si#e stalls.
Because of the e(cess loa# on the inflate# si#e an# the !otion aroun# the paragli#er/s a(is4 the
centrifugal forces !ake the pilot rotate violently with the wing. Even worse4 the paragli#er !ay
rotate aroun# the vertical a(is while the pilot hi!self has co!e to a stan#still which win#s up the
lines. =pinning i!plies a very low flying spee# 6i.e. within a ther!al7. urning too slowly or
applying too !uch insi#e brake lea#s to a spin the paragli#er is out of control4 the hori"on is
spinning an# the groun# is getting nearer an# nearer.
How to do it
's a maneuver0 you can produce a spin in t9o 9ays@
&- 8ith both brakes #own while flying at minimum speed0 let up on one of the brakes abruptly
while pulling further #own on the other.
2- 't trim speed0 pull one brake all the 9ay do9n fast4 which will cause asy!!etric stall an# a
spin if you keep on braking. he spin pro#uce# in this !anner4 is !ore violent.
#ecovery
Gou really have to know what you are #oing here. Eelease the brake of the collapse# si#e then shift
your bo#y to the other si#e an# slow the rotation by braking the inflate# si#e 6outsi#e wing in the
turn7. Hn recovery4 the wing surges forwar# an# overcorrecting will result in a spin on the other
si#e. 9orrect the spin s!oothly but #o not overco!pensate. ,f the spin #oes not stop #espite input4
or when the lines have rotate#4 pro#uce a full stall an# recovery. ,f you are near the groun#4 #eploy
your reserve.
3 fully-fle#ge# spin is #ifficult to #eal with especially on co!petition paragli#ers.
#emember
V 'void lo9 speeds. 3ct instantly without panicking. 3 one-si#e# collapse or front collapse can
#evelop into a spin.
V Do not attempt to produce a spin on a competition paraglider 6unless you have test pilot
e(perience7 because there is a possibility that the spin can/t be recovere# an# you will crash while in
the spin. =o!eti!es the spin with this type of paragli#er is recovere# with full stall or #eploy!ent
of a reserve parachute. Because of the centrifugal force4 it has been esti!ate# that the spee# of
revolution can reach $%% k!?h 6*& !ph7 an# the sink rate $% !?s 6&%%% BPM7. he ti!e !argin for
reaction an# recovery is obviously restricte#.
4ull tall
his is a self-in#uce# !aneuver4 which is perhaps the !ost #angerous. ,t shoul# generally be
avoi#e# by all pilots. ,f you insist on #oing it4 !ake sure you have an instructor with you4 e(ercise
precaution4 have sufficient altitu#e4 a correctly fastene# harness an# fly over water. ,f the pilot
!aintains or increases brake input beyon# the stall point then the tips of the canopy will !ove
backwar#s4 for!ing a horseshoe shape an# the whole canopy will then #rop backwar#s relative to
the pilot. 2e will then pen#ulu! un#erneath the canopy #escen#ing al!ost vertically un#er the now
fully stalle# wing. he #escent rate will increase to ) to $% !?s 6$'%% to &%%% BPM7.
How to do it
Gou are flying over water with at least '%% ! 6$A%% ft7 clearance4 you pull on the brakes fully an#
evenly4 allowing the canopy to #rop into a stall. he !ost i!portant thing is to recogni"e the point
at which a canopy will stall. Gou !ust keep the brakes on fully as you pen#ulu! backwar#s. Gou
!ay feel a tre!en#ous force on the brake lines pulling your han#s upwar#s 6so!e wings #o not
#isplay this !uch force7. Gou !ust resist this4 keeping the! fully #own until you are #escen#ing
un#er the stalle# but stable wing 6stabili"e# in ter!s of forwar# an# backwar# !otion7. Hnce you
are in this position you will feel the canopy rocking less backwar#s an# forwar#s. Hbserve your
canopy an# ease off the brakes only when the canopy is in its neutral or forwar# !otion position.
#ecovery
3s you ease off the brakes the canopy will try to pull the! fro! you an# will i!!e#iately inflate to
its nor!al profile an# start to surge forwar#. 3llow it to #o so but apply the necessary a!ount of
brake4 often #own to shoul#er level4 to stop oversurging an# tucking. Ease off the brakes as the #ive
starts to slow #own an# you pen#ulu! #irectly un#erneath the canopy. hen release the brakes fully
an# check your hori"on an# airspee# before applying further brake.
,f you #o choose to perfor! a full stall4 never release the brakes as you pen#ulu! backwar#s
because the canopy will inflate4 #ive forwar# ra#ically an# tuck or even catch you as you fall into it.
Be careful of overbraking the canopy as it recovers fro! its #ive forwar#4 thus #ropping it back into
another stall. ,f you still fin# yourself pitching forwar#s an# backwar#s then release the brakes an#
reapply the! again until you feel a slight resistance. 8hen the canopy stabili"es then release the!
again.
#emember
V ,f you fin# yourself rocking backwar#s an# forwar#s violently whilst establishe# in full stall4 then
ne(t ti!e take a wrap on your brakes so that the stall is !ore co!plete.
V Eelease brakes when the wing is in forwar# !otion for a s!oother recovery.
V Det the wing stabili"e before releasing the brakes.
V angling of wing an# lines will lea# to spinning.
Aerobatics
@ Aerobatics are hereby described for your knowledge only and not as a guide for you to perform these e2tremely dangerous
maneuvers7
E(pert pilots have acco!plishe# aerobatics4 which are e(tre!ely #angerous for you. 8e #escribe
these aerobatics for your knowle#ge only.
3tten# an official training school with e(perience# instructors who observe an# gui#e you. Hf
course always only above water an# all the proper e5uip!ents 6boat4 life;acket7 etc.
Do not attempt these aerobatics alone unless you are a test pilot flying over 9ater- ,n other
wor#s4 #on/t perfor! the! because if you were a test pilot you woul# not be learning fro! this
bookN here are a lot of tricky points you have to know when you perfor! aerobatics that !ake a
big #ifference to gli#er/s reactions an# pilot/s senses.
The main thing in aerobatics is body position $ 9eight shifting in good timing as a reaction to
the canopyHs moovements-
3ooping
Doops were perfor!e# initially with specially #esigne# paragli#ers4 but to#ay nor!al fast
paragli#ers are use#. =trictly speaking4 a true over-the-top loop is not possible. 2ere we are talking
about an e(tre!ely fast cli!b an# roll which places the pilot nearly upsi#e #own at so!e point. 3
true loop will not be possible until a paragli#er/s spee# potential is i!prove#. 3n#re Bucher
perfor!e# the first loop.
=o!e pilots !ay still want to try these !aneuvers. he e(tre!e #anger in aerobatics is to be
#roppe# insi#e the wing at which point luck will #eter!ine your future.
-i(e <ung cro pilot
How to do a reversal loop AHow the test pilots doB
Gou enter at sy!!etric spirals an# gain a lot of spee#. Hnce you are over the wing 6in a goo#
asy!!etric spiral7 an# you start to go #own again4 release both brakes an# put har# bo#y weight
shift to the other si#e of the turn. he wing stops turning an# rapi#ly starts flicking to the other si#e.
8hen it passes over your hea# pull the brake of the sa!e si#e of the bo#y weight to sharpen the
turn. Now as you start to roll over the wing4 gra#ually center your bo#y into the harness as well as
both brakes input at the highest point over the wing to hol# it open.
Gou escape by the si#e4 hol#ing only the insi#e brake when you are going #own4 so you enter a
spiral again an# slowly #ecrease the spee#.
Aemember: No hesitation. Be well prepare# an# go for itNN
'symmetrical piral
he pilot puts bo#y weight an# brake on the sa!e si#e 6let/s say left7. 3s the wing #ives4 release the
brake to gain spee# an# center the bo#y into the harness.
Now as the pilot #ives un#er the wing has to place the bo#y tothe sa!e si#e 6left7 again. Pull the
brake 6left again7 when you pass vertically un#er the wing4 force it to !ove rapi#ly on the sa!e si#e
of the previous turn.
his will allou# you to roll at a goo# angle over the wing. 2ar# braking when you are on top is not
necessary because of the too !uch spee# an# energy that you buil# #uring an asy!!etric spiral
keeps the wing tight enough. ,t only nee#s s!all corrections.
#emember
=ynchroni"es weight shift an# brakes with a lot of practice.
'T
8hen in nor!al flight an# as you hol# the brakes4 !ake a turn or two 6#epen#ing on the gli#er7 of
the brake line aroun# your one han# only 6let/s say right han#74 so the pressure to begin when your
han# is all the way up 6by the si#e of the brake pulley7. 8ith the other han# 6left7 hol# tight all
risers in the !i##le of the #istance between big an# s!all carabiners. Now push the left risers away
by fully e(ten#ing of your ar! an# !ove your bo#y to the right si#e. 3pply a little right brake an#
as the wing enters a nor!al spiral #ive 6not very steep or asy!!etric7 pull #own the insi#e brake
until your fist reaches your ribs an# hol# it like this. he result is the insi#e wing to stall an# co!es
up very fast an# you are in =34 with the center of rotation between you 6who is flying backwar#s7
an# the wing 6that is flying forwar#74 giving a lot of G/s to your bo#y. E(it by releasing the brake of
the stalle# wing first4 !aking it #rop to a spiral again an# center your bo#y into the harness by
leaving the risers of the other han#4 ;ust after.
#emember
0now well your wing/s stall point4 an# work out your ar!sNN
5elicopter
3s you are in nor!al flight pull both brakes to increase the angle of attack. 3t this point - al!ost at
#eepstall4 pull one brake all the way #own an# keep your bo#y e(actly at the center of your harness.
3s the gli#er is starting to spin4 you co!pletely release the outer brake an# little bit of the insi#e
brake too. Det the wing follow the rotation4 control it only with s!ooth corrections with the outer
brake. 0eep the wing #irectly over your hea# an# be well centere# in your harness. E(it by slowly
pulling the outsi#e brake until you stop the spinning. Eelease both brakes an# let the wing fly an#
when #o pull the! #own again as far as it nee#s catch the surge.
Aemember: Bine cooperation of both brakes.
/agga
8agga is an aerobatic !aneuver which consist a spiral with the tip of the wing touching the groun#
;ust before lan#ing.
per#ect wagga
,n this !aneuver the critical point is to recover fro! the spiral #ive fast an# precise. he pilot
perfor!ing a wagga ought to be very e(perience# with spiral an# have the theoretical knowle#ge of
the conversion of his spee# to lift while stalling the wing to lan#.
Aeserve Parachute
'eploying a #eserve .arachute
3 reserve parachute is essential for all flights4 whether you are flying low or high4 an# is consi#ere#
the ulti!ate rescue action perfor!e# by the pilot. Hn nor!al teste# paragli#ers up to perfor!ance
level4 the nee# to #eploy a reserve parachute is rare. 3ccor#ing to the specification tests4 these
paragli#ers can recover fro! any inci#ent an# return to nor!al flight in A sec with or without a
pilot/s assistance. hus4 the nee# for #eploy!ent is nor!ally li!ite# to inci#ents such as a !i#-air
crash with another paragli#er4 twisting of the lines or cravat 6the !aterial of the wing entangles in
the lines74 when the groun# is too close an# generally speaking in cases where no recovery is
possible. op pilot 2ans Bollinger has !entione# that he often sees people #eploying their reserve
the !o!ent their paragli#er returns to nor!al flight. 2owever4 it is better to #eploy an# wish you
ha#n/t than not #eploy an# wish you ha#.
,t !ust be sai# that !any pilots are not fa!iliar with the reserve parachute techni5ue. 8hen in
trouble4 try to !ake a recovery but if you are less than $%% ! 6A%% ft7 fro! the groun# or it is
i!possible to !ake a recovery4 #eploy the reserve without the slightest hesitation. 3 well-packe#
reserve can open in a few secon#s. 8ith the ai# of a rocket it takes less ti!e. i!e is precious an#
!uch altitu#e can be lost #uring that ti!e. Bear this in !in# when the groun# is approaching.

How to do it
he first step is to kno9 9here e?actly the parachute han#le is. hen the !ove!ent of your han#
towar# the han#le will be instinctive an# accurate. ,t is !ore convenient to have it place# in a front
container. Prior training is vital. Grasp the han#le an# pull s!oothly4 stretching your ar! out in
front. he reserve bag follows at a #istance of about A%c! 6$& inches7. hrow out the entire bun#le
inclu#ing the han#le as vigorously as possible. he parachute will now open by co!ing overhea#
with a slight ;olt. he pilot hangs fro! the lines secure# to the harness an# his contribution to the
flight is ter!inate# 6once a reserve is #eploye#7. ,f altitu#e per!its4 you shoul# #o a B-line or full-
stall or pull in on one si#e so as to pack the paragli#er into your lap. his proce#ure prevents the
paragli#er canopy fro! entangling your parachute.

PLF 0Parachute Landing Fall1:
7. Position the bo#y to for! an arc.
.. =tart the PDB when the balls of the feet touch the groun#.
:. !o not hesitate on the 5alls o, the ,eet. Complete the #6F 5- ,alling in the direction o, dri,t7 and
la- the 85od-9 points o, contact on the gro/nd.
=. :eep the chin on the chest and .eep the nec. tense thro/gho/t the #6F.
;. Use a t+isting7 5ending motion7 5eginning in the hips7 to p/sh the .nees aro/nd7 e;posing the
cal, and thigh 8right or le,t9 as the legs gi'e +ith the impact.
Be on your guar#N Gou will lan# ran#o!ly with great #escen#ing spee#. ,n this situation you nee#
to know how to lan#.
3 series of #iagra!s in#icates the techni5ue to use to soften the i!pact4 #istributing it through your
entire bo#y. his e(ercise is best practice# in a san#pit an# is calle# a PDB lan#ing. Make sure you
fa!iliari"e yourself with the high-spee# #rop pilots often e?perience the illusion of going slo9er
than in reality.
2ave a goo# PDB lan#ingN
#emember
V 9hecking the handle an# the safety pins prior to flying is i!perative.
V Make sure the parachute container is not accidentally opened #uring launch assistance.
V 8hen a reserve is #eploye#4 con#itions are usually not !il#.
V ,n a spin4 throw the parachute into the opposite #irection of the spin to prevent win#up. ,n any
case4 thro9 the parachute into clear air.
V :ue to poor positioning on the harness4 the parachute !ay not co!e out or open. 9o!!on causes
are the tough velcro4 overlong retaining rigging4 or #etach!ent #ue to poor state of stitching4
#ifficulty in fin#ing the han#le/s position #ue to panic or ba# position of the pilot.
V ,f the reserve is controllable like the Eogallo4 with a gli#e ratio of about &?$4 e5uip yourself with a
cutaway syste! on the carabiners of the risers an# the spee# bar as well so you can fly the reserve.
V ,n strong win#s you !ay get blown about after lan#ing4 so be prepare#.
V he sink rate of the reserve increases if you are in a #escen#ing air current. hat !eans that the
#escen#ing vertical spee# of the reserve4 which is ' to * !?s 6+%% to $&%% BPM74 increases when the
#escen#ing spee# of the surroun#ing air is a##e#.
V he sink rate of the reserve increases when it is not #irectly overhea#4 an# things get worse if
oscillation occurs.
V he botherso!e position of lines over your face !ight lea# to unco!fortable position for lan#ing.
Aeserve Parachute Packing
Pac(ing a supair reser%e parachute
Gou shoul# repack an# check your reserve parachute every * !onths. Make sure the area is clean.
Deave it open for &' hours so it can be aire#. 9heck the e(piry #ate. =o!e co!panies use low
5uality !aterial that e(pires in - years instea# of $% or $&. ,f you are using a reserve after its e(piry
#ate it #oes not ;ust !ean it won/t #o a goo# ;ob4 it !eans it won/t #o the ;ob at all. 8hen packing4
re5uest the help of an e(pert an# consult the instruction booklet. Gou shoul# pack it yourself ne(t
ti!e un#er supervision.
"ompetition
:o not be alar!e# by the wor# co!petition. 9o!petition involves !eeting people4 goo#
perfor!ance an# escape fro! your #aily routine. 3n event has so!ething to offer to everyone4 not
;ust to the best pilots. 3fter all4 there are class 3 an# class B events. Even at the P/, 6Paragli#ing
8orl# 9up7 there is an 6pen an# a erial class.
9bCectives of "ompetition
V o have fun.
V o soli#ify frien#ship between pilots.
V o awar# the best club or national tea!.
V o awar# the best pilots who will !ake up the national s5ua# that will evi#ently participate
abroa#.
V Pro!oting an# #eveloping the sport.
Events are hoste# an# organise# by the various flying clubs an# is supervise# by the national flying
club or 9,FD representation. Every hosting club appoints an organi"ing co!!ittee4 which
#eter!ines the turn points4 launch an# lan#ing sites. hese ite!s !ay change accor#ing to the
#iscretion of the !eet #irector. he organi"ers also keep tabs on civil aviation rules an# airspace4
cooperate with the !e#ia4 supply all !aterial infrastructure an# e!ergency !e#ical an# first ai#
supplies4 as well as often organi"e acco!!o#ation for the athletes.
W'at (ilots )ust Brin* +lon*
1. *ilot 0ualification certificates. )or international events an annual seal is essential.
2. 4hird party liability and repatriation insurance ;sometimes available at the meet<.
. 9pproved paraglider or, if a prototype, approved by the appropriate national authority.
!. Reserve parachute.
". 6elmet adhering to current international specifications.
#. (*S aproved.
$. )light instruments.
%. Radio communication at specifically determined fre0uency.
&. %ater system.
,-pical )eet .ules
4he meet rules will typically designate a strictly enforced level of pilot 0ualification. )or a
team to compete, a captain must be appointed. =n the statement of participation
information is given regarding the pilot and paraglider. 2ormally each competitor fills an
affidavit to state that he has the re0uired level of e+perience and that the paraglider fulfils
international stan#ar#s of safety an# has been verifie# to be in goo# con#ition. Pilots also sign a
waiver to absolve the organi"ers an# officials fro! responsibility for any acci#ent an# clai!s.
Eight of entry is reserve# by the hosting flying clubs. he entry fee typically covers transportation
to an# fro! launch sites4 collection fro! lan#ing site alongsi#e pre-selecte# route an# safety rescue.
,n a##ition4 the fee inclu#es the supply an# #evelop!ent of #aily photographic fil!4 plus a #etaile#
topographical chart4 nu!bere# stickers an# free entry to all social activities 6but not
acco!!o#ation7.
3 change of paragli#er #uring an event fro! one #ay to the ne(t can be per!itte# only if it is
#a!age# an# only if grante# by the !eet #irector. ,t !ust be replace# by a paragli#er of the sa!e
!o#el. 3#vertising is per!itte# on the wing. Hrgani"ers !ay ter!inate co!petition for safety or
security reasons. Blying into clou#s is strictly forbi##en an# full a#herence to airspace eti5uette an#
rules is re5uire#.
3 pilot can be dis.ualified for the following reasons@
&- Eecklessness an# rule breaking4 e.g. flying into clou#s.
2- Balse flight report.
=- Non-co!pliance with an e!ergency lan#ing co!!an#.
%- ,!proper or !islea#ing use of ra#io co!!unication.
rophies are typically awar#e# to the first three !en an# wo!en4 an# to the best tea!. Provisional
results are announce# the sa!e #ay an# are base# on GP= #ata. he pilot or tea! captain can
sub!it protests to the co!petition secretary.
,f a protest occurs4 provisional results only beco!e per!anent after the ;u#icial co!!ittee hears the
case an# !akes a ruling.
8ith GP= verification photographs are not necessary. Gou still !ust fly through the proper sector4
which is a cylin#er rather than a we#ge.
ethod of $aunch
here are several start syste!s co!!only use# in co!petition. hese are@ Ki!e trialK4 where ti!e
is counte# fro! the !o!ent of launch4 or while in the air 6air start7.
,f the pilot nee#s to lan# straight after launch for safety reasons4 the launch #irector !ay give
per!ission to launch again. 3ll other lan#ings are consi#ere# the finish of a flight. :istance an#
ti!e accor#ing to the pre#eter!ine# task are score#. i!e is counte# accor#ing to the start syste!.
3fter lan#ing the pilot or tea! captain !ust i!!e#iately infor! the lan#ing #irector that lan#ing
has occurre#. his proce#ure facilitates the sen#ing of a rescue tea! by the organi"er within a
reasonable ti!e. he ti!e li!it for sub!itting a flight report is #eter!ine# for each co!petition #ay
at the briefing an# account is taken of any #ifficulties of retrieval of the co!petitors.
Bor safety reasons4 the rescue tea! starts operating fro! the !o!ent the report sub!ission ti!e
li!it begins.
3s soon as pilots lan#4 they pack or fol# away their paragli#ers. 3n unpacke# paragli#er !eans that
the pilot nee#s help. 3ny pilot witnessing an acci#ent !ust infor! the organi"er or captain on the
e!ergency fre5uency very clearly calling out KMay#ay4 May#ayK stating the ti!e an# place of the
acci#ent4 an# the na!e an# nu!ber of the caller.
!riefing Time
'ifferent Tasks
Triangle: urn points are given.
4'I Triangle: =i!ilar to above4 but the turn points !ust obey rules #eter!ine# by the B3, 6see
www.fai.org7.
Aace to goal: =tarting point to arrival point 6usually lan#ing point7.
6ut and return: =a!e as above but with a turnpoint that !ust be roun#e# before returning to the
starting point.
2lapsed time to goal: =a!e proce#ure with race to goal. he #ifference is that is up to the pilot to
start his evaluation ti!e.
,atHs cradle: his event ai!s to test the pilot/s initiative an# un#erstan#ing of the #ay/s weather
con#itions.
Every turn point is reache# once as the pilot tries to fly the best #istance. here are * to $% turn
points scattere# across the sky4 so!e of which are near to each other while others are not4 so that not
all pilots will be able to get roun# the!. he or#er in which the pilot reaches the! is the i!portant
part of this co!petition. Hnly co!plete# routes between turn points will be counte# for scoring
purposes. he starting point is the first turn point.

'ir tart
-a* the best pilot win.
"ompetition Dargon
he course or route is calle# the task an# the interi! positions you !ust fly to4 turn points. he
arrival is calle# goal. he K9indo9 opening timeK is the start of launch ti!e. Each !orning a
briefing takes place concerning the rules4 task an# weather con#itions no one shoul# !iss the
briefings.
#emember!
&- Not to forget to check4 reset an# look for new batteries for your GP=. Bortunately4 photographs in
flight are being phase# out in favor of GP= flight verification.
2- 8atch the best pilots to learn their tricks4 but #o not follow the! like !innows. 8ork out your
own flight plan-
=- Prior to launch4 highlight the turn points on your !ap an# keep the! han#y in a special trouser
leg hol#er.
%- 3i! for your best perfor!ance.
G- .se GP= properly an# take care to roun# the turn point. ake the GP= !ark fro! within the
distance re.uired-
6- ,f you #o not reach the goal4 lan# as close to the course line 6the line ;oining the turn points7 as
possible. he further away you lan# fro! this a(is4 the worse it is for your scoring.
The 'ppropriate Paraglider
.ilot and .aragliding "lasses
he sport/s continuous #evelop!ent has resulte# in both perfor!ance an# safety i!prove!ents
which so!eti!es #o not co!e in the sa!e #esign. hus there is a nee# to split pilots an# wings into
classes. 3 stu#ent wing is !ore tolerant of errors an# #elays than a high-level4 high-perfor!ance
wing.
.nfortunately4 so!e pilots #o not respect the #ivisions of gli#er #esign4 but sooner or later they run
into trouble. here are currently two popular rating syste!s@ the 4rench '4"6A an# the )erman
D58.
per#ormance wing and a beginner$s wing
3etHs take a look at the classes:
V 3 tudent shoul# be able to fly an 3BNHE stan#ar# or :2F $ wing.
V 3 !eginning pilot shoul# fly an 3BNHE stan#ar# or :2F $-& wing.
V 3 ,lub pilot shoul# fly an 3BNHE perfor!ance or :2F & wing or lower.
V 3 Pilot shoul# fly an 3BNHE perfor!ance or :2F &-A wing or lower.
V 3n 'dvanced pilot shoul# fly an 3BNHE co!petition or :2F A wing or lower.
8hile an a#vance# pilot can an# shoul# use a low category paragli#er4 a stu#ent cannot use a high
perfor!ance one. .nfortunately the latter so!eti!es happens4 because there are no har# an# fast
rules or clear boun#aries between pilots. 3s if that wasn/t enough4 !anufacturers have to consi#er
their profit !argin an# !arket their pro#ucts within the !ost co!!ercially viable categories4 often
neglecting others.
Every pilot can an# wants to believe that he is better than he really is with the result that !any
paragli#ers are bought for perfor!ance beyon# our skill potential. Ee!e!ber you will be flying a
lifeti!e4 not ;ust one flight. 8e/ve all seen pilots with si( !onths e(perience4 who have -% flights
un#er their belt flying co!petition wings4 as well as beginners with perfor!ance ones. , know of a
pilot who has4 in $% flights4 lan#e# twice in trees4 i!pacte# the groun# in a B-line stall an# spun4
because he ha# not receive# proper training an# was using a paragli#er unsuitable for hi!. Duckily
he receive# only !inor in;uries in each case. ake great care fellow pilotsN 8hat will happen in
strong con#itionsP 8ill they bring about trau!as or acci#entsP
,n any case4 when chasing your #rea!s4 the R/best// paragli#er will lea# to nothing if the pilot is not
goo# enough. =i!ply consi#er that a co!petition in the worl# cup has been won with an
inter!e#iate #evice 6I. Packer on a Nova Phocus7. Prior to !aking any #ecision4 gather enough
infor!ation. Eely on other pilots or !aga"ines but think what is best for you. 9onsult your
instructor. he following table in English4 as well as in Brench an# Ger!an4 ai!s to give a better
grasp of features an# specifications outline# by !akers an# !aga"ines. ,t cites as an e(a!ple a
hypothetical high perfor!ance canopy.
Technical &pecifications Table
,ec'nical
specifications
/0n*lis'1
Specifications
,ec'ni2ues
/3renc'1
,ec'nisc'e Daten
/German1
04ample
/anufacturer Constructeur 6ersteller ;/arke< *ocket
2ame>4ype 2om>4aille 2ame>4yp;(russe< 2itro
4est>Classification 4est>6omologation (utesiegel 9fnor
%ing Line> diameter Suspendage>diam?tre Leinen>Durchmesser
@evlar cousin
1,1>,mm
/aterial 7oile Segeltuch
Carrington 'g
m
Risers 8levateurs 4raggurt
' ;9'!51 A C'
A D#<
Speed bar 9cceletateur Speedsystem Bes
4rim 4rim 4rim Bes 'cm
%ing area real Surface C plat )luche ausgelegt ,,#1
%ing area proDected Surface proDetEe )luche proDi$iert ",#
%ing span real 8nvergure C plat Spannweite ausgelegt 1,,"
%ing span proDected 8nvergure proDetEe Spannweite proDi$iert 11,13
%ing charge ma+>min
=ndice de charge
alaire
)lachenbelastung #,1->,3,kg>m
9spect ratio real 9llongement C plat Streckung 1,-
2umbers of cells 2ombre de cellules 9n$ahl Fellen ,.
9verage line length
Longeur de
suspendage
/ittlere Leinenlunge 3,.
4otal of lines 4otal suspentage 9n$ahl der Leinen #'
%ing weight *oids de lGaile Schirmgewicht 3,'kg
*ilot weight *oids du pilote *ilotengewicht -.>,.kg
4otal flight weight *oids total en vol Startgewicht 31>1.1kg
(lide ratio )inesse (leit$ahl 3,#
/inimum sink
4au+ de chute mini
;4>C<
Sinken min .,,1m>sec
/a+>min speed 7itesse /a+>/in (eschwindigkeitsbereich.!1km>6
4rim speed 7itesse de vol (eschwindigkeit '
Suggested harness Sellette recommandEe8mpfohlener Sit$ 95S
*rice *ri+ *reise !
3ll !anufacturers publish the !ini!u! an# !a(i!u! weight at which a gli#er can fly i#eally.
hree si"es usually e(ist@ small4 medium an# large- Gli#e ratio is always the sa!e regar#less of the
weight of the pilot if he flies within the wing/s li!its. he variable is in the sink rate an# spee#
potential4 an# this #eter!ines the wing/s behavior.
he total flight weight 6pilots apparatus an# e5uip!ent7 #ivi#e# by the wing area is calle# 9ing
loading an# is use# as a point of co!parison for perfor!ance purposes. he i#eal wing loa#ing is
consi#ere# to be appro(i!ately A.$ kg?!& 6.*A lbs?ft
&
7. 3 greater wing loa#ing !akes the gli#er fly
faster an# less loa#ing slows #own the controls.
Det/s take a closer look at what happens when we fly with a s!all paragli#er at its upper weight
li!it co!pare# to a bigger one of the sa!e type. o begin with4 we transport a paragli#er of slightly
less weight in construction !aterial. Hn launching4 in the absence of win#4 we will have to run
faster to achieve launch airspee#. Hnce in the air4 flying spee# will be roughly another Ak!?h 6$.+
!ph7 an# %.$ !?s 6&% BPM7 worse in sink rate. he wing will be !ore brake responsive an# turn
faster with a steeper bank at a given ra#ius of turn. he harness will give clearer fee#back4 stalls
will be !ore rare but stronger an# recovery will be 5uicker. Blying ti!e in light con#itions will be
less but wing penetration greater4 especially in a strong win#. he results will be the opposite if we
fly with a larger wing.
3#;usting weight by a##ing a waterbag see!s to be a popular !etho# of #ealing with the #ile!!a
of si"e. Nowa#ays co!petition pilots have to think about spee# all the ti!e. =o using s!all gli#ers
or big ones with a##itional weight is increasingly popular. 3t worl# cha!pionship events it is
co!!on to fly heavy4 often e(cee#ing the nor!al loa# li!it by $% to &% kg 6&& to '' lbs7 in or#er to
achieve an a##itional - k!?h 6A !ph7 or so. his practice puts a lot of pressure on the wing.
,n ter!s of aero#yna!ics4 the larger wings fly better4 though not !uch i!portance has been given
to this lately. he reason is largely #ue to changes in !anufacturing techni5ues. Everything is !a#e
to scale unlike in the past when #esigners woul# si!ply re!ove panels fro! the center of a large
gli#er to !ake !e#iu! an# s!all si"es.
,hoosing si7e is a serious decision. 9onsi#er the type of wing4 regional con#itions an# the ti!e of
#ay you will be flying at4 as well as your level of co!petence. Personally4 , feel with a stu#ent pilot
gli#er it is better to go light4 because the pilot will be flying in !il# con#itions. Blying heavy in a
perfor!ance canopy is for co!petition pilots. 8hen rea#ing test reports it is i!portant to critically
observe the wing loa#ing or flight weight of the test pilot as well as the altitu#e an# con#itions in
which the !easure!ents took place. 3 paragli#er flying at &%%% ! goes faster than at -%% ! since
the air is less #ense at a higher altitu#e. he sink rate changes accor#ingly too.
"ertification Agencies
D3E= NE8= &%%*
The three paraglider testing houses in Europe [Aerotests (FFVL), Air Tur,uoise (SHV) & the 'H)] are
preparing for the new CE standards!
3n i#ea of the upco!ing new stan#ar#s can be foun# here.
=2F@ 3lso known as the B=FD4 this is the =wiss 2ang gli#ing an# Paragli#ing 3ssociation
BBFD@ his is the Brench 2ang gli#ing an# Paragli#ing 3ssociation
:2F@ his is the Ger!an 2ang gli#ing an# Paragli#ing 3ssociation
9EN@ 9o!itZ EuropZen #e Nor!alisation? European 9o!!ittee for =tan#ar#i"ation
E2P.@ European 2ang gli#ing an# Paragli#ing .nion
4483 e? '-4-"6A6<ssociation Francaise de Normalisation7 base# in Brance and D-5-8
6:eutscher 2aengegleiterverban#7 of Ger!any are the lea#ing certification agencies. =.2.F is also
5uite active of =wit"erlan#. Many countries have their own certification institutes an# carry out
their own tests.
he stan#ar#s re5uire# are constantly upgra#e# on a global level. =tan#ar#s are revise# as new
infor!ation co!es to light. he basic #ifferences between 3BNHE 639P.D until $11'7 an# :2F
is that 3BNHE bases its tests on vi#eo tape# !aneuvers which !ust fulfill certain specifications as
well as static loa#ing stan#ar#s. he :2F4 which issues the Gutesiegel4 consi#ers the test pilot/s
personal evaluation to be !ore i!portant. he :2F tests are !ore nu!erous an# !ore concise than
those of 3BNHE. Each syste! of assess!ent has its pros an# cons@ 39P.D use# to have $& tests
for all classes but 3BNHE no longer applies this syste! for all classes4 which !eans a paragli#er
!ay receive co!petition pilot approval but not fulfill all the stan#ar#s for all classes.
,n $111 3BNHE increase# its tests to seventeen an# now entrusts the carrying out of the tests to the
private sector. ,t lists three classes of solo paragli#ers $standard0 performance0 competition $ an#
a class for tandem paragli#ers. he =wiss =2F har!oni"es its stan#ar#s with that of 3BNHE on a
regular basis but also works in con;unction with the ,talian fe#eration4 B,FD. Hur continual
awareness then is essential4 as changes in stan#ar#s an# specifications are constantly being !a#e.
,n a##ition4 when they want to !eet piloting approval4 !anufacturers often custo!i"e paragli#ers
for the appropriate specifications. hus gli#ers !ay have #ifferent behavior even though they are
the sa!e !o#els.
"ote: In such tests 9e do not find out actual flight shortcomings- he test pilot si!ulates a
nu!ber of scenarios where the wing reacts appropriately. Bor e(a!ple4 !aking a correct recovery
fro! an asy!!etrical collapse4 which can be correcte# with ease. 8hat is not teste# is how often
the specific wing is perfor!ing an asy!!etrical collapse in turbulence. hus4 , believe that the
correct criterion for a wing is the length of ti!e it has been in the !arket an# the general popular
opinion of it.
Each certification agency certifies a paragli#er with a special label which is stuck onto the wing.
Bortunately4 a European stan#ar#i"ation organi"ation calle# ,2" <2uropean committee for
standardi7ation> 999-cenorm-be is creating an integrate# syste! of assess!ent inclu#ing
paragli#ers4 !aking it easier for consu!ers to !ake co!parisons.
A+N9# &ystem of Testing .aragliders
A7 $oading Test
&- he wing is loa#e# with + ti!es !ore weight than what it will be certifie# for an# then pulle#
aloft by a car. ,f the test is successful4 it goes on to the ne(t one.
2- Paragli#er attache# to car via rope with a safety release4 which activates at *Gs.his tests4
resistance to su##en loa#.,f it passes4 it then un#ergoes the $) flight tests.
%7 The 6E A+N9# +light Tests
hese are flight tests a gli#er !ust pass to ac5uire 3BNHE 63ssociation Brancaise #e
nor!ali"ation7 approval.
&- Inflation
2- 3anding
=- peeds field
%- Ctili7ation of the accessories
G- Pitch stability
6- 2?it from parachutal stalls
+- 2?it from ! stalls <slo9 release>
;- 2?it from ! stalls <.uick release>
#- 'ttitude to turn
&0- 1aneuverability
&&- /ing over
&2- 2?it from asymmetrical tuck
&=- 2?it from holded asymmetrical tuck
&%- 2?it from spin
&G- 2?it from asymmetrical stall
&6- 2?it from symmetrical frontal tuck
&+- 2?it from tight =60s
"otes:
$. he flight is calle# KNor!alK when the paragli#er is fully inflate# an# flies straight without any
intervention of the pilot.
&. K=pontaneous return to flightK !eans Kwithout intervention of the pilotK.
A. KPilotableK !eans that if the wing is partially #eflate# 6in the li!it of a !a(i!u! of the '%T of
the wingspan7 the pilot can perfor! $+% turns in both #irections without #eteriorating the situation.
'. KPiloting accessoriesK !eans tri!4 accelerators an# so on.
-. =o!e paragli#ers have tri!!ers. =low tri! e5uals low spee#. Bast tri! e5uals high spee#.
*. F !in S Mini!u! spee#
). F !a( S Ma(i!u! spee#
+. F tri! S =pee# without brakes or use of spee# bar
1. 9lasses@ $ S stan#ar#4 & S perfor!ance4 A S co!petition4 ' S tan#e!
hese proce#ures !ay be altere# or a!en#e# in the course of ti!e.
67 $aunch and inflation
he wing !ust inflate in absence of win# an# on flat terrain in -.- ! 6$+ ft7 6all classes7.
87 $anding
he pilot shoul# be able to lan# in absence of win#4 upright4 without running 6all classes7.
/7 &peed #ange
he paragli#er !ust possess a !ini!u! spee# range of $% k!?h 6*.&- !ph7 an# !ust #e!onstrate
flying at F !a( an# F !in for at least $% secon#s. 9lass $4 class & with tri!!ers set to slow4 class '
with $- k!?h 61.' !ph7#ifference.
>7 (se of trimmers and speed bar system
:e!onstrate flight for $% secon#s accelerating to F !a(. hen with slow tri!!ers at F !in 6all
classes7.
?7 &hift of speed from ) min7 to ) ma2
8hile flying at F !in4 #e!onstrate abrupt shifts in spee# to F !a(4 tri!!ers set to fast. 9lass $
recovery with #ive less than '-Y4 class & #ive less than 1%Y. 9lass A an# ' no re5uire!ents.
F7 .arachutal stall e2it with brakes and slow recovery
3 parachutal stall is cause# by slowly pulling #own the brakes.
,n class $4 recovery in ' secon#s an# #ive up to '-YO classes & an# '4 #ive up to 1%YO class A4 #ive up
to 1%Y with pilot input.
E7 % line stall e2it *slow recovery-
B line stall entry4 recovery of B risers with slow tri!!ers. 9lass $4 less than '-Y #iveO class &4 less
than 1%Y

#ive an# ' secon# recovery with pilot input. 9lass A an# '4 no re5uire!ents.
G7 % line stall e2it *,uick recovery-
B line stall entry4 5uick recovery of B risers with fast tri!!ers.
9lass $4 less than '-Y #iveO class &4 A an# ' #ive less than 1%Y an# '-secon# recovery with pilot
input.
H7 /FI
o
turn
Fertical stability #uring abrupt change in #irection with slow tri!!ers. 3 A*%W turn one #irection is
reverse# to the other #irection.
9lass $4 recovery in less than $+ secon#sO class &4 in &% secon#sO class A an# '4 in &A secon#s with
pilot input.
6I7 aneuverability
Ferifying ability to !ake fast turnsO 1%Y turn4 balances out. Perfor! an abrupt turn with one brake
#own an# other release#. 9lass $4 nor!allyO class & with pilot inputO class A an# ' recovers nor!al
flight after the turn.
667 Wingover
.nifor! turns with '-
o
#ive. 9lasses $ an# ' without collapses4 classes & an# A with collapses but
without a change of course !ore than 1%
o
.
687 02it from asymmetric *one1sided- collapse
--T #eflation fol# is pro#uce# an# recovery occurs without brakes an# a shift of bo#y weight only.
9lass $ an# &4
recovers in ' secon#s an# turns up to A*%
o
. 9lasses A an# '4 pilot can input after ' secon#s4 then
recovery !ust be co!plete in an a##itional ' secon#s an# a turn up to A*%
o
.
6/7 02it from asymmetric JheldJ collapse
--T #eflation or fol# is pro#uce#4 assiste# by bo#y weight shift4 pause for A*%
o
turn4 then the riser
is release#. 9lass $4 unassiste# recovery in less than an a##itional A*%
o
O class & an# A4 a '-secon#
recovery with pilot input an# class ' recovers flight in less than & turns.
6>7 &pin e2it
Blying at F !in.4 pilot pulls fully on one brake while releasing the other one until A*%
o
has been
turne# with tri!!ers set to fast. 9lass $4 recovery in less than A*%
o
O class & an# '4 spin !ust stop at
A*%
o
an# at 1%
o
further4 enter nor!al flight. 9lass A4 no re5uire!ent.
6?7 02it from asymmetric stall
Blying at F !in.4 pilot pulls fully on one brake an# as soon as an asy!!etric stall is pro#uce#
brakes are release#. 9lass $4 unassiste# recovery in less than 1%WO class & an# '4 input for recovery in
less than 1%W. 9lass A4 no re5uire!ents.
6F7 02it from collapse
No use of brakes #uring front collapse using the 3 risers. 9lass $4 recovery in ' secon#s with #ive
less than '-WO class &4 input for recovery in less than ' secon#s4 #ive less than 1%W an# change of
course less than '-W.
6E7 02it from fast turns *spirals-
wo spiral turns with brake recovery on the thir# turn. 9lass $4 return to flight in less then A*%WO
class & an# '4 recovery in less then two A*%W turnsO class A4 if no recovery in A*%W4 pilot inputs an#
recovery in A*%W of turn.

In more details
Technical Terms
he flight is calle# KNor!alK when the paragli#er is fully inflate# an# flies straight without any
intervention of the pilot.
K=pontaneous return to flightK !eans Kwithout intervention of the pilotK.
KPilotableK !eans4 also if the wing is partially #eflate# 6in the li!it of a !a(i!u! of the '%T of the
wingspan74 that the pilot can perfor! $+% turns on both the senses without #eteriorating the
situation.
KPiloting accessoriesK !eans tri!4 accelerators an# so on.
Ko Be :efine#K4 the proce#ure has still yet to be #efine#
=o!e paragli#ers have tri!. =low tri! e5uals low spee#. Bast tri! e5uals high spee#.
F !in S !in. spee#
F !a( S !a(. spee#
F tri! S =pee# without brakes or use of spee# bar
9lasses@ $ S stan#ar#4 & S perfor!ance4 A S co!petition4 ' S tan#e!
Notice@ Please consi#er that they !ay alter in #ue course
Test &: Inflation
Hb;ectives
Ferification of the possibility of easy inflation phase.
Proce#ures
o Be :efine#
Ee5uire# results
=tan#ar#
o Be :efine#
Perfor!ance
o Be :efine#
9o!petition
o Be :efine#
win
o Be :efine#
Test 2: 3anding
Hb;ectives
Ferification of the possibility to lan# the wing without co!ple( !aneuvers.
Proce#ures
he pilot lan# using only the co!!an#s.
Ee5uire# results
=tan#ar#
Must be possible to lan# without special !aneuvers.
Perfor!ance
=a!e as =tan#ar#
9o!petition
=a!e as =tan#ar#
win
=a!e as =tan#ar#
Test =: peeds 4ield
Hb;ectives
Ferification that the fiel# of spee#s 6F!a( - F!in7 is enough an# giving the results to the wing
buil#er.
Proce#ures
he F!a( an# the F!in are !aintaine# for $% sec.4 with an# without the accessories use4 then
registere# on a instru!ent.
Ee5uire# results
=tan#ar#
he spee#s fiel# !ust be at least $% 0!?h.
Perfor!ance
he sa!e as =tan#ar#4 but with tri!s in KslowK position.
9o!petition
None i!pose#. he spee#s aren/t registere#.
win
he spee#s fiel# !ust be at least $- 0!?h.
Test %: 'ccessories Ctilisation
Hb;ectives
Ferification that all the wing accessories 6tri!4 accelerator4 ...7 can/t be the source of #angerous
behavior 6es. tuck at F!a(4 parachutal stall at F!in7.
Proce#ures
F!in@ tri! set for !ini!u! spee# position for $% sec.4 the spee# is registere# an# the behaviour is
observe#. F!a(@ accelerator or tri! set for !a(i!u! spee#4 no action on co!!an#s4 !aintaine#
for $% sec.4 the spee# is registere# an# the behaviour is observe#.
Ee5uire# results
=tan#ar#
None e(it fro! the flight #o!ain is accepte#. he spee#s are recor#e#.
Perfor!ance
=a!e as =tan#ar#.
9o!petition
=a!e as =tan#ar#.
win
=a!e as =tan#ar#.
Test G: Pitch tability
Hb;ectives
Ferification of the wing pitch stability.
Proce#ures
8ith tri! set for F!a(4 the pilot slow #own the wing using the co!!an#s. 3t the stall point4 the
co!!an#s are release# 5uickly.
Ee5uire# results
=tan#ar#
he forwar# surge !ust not e(cee# '- #egrees. ucks are accepte# if they #o not cause route
changes.
Perfor!ance
he !a(i!u! forwar# surge is 1% #egrees4 ucks are accepte# if they #o not cause route change in
e(cess of 1% #egrees an# the return to flight is spontaneous.
9o!petition
est not i!pose#.
win
est not i!pose#.
Test 6: 2?it from Parachutal tall
Hb;ectives
Ferification the aptitu#e of the wing to regain the nor!al flight e(iting fro! a parachutal stall
6using co!!an#s7.
Proce#ures
8ith the co!!an#s4 the pilot slow #own the wing. 3t the stall point the co!!an#s are slowly
release# until the highest spee# position. ,f after ' sec. the wing is still in parachutal stall phase4 the
pilot applies the wing Hwner/s Manual instructions.
Ee5uire# results
=tan#ar#
=pontaneous e(it for! parachutal stall in less than ' sec4 forwar# surge less than '- #egrees4 route
change less than $+% #egrees.
Perfor!ance
=a!e as =tan#ar#4 but with forwar# surge less than 1% #egrees.
9o!petition
Borwar# surge up to 1% #egrees 6hori"on74 return to nor!al flight #uring the ' sec following the
pilot intervention.
win
=a!e as Perfor!ance.
Test +: 2?it from J!J talls <slo9 release>
Hb;ectives
Ferification of the possibility of perfor! a e!ergency #escent using the KBK techni5ue4 if it/s
foreseen on the wing Hwner/s Manual4 an# verifying the wing pitch stability.
Proce#ures
,f there are accessories4 they !ust be set in F!in position. he pilot pull the KBK risers until
reaching the KBK stall4 then release it slowly. ,f the wing re!ains in parachutal stall4 the pilot applies
the wing Hwner/s Manual instructions.
Ee5uire# results
=tan#ar#
Borwar# surge less than '- #egrees4 tuck accepte# if it #oes not cause a route change an# if it re-
inflate spontaneously.
Perfor!ance
Borwar# surge less than 1% #egrees4 return to nor!al flight #uring the ' sec. following the pilot
intervention.
9o!petition
est not i!pose#.
win
est not i!pose#.
Test ;: 2?it from J!J talls <.uick release>
Hb;ectives
Ferification of the possibility of the wing to return to nor!al flight e(iting fro! a KBK stall.
Proce#ures
,f there are accessories4 they !ust be set in F!a( position. he pilot pull the KBK risers until
reaching the KBK stall4 then release it 5uickly. ,f the wing re!ains in parachutal stall4 the pilot
applies the wing Hwner/s Manual instructions.
Ee5uire# results
=tan#ar#
Borwar# surge less than '- #egrees4 tuck accepte# if it #oes not cause a route change an# if it re-
inflates spontaneously.
Perfor!ance
Borwar# surge less than 1% #egrees4 return to nor!al flight #uring the ' sec. following the pilot
intervention.
9o!petition
Borwar# surge less than 1% #egrees4 return to nor!al flight #uring the ' sec. following the pilot
intervention.
win
,f the wing Hwner/s Manual #oes not specify the possibility of perfor! KBK stalls4 it/s not teste#O
else the sa!e as Perfor!ance.
Test #: 'ttitude to turn
Hb;ectives
Ferification of a goo# aptitu#e to turn of the wing.
Proce#ures
,f there are accessories4 they !ust be set to F!in position. he pilot perfor! a A*% #egree turn
towar#s a #irection4 then to the opposite4 as fast as possible.
Ee5uire# results
=tan#ar#
he turn is perfor!e# without weight shifting. Ma(i!u! ti!e to perfor! the !aneuver@ $+ sec.
Perfor!ance
he turn is perfor!e# using weight shift 6if necessary7. Ma(i!u! ti!e to perfor! the !aneuver@
&% sec.
9o!petition
he turn is perfor!e# using weight shift 6if necessary7. Ma(i!u! ti!e to perfor! the !aneuver@
&A sec.
win
=a!e as 9o!petition.
Test &0: 1aneuverability
Hb;ectives
verification of the possibility to turn 5uickly4 for e(a!ple to avoi# an obstacle.
Proce#ures
he pilot pulls a co!!an# to the lowest position4 with the other co!pletely release#. 3fter a 1%
#egree turn4 it release the co!!an#4 stabili"e the wing an# repeat the !aneuver in the opposite
sense.
Ee5uire# results
=tan#ar#
No e(it fro! the nor!al flight #o!ain.
Perfor!ance
=a!e as =tan#ar#4 but using weight shifting if the wing Hwner/s Manual specify it.
9o!petition
No e(it fro! the nor!al flight #o!ain or return to the nor!al flight by itself at the en# of the
!aneuver.
win
=a!e as 9o!petition
Test &&: /ing 6ver
Hb;ectives
Ferification of the wing aptitu#e to sli#e in turn an# to return in nor!al flight.
Proce#ures
he pilot perfor!s a series of turns with at least '- #egree bank angle.
Ee5uire# results
=tan#ar#
No tucks per!itte#.
Perfor!ance
ucks per!itte# if the return to nor!al flight with less than 1% #egree course #eviation.
9o!petition
=a!e as for Perfor!ance
win
3s per =tan#ar#
Test &2: 2?it from 'symmetrical Tuck
Hb;ectives
=i!ulation of a known effect of turbulence.
Proce#ures
he pilot provokes a tuck of at least --T of the wingspan4 then shift the weight on the inflate# si#e
an# waits for ' sec before using the co!!an#s 6if necessary7.
Ee5uire# results
=tan#ar#
=pontaneous return to pilotable flight in less than ' sec4 an# !a(i!u! course #eviation of A*%
#egrees.
Perfor!ance
=a!e as =tan#ar# but !a(i!u! course #eviation of A*% #egrees.
9o!petition
,f the return to nor!al flight isn/t effective after A*% #egrees4 the pilot intervene an# the wing !ust
return to be pilotable in less than A*% #egrees an# ' sec.
win
=a!e as 9o!petition
Test &=: 2?it from 'symmetrical Tuck 1aintained
Hb;ectives
=i!ulation of a known effect of turbulence.
Proce#ures
he pilot provokes a tuck of at least --T of the wingspan4 then shift the weight on the inflate# si#e
an# waits until a co!plete A*% #egree turn before release 5uickly the riser which per!itte# the tuck
reali"ation.
Ee5uire# results
=tan#ar#
=pontaneous return to pilotable flight with less than A*% #egree course #eviation.
Perfor!ance
,f the wing #oes not return spontaneously to nor!al flight4 the pilot follow the wing Hwner/s
Manual in#ication an# the wing !ust return pilotable in less than ' sec an# A*% #egree turn.
9o!petition
=a!e as Perfor!ance
win
Eeturn to spontaneous flight in less than & turns.
Test &%: 2?it from spin
Hb;ectives
Hbservation of the e(it for! a spin an# verification of the stability on A a(is.
Proce#ures
8ith the tri! in F!a( position 6if available74 the pilot slow #own the wing until F!in4 then apply
full brake on a si#e4 releasing co!pletely the other4 !aintaining this position for A*% #egrees4 then
e5uilibrate the co!!an#s.
Ee5uire# results
=tan#ar#
he wing !ust return spontaneously to nor!al flight4 but can prosecute the rotation for not !ore
than A*% #egrees in the sa!e #irection of the spin.
Perfor!ance
he wing can prosecute the rotation for not !ore than A*% #egrees4 then !ust return spontaneously
to nor!al flight in less than 1% #egrees.
9o!petition
est not i!pose#.
win
=a!e as Perfor!ance
Test&G: 2?it from asymmetrical stall
Hb;ectives
Ferification of the possibility of returning to nor!al flight in conse5uence of an involuntary
asy!!etrical stall.
Proce#ures
he pilot slow #own the wing until F!in4 then apply full brake to one si#e4 until provoke an
asy!!etrical stall4 then release 5uickly both the co!!an#s.
Ee5uire# results
=tan#ar#
=pontaneous return to nor!al flight4 with a course change less than 1% #egrees.
Perfor!ance
,f the wing #oes not reinflates by itself4 the pilot apply the in#ication of the wing Hwner/s Manual4
an# the wing !ust return to nor!al flight with a course change less than 1% #egrees.
9o!petition
est not i!pose#.
win
=a!e as Perfor!ance
Test &6: 2?it from ymmetrical 4rontal Tuck
Hb;ectives
=i!ulation of a known effect of turbulence.
Proce#ures
.sing the front risers4 the pilot provoke a sy!!etrical frontal tuck4 the release 5uickly the risers.
:uring the !aneuver the co!!an#s are not utili"e#.
Ee5uire# results
=tan#ar#
Eeturn spontaneous to nor!al flight in less than ' sec4 with a forwar# surge less than '- #egrees.
Perfor!ance
,f the wing #oes not reinflate by itself4 the pilot intervene an# the wing !ust return to nor!al flight
in less than ' sec4 with a course change of less than '- #egrees an# a forwar# surge !a(i!u! of 1%
#egrees.
9o!petition
est not i!pose#.
win
est not i!pose#.
Test &+: 2?it from tight =60
Hb;ectives
Hbservation of the wing aptitu#e to return in nor!al flight after a series of tight A*%s.
Proce#ures
he pilot begins a spiral #ive4 !aintaining it for & turns4 then release slowly the co!!an#s #uring
the Ar# turn.
Ee5uire# results
=tan#ar#
Eeturn to spontaneous flight in less than A*% #egrees
Perfor!ance
Eeturn spontaneous to flight in less than & turns.
9o!petition
,f the wing re!ains in spiral #ive4 the pilot intervene an# the wing !ust return to nor!al flight in
less than A*% #egrees
win
=a!e as Perfor!ance
A+N9# vs7 '7H7)
he following table shows the #ifferences between the two lea#ing certifying agencies@ 3BNHE
an# :.2.F by 0insley 8ong.
,est D56 +3N7. +3N7. +3N7.
Gutesie*el Standard (erformance Competition
1. 4ake Hff>=nflation yes yes yes yes
. Landing yes yes yes yes
#. Straight Line )light yes yes yes yes
'. 9s above with trimmers yes yes yes yes
1. *itch Stability yes yes yes no
". Deep Stalls with 5rakes yes yes yes yes
-. 5!line Stall, fast release yes yes yes yes
3. 5!line Stall, slow release yes yes yes no
,. 6andling in 4urns yes yes yes yes
1.. Sharp 4urns yes yes yes yes
11. %ingover>4urn yes yes yes yes
1. Reversal yes yes yes yes
1#. 9symmetric 4uck yes yes yes yes
1'. 9symmetric 4uck 6eld no yes yes yes
11. =n Spin yes yes yes no
1". 9symmetric Stall yes yes yes no
1-. Symmetric Stall yes yes yes no
13. Spiral Dive yes yes yes yes
1,. Symmetric )ull Stall Recovery yes no no no
.. )ull stall 9symmetric Recovery yes no no no
1. 9bnormal =ncidents yes no no no
New "lass 'escriptions by 'H) as of 6HHH
he progress in paragli#er technology has shifte# the relationship between gli#er classes an#
re5uire!ents of pilot skills. herefore :2F an# He3e9 6the 3ustrian stan#ar# co!!ittee7 have
change# the official wor#ing of the paragli#er class #escriptions.
he perfor!ance of to#ay/s class $ an# $-& gli#ers is pretty close to the perfor!ance of the !ore
#e!an#ing gli#ers. =ince their goo#-nature# flight characteristics give a high level of active an#
passive safety4 they are reco!!en#e# to anybo#y who #oesn/t fly regularly or whose !otivation to
fly is pure fun rather than a!bition.
Hn the other han#4 to#ay/s class & gli#ers re5uire an actively flying an# well-reacting pilot.
E(perience# pilots4 of course4 like these !ore #e!an#ing characteristics4 which are co!bine# with
a level of perfor!ance e5ualing that of high perfor!ance co!petition wings of a couple of years
ago.
"lassification 'escription
,ategory &
Paragli#ers with si!ple an# very forgiving flying characteristics.
,ategory &$2
Paragli#ers with goo#-nature# flying characteristics.
,ategory 2
Paragli#ers with #e!an#ing flying characteristics an# potentially #yna!ic reactions to turbulence
an# pilot errors. Eeco!!en#e# for regularly flying pilots.
,ategory 2$=
Paragli#ers with very #e!an#ing flying characteristics an# potentially fast reactions to turbulence
an# pilot errors. Eeco!!en#e# for e(perience# an# regularly flying pilots.
,ategory =
Paragli#ers with very #e!an#ing flying characteristics an# potentially very violent reactions to
turbulence an# pilot errors with little !argin for pilot errors. Bor e(pert pilots only.
%uying a New or (sed .araglider
=o far we #i# not separate new paragli#ers fro! use# ones. he parts of the paragli#er 6canopy4
lines an# risers7 nee# inspection by specialist. Dines shoul# be checke# every year an# the !aterial
of the canopy every two years. 3 porosity test will be carrie# out4 the length of lines will be
!easure# an# a report will be issue#. he inspecte# paragli#er shoul# be teste# again on the #ate
that the report reco!!en#s. 3 use# paragli#er that has been teste# is safe for you to buy.
,n practice things are not that si!ple. ,n !ost countries this !aintenance progra! is not followe#
an# it is a pity. 2owever4 this book has to #eal with co!!on practice an# , shoul# give you so!e
a#vice as to 9hat to check:
&- Make sure the wing/s color is unifor! throughout.
2. 9oncentrate your inspection on the lea#ing e#ge. his part suffers !ost on the canopy.
=- Dook for the certification agency sticker on the trailing e#ge or on the center of the paragli#er.
%- 9heck for potential #a!age to the !aterial outsi#e an# insi#e the cells.
G- Put your !outh to the !aterial an# blow air in various parts. he air shoul# pass through the
!aterial slowly #isplaying al!ost the sa!e resistance throughout.
6- Pull on the !aterial to see if it is resistant to tear. Bo#y buil#ers4 let so!ebo#y else #o it.
+- ry to fin# out if this canopy has ever been #roppe# in seawater.
;- 9heck lines by co!paring the sa!e line on the left si#e an# the right si#e.
#- 9heck lines for #a!age to the protective shiel#ing.
&0- 9heck risers for wear an# tear.
&&- ,nflate the canopy an# ask so!eone to observe its shape when it is inflate# to check for
irregularities.
&2- :o a test flight4 after all groun# checking has been successfully passe#. 3sk so!eone to observe
the shape of the canopy when you are airborne.
The best thing you can do is to ask your instructor or a specialist to check the paraglider for
you-
Porosit* chec(er
The 5uman 4actor
+ear of +lying
he sensation of fear 6not phobia7 acco!panies us throughout life an# is natural in flying4 especially
at the training stage with its knocks an# scratches. Being a logical #efense !echanis! which ai#s
safety4 it can4 however4 act as a stultifier to our progress if allowe# to get out of han#. his is what a
psychologist woul# say@ KDisten to your fear.K ,t is there to help you be aware of so!ething. :o not
ignore it. hink about when it appeare# on launch. :i# you thoroughly check the weather4 your
e5uip!ent an# the wingP ,s your fear ;ustifie#P 3re you being reasonableP
:on/t forget that li!its an# boun#aries shoul# be e(pan#e# gra#ually4 not hurrie#ly. 9ontrol your
fear. Dook at things logically. Iu#ge your potential ob;ectively. Bollow the e(a!ple of pilots
launching in front of you an# gather #ata. =ort out your #esire to fly an# search for e(periences. he
!ore you know the less you will fear. ,f you really want to fly4 use your fear to your own a#vantage
an# you will begin to see that it is worth trusting. 9ontrol your fear by getting plenty of practice at
things you know you can #o within your own li!its. Gra#ually confi#ence will take over. ,gnore
challenges fro! hot shots with too !uch of a cavalier attitu#e. rust reliable pilots only. Ee!e!ber
that fear is always within us fear of heights4 of the unknown4 of failure. 8e will invariably feel it4
yet learning an# practice will ten# to re#uce it sufficiently.
Gou are boun# to shake off your fear after a few flights. ,f you #o sense this effect4 use it as a gui#e
to achieve!ent. 3 high level of piloting i!plies high skill an# e(perience in #ealing with fear.
Every flight is #ifferent an# interesting in its own way. :o not waste ti!e. Even si!ple gli#ing
techni5ues nee# so!e for! of planning4 so ai! to en;oy yourself at all ti!es an# progress will
co!e by itself. Progress is when you gra#ually go higher an# further.
JThe secret is to turn fear into e?citementTJ
=oc.- Sanderson

'ecisions
3 lot of #ecisions have to be !a#e before an# after4 as well as #uring a flight. Pilots who constantly
!ake the right #ecisions are those who e(cel. he outco!e of a #ecision !akes all the #ifference
between an e(ceptional flight an# si!ply a short gli#e. Det/s take a look at how we can lea#
ourselves to correct decisions thus improving performance-
'9areness: Fery e(perience# pilots !ake #ecisions auto!atically but stu#ents have to be aware
when the right !o!ent occurs to !ake a #ecision.
9ift decision$making: :o not #ither4 #o not #elay4 yet #o not rush either. =ei"e the opportunity
when it presents itself.
4le?ibility: Make new #ecisions when con#itions or situations change. Note the outco!e of a
#ecision@ learn fro! your !istakes as well as successes. ake notes if necessary.
Practice patience: his is a fun#a!ental asset for every goo# pilot.
Make sure you #o not overlook safety when a !istake is !a#e. ,t is better to be on the groun#
wishing you were in the air4 than in the air wishing you were on the groun#. Phobias are ac.uired
fast and go a9ay slo9ly- rust your #ecisions. :on/t fall into the trap of !aking hurrie# #ecisions
whose outco!e pro#uces fear. his will influence you negatively an# your capacity for ;u#g!ent
will be hin#ere#.
Naturally so!e choices will be erroneous. But if we can learn fro! a !istake4 it will have been
better than not taking any #ecision at all. ,f you #on/t risk anything4 nothing will happen that goes
for local4 #istance an# co!petition flying.
'ifficult oments
,f you shoul# lan# on a !ountainsi#e 6either intentionally or otherwise74 you !ust fol# away your
paragli#er i!!e#iately. 3ny eye-witness will #efinitely show so!e concern if it is left open.
=houl# you not wish to pack away the paragli#er4 you !ust !ake it clear that you are not in trouble
either by gathering it up or stan#ing up an# raising an ar!. 3nother pilot will un#erstan# that you
are busy !oving about an# that you #o not nee# any assistance.
Hn the other han#4 if you are in nee# of ai#4 leave your paragli#er alone. he letter B means
J5elpJ. =houl# you re5uire an# #esire it fro! so!eone for! the letter X in any way you can with
whatever !eans you have4 such as branches4 etc. .se your ra#io to trans!it the international signal
K!ay#ay-!ay#ayK. ,n case you witness an acci#ent it is obligatory to stop whatever you are #oing
6an# this inclu#es flying74 in or#er to assist that person in trouble.
'ndy 5edinger
What to 'o in the 0vent of an Accident
Me#ical a#vice by :octor P. Panurgias
%ehavior at the &cene of the Accident
9oolness4 co!posure an# correct ;u#g!ent are the key wor#s. ,t soun#s easy to say but in the real
worl# panic an# lack of co!posure usually prevail. 3t the very least observe this rule@
Eescuers !ust un#er no circu!stances leave the in;ure# person alone.
Keep in mind the four follo9ing actions:
&- Be aware of the actual situation
2- =ecure the in;ure# person
=- 3i# an# e(a!ine the person
%- ,nfor! or call a rescue tea!
What to 'o to Aid an InCured .erson
,n se!inars on first ai# concerning sport activities4 a reference is !a#e to the following aspects4
known as '!,:
<'>airway4 <!>breathing4 <,>car#iovascular@
'ir9ay: Hf pri!ary concern is securing a breathing passage. Ferify that the tongue is not blocking
the air passage. ,f this has occure#4 pull the tongue by han# 6if slippery4 use a glove or cloth7.
Breat'in*8 Second concern is breathing and making sure that the inDured person is
breathing. =f he is not artificial respiration must be provided the Ikiss of lifeJ. =n this
practice air is blown into the victimGs lungs through his mouth. 4his process is repeated
until normal breathing resumes. )or adults, it is vital to clasp the nose firmly during
artificial respiration.
Cardio9ascular8 4he third course of action is to check the pulse. =f the heart has stopped
beating, artificial pumping is necessary. =n this case press down on the chest with both
hands and pump at a normal heart rate interval. 4he blood may resume its circulation as
long as the heart starts reacting. =t is e+tremely difficult to say whether the inDured person
will come to steps. 5 and C steps may need to be administered simultaneously, in which
case assistance is crucial. Hne person can perform the heart massage while another can
perform artificial respiration. =f you are alone you can give five heart pumps then several
breaths and repeat. Continue until professional help arrives. %hen 9, 5 and C have been
successfully administered check for possible hemorrhage, a common cause of death
among the inDured. Hther precautions are reducing the pain, preventing infection,
protection from cold or sun and raising the inDured personGs morale.
General Guidelines
K Do not mo9e the inDured person unless it is dangerous to leave him in the position you
found him in. 5e very cautious of moving the neck and back areas because of the
possibility of spinal inDury. /any spinal inDuries are aggravate after the accident due to
movement. 4ry to remove any unnecessary clothing with the slightest amount of
movement, removing those parts of the body not inDured first. /ost of the time there is no
point in tearing or ripping up articles of clothing unless it is in the region of the inDury.
V ,f he has #ifficulty in breathing4 free the mouth and neck 6be cautious of your !ove!ents7. ,f
there is no breathing4 perfor! artificial respiration.
V ,n the event of blee#ing4 try to stop the bloo# with #irect pressure or a tourni5uet.
V ,f he has regaine# consciousness an# is thirsty a little water !ay be a#!inistere#. 2owever4 if he
is in a state of unconsciousness4 nothing can be a#!inistere# orally.
V Protect hi! fro! rain4 snow or heat.
V Eaise his !orale.
02amining for InCuries
:ealing correctly with the in;ure# person !eans #iagnosing the in;ury. Cuestions shoul# be aske#
fro! an eye-witness or fro! the in;ure# person about how he feels4 where it hurts4 etc. Gour
e(a!ination shoul# #iagnose@
N InEuries
N 4ractures
.n#er all circu!stances first ai# is inten#e# to@
&- top bleeding
2- Prevent infection
2?ternal abdominal inEury: No in;ury in the ab#o!inal region will have been cause# if the in;ure#
person can inhale an# enhale easily an# painlessly.
5emorrhage: Hccasionally a bloo# vessel !ay have been cut4 in which case4 the bloo# flows or
spurts out at pulse rate. he vessels !oving the bloo# back to the heart are the veins4 while those
that fetch bloo# fro! the heart are the arteries. ,t is usually the veins that blee#4 an# in this case the
bloo# is #ark re# an# flows incessantly. Blee#ing of a large vein is #angerous4 yet !ore so is arterial
blee#ing4 where the bloo# is bright re# an# spurts out at pulse rate. he blee#ing pro#uces an
e!ptying of the vessels4 in which case there is a great #anger of shock if a liter 65uart7 of bloo# is
lost4 or even #eath if & liters 6& 5uarts7 are not. =hock or even #eath !ay be the result of !assive
internal blee#ing fro! a large vessel in the thora( or ab#o!en4 in which case there may be no
e+ternal inDury.
Caution8 =f the inDury has occurred via a foreign body ;wood, stone, iron, etc<, which
continues to be wedged in the region of the wound, no effort must be made to remove it,
as further bleeding may be causedL its removal must take place at a hospital.
Bleedin* of t'e 6eins8 =n the region of the bleeding apply a special bandage. =f one is
not available use a clean handkerchief folded over many times. 4he handkerchief is
pressed down hard over the region of the wound and is tied tightly with a common
bandage. 4he bandage over the venal bleeding must not be untied. =f the wound
continues to bleed, a second or third bandage may be applied over it.
+rterial Bleedin*8 5leeding from an artery is much more difficult to halt than venal
bleeding. =n such a case pressure must be applied to the artery at a position located
between the heart and the bleeding region or position. @eep the part of the body which is
bleeding higher than the rest of the body. %hen the artery is pressed in the necessary
position, the bleeding stops. 9s soon as it does a bandage is placed over the wound. =n
the event that the bleeding is located on a part of the body and there is no bandage
available, use a large handkerchief folded in half or a torn shirt. 4hen wrap the affected
area ;arm or thigh<. 4ie the corners of the handkerchief into knots after a piece of wood is
tied inside the knot. 5y twisting the stick of wood the handkerchief will stop the blood
sufficiently. 4he position where pressure will be applied and where the bandage will be
applied depends on the point of the bleeding. %hen a point on the hand is bleeding,
pressure must be applied to the internal surface of the arm and two!thirds the distance
from the elbow to the armpit. =f it is a hand wound, the corresponding artery must be
pressed hard over the bone underneath. %hen bleeding is located on the leg pressure is
applied to the internal surface of the thigh and two thirds of the distance from the knee to
the root of the thigh. 4he arteryGs position can be located with the help of its pulse, which
can be felt under your fingers.
,aution: Never use rope4 ribbon4 wire or a string as a ban#age it !ay enter #eep into the bone fiber
an# i!pair it to the e(tent that gangrene or even a!putation will result.
he ban#age !ust be loosene# for $ to &% !inutes every $% !inutes to restore bloo# flow to tissues.
ighten it again afterwar#s ;ust enough to stop the blee#ing. ,f there is no ban#age han#y then the
artery !ust be presse# with bare fingers constantly until the hospital is reache#. his applies to
cases where blee#ing is to the hea# an# where a ban#age cannot be use#.
.reventing Infection
,nfection fro! a woun# or cut is cause# by bacteria entering the woun#. Boreign bo#ies4 #ust or
anything else that co!es into contact with the surface of the woun# can cause infection. his is why
anything being use# to #ress the woun# !ust be sterile. Hnly in an e!ergency4 e.g. !assive
blee#ing when a life is at stake4 can precautions against infection be so!ewhat overlooke#. he
greatest risk is infection fro! the tetanus !icrobe4 which can be li!ite# by thorough cleansing of
the woun# an# re!oval of foreign bo#ies4 local antiseptic application an# an in;ection of hu!an
anti-tetanus seru!.
'ressing and "leansing the Wound
Minor woun#s can be washe# in bleach an#?or water which has been previously boile# an# left to
cool. 8hen the #irt an# gri!e have been re!ove#4 io#ine or hy#rogen pero(i#e is applie# an#
subse5uently the woun# is covere# with a sterili"e# gau"e hel# in position with a ban#age. ,f
blee#ing persists4 a ban#age is applie#4 as !entione# previously. ,f the woun# is clean4 apply io#ine
or beta#ine.
+ractures
3 broken bone is calle# a fracture. ,f it e(ists alongsi#e a woun# then it is an open or co!poun#
fracture. ,f there is no woun# then it is a close# fracture. 8ith open fractures there is a risk of
blee#ing an# infection.
ymptoms:
&- =evere pain felt in the fracture# region.
2- =welling
=- Move!ent of li!b #ifficult or i!possible.
%- he li!b assu!es an abnor!al position or is shorter than the other correspon#ing li!b.
4irst 'id
Hpen fractures !ust be cleane# an# gently patte# #ry. ,n the event of blee#ing apply the afore-
!entione# steps. 3fter cleansing4 the li!b is place# in a co!fortable position. ,f it has assu!e# an
abnor!al position or is unusually bent backwar#s4 #o not atte!pt to bring it back to its nor!al
position4 as it !ust be left untouche# in the position it is foun#. :o not un#er any circu!stances
!ove the in;ure# person. 3 broken bone has the capacity to cut like a ra"or-sharp e#ge. he basic
i#ea behin# !aintaining the in;ure# person !otionless is to guar# the vessels an# nerves
neighboring the broken bones fro! further i!pair!ent. 3nother obvious reason is the pain.
Ee!aining !otionless provi#es so!e relief4 since every !ove!ent pro#uces unbearable pain.
Painkilling tablets shoul# not be a#!inistere#4 if at all avoi#able4 for they !ay interfere with so!e
e(a!ination proce#ures.
How to <eep a +ractured $imb otionless
he principle is si!ple@ ,!!obili"e the fracture/s neighboring ;oints. ,f the sufferer is in i!!ense
pain in the leg an# cannot !ove4 or has a shorter4 swollen or abnor!ally positione# li!b4 then it is
likely that so!e bone of that particular li!b has been broken.
&- 4racture of lo9er limb: he li!b is i!!obili"e# by using han#y4 i!provise# pieces of woo# or
branches4 but a stretcher !ust be use# to transfer the victi! to the hospital.
2- 4racture of upper limb: he fracture is i!!obili"e# if the li!b is attache# to a long soli# ob;ect
6piece of woo#4 car#boar# or special splint7. 3 stretcher shoul# be use# to transfer the victi! to the
hospital.
=- 5ead fracture: .nconsciousness4 with a ten#ency to vo!it bloo# or blee#ing fro! the !outh or
ear. he victi! !ust be taken to a hospital i!!e#iately.
%- @a9 fracture: he ;aw is hel# together with plaster of Paris an# the !outh is kept close#.
G- "eck or spine fracture: he in;ure# person !ust be i!!obili"e# an# encourage# to lie still.
Many victi!s try to get up or !ove which can cause a##itional severe #a!age4 especially to
#elicate spinal tissue. .se a neck brace or back brace if available. ,f not4 a nu!ber of persons
shoul# assist in !oving hi! to a stretcher while keeping all bo#y parts in align!ent.
=tretch the in;ure# person out carefully an# gently onto the stretcher. ,f a fracture is suspecte# in the
back4 place a cushion or fol#e# blanket un#erneath the waist4 tie both feet together at the ankles an#
i!!obili"e by tying in several positions on the stretcher4 thus preventing !ove!ent.
6- Aib fracture: ,f the in;ure# person can breathe #eeply without pain an# has an in;ury to the
thora(4 then no ribs have been broken. ,f his ribs are broken he woul# be in i!!ense pain after
every breath.
3 fracture of the ribs !ay cause great #ifficulty in breathing if the e#ge of the broken rib has
pierce# a lung. ,n such a case artificial respiration is not effective. E!ergency !e#ical attention is
re5uire#.
&unstroke 1 Heat stroke
=trange though it !ay see!4 it is easier to get sunstroke at a higher point of a !ountain than we
think. he upper layers of the Earth/s at!osphere #o not block the sun/s rays as !uch as #own
lower4 an# the sun/s heat can affect you !ore intensely.
,!agine that at a '%%% ! 6$A4%%% ft7 altitu#e the sun/s strength for one !inute is the e5uivalent to
one hour at sea level in su!!erti!e. =y!pto!s inclu#e hea#ache4 #i""iness4 ten#ency to be sick4
re# face4 palpitations an# fainting fits. Place the in;ure# person in the sha#e an# cool hi! #own by
plying the! with lots of water. 8et his forehea#.
Information "otebook
,alculations and ,onversions
'ge calculator: his one is for fun
peed conversion: @ his for! converts k!?!iles?feet?knots to k!?!iles?feet?knots
Temperature0 1etric to 2nglish0 2stimate ,loudbase: his is a !ulti conversion page
0stimate the thermal lift
&- 2ow to estimate the thermal lift you will encounter base# on the win# spee# variation at
launch.
'ssuming: her!al vertical flow spee# S %.1 ( 6Fariation in win# spee# at launch7
Gour average sink rate is $.& !?s an# knowing that $ k!?h S %.&)+ !?s4 we can establish that the
first '.+ k!?h of win# spee# variation is nee#e# to give you sustaine# flight4 an# every '.% k!?h
beyon# that will a## another $ !?s of lift.
2- 2ow to fin# altitude of cloud base@ L6=urface te!perature :ew point7 ( $%%%?'.-M or
3ltitu#e of clou# base S $&- ( 6=urface te!perature - :ew point7. =urface te!perature shoul# be
taken at groun# level in the sha#e.
hese calculations are not scientific an# give #ifferent results. ry to practice with the! in or#er to
fin# the !ost appropriate for you.
"onversions
V$ kg S &.&%- lb 6poun#-!ass7
V$ ! S A.&+ ft
V$ !?s S A.* k!?h
V$ !?s S $1) fp! 6feet per !inute7
V$ !?s S &.&' !ph 6!iles per hour7
V$ k!?h S %.*&$ !ph
V$ k!?h S %.&)+ !?s 6!eter per secon#7
V$ k!?h S -'.) fp!
Glossary 1 Terminology
'erodynamics: he stu#y of the !ove!ent of a bo#y through the air4 such as a paragli#er/s wing.
'ctual /ing area: =pan ( average chor#.
'dvention fog: Bor!e# when a hu!i# air !ass !oves in light to !o#erate win#s over a col#
region such as the sea. his type of fog is co!!only foun# in ocean territory an# coastal regions.
'gl: 3bbreviation for above groun# level.
'irfoil: 3 curve# surface #esigne# to generate lift when !oving through the air.
'irspeed: he velocity of the gli#er through the air.
'irspeed indicator: 3n instru!ent for !easuring airspee#.
'ircraft 'pproach: Bor!ing a .-shape by flying #ownwin#4 crosswin# then hea# win# to the
lan#ing fiel#.
'pproach figure $;: he lan#ing area is reache# by !aking figure + turns before or above the
lan#ing fiel#.
'ltimeter: 3n instru!ent for !easuring altitu#e above a pre#eter!ine# point.
'tmospheric pressure: he at!osphere/s !ass #ownwar# by gravity4 !easure# in 2ectopascals
6hPa74 or for!erly in Millibars 6!b7.
'ttitude angle: ,s the angle between the chor# of the wing an# the hori"on. ,t is positive above an#
negative below the sai# hori"on.
'ngle of attack: ,s the angle the relative win# !akes with the chor# of an airfoil.
'nchoring: 3ssistance by a person #uring launch.
'lpine 3aunch: Borwar# launch with the pilot having the wing behin# his bo#y.
'ngle of descent: ,s the angle your path !akes with the hori"on an# is the sa!e as flight angle.
'spect ratio: Eatio of the span to the chor# or span #ivi#e# by surface area. =pan ( span?actual
wing area.
'ss /ipe: :ownwin# lan#ing4 still in your seat
'symmetrical ,ollapse: 3n uneven collapse of the wing. Hne si#e of the wing is inflate# an# the
collapse# part is #eflate#.
'verage rate: ,s a constant at which the air/s te!perature #rops with altitu#e by %.*- 9 per $%%
!eters.
!ank angle: he angle the wings !ake with the hori"ontal in a roll.
!eaufort cale: Hbserve# effects of the win# #escribe# by a British captain.
!ig 2ars: ,ntentional collapse of the wing tips while in flight.
!uys !allotHs 3a9: ,n the Northern 2e!isphere4 if one stan#s with his back to the win# the area of
low pressure is to his left. ,n the =outhern 2e!isphere the reverse is true.
!ernoulliHs principle: Physical principle for!ulate# by :aniel Bernoulli that states that as the
spee# of a !oving flui# 6li5ui# or gas7 increases the pressure within the flui# #ecreases.
!rakes: he controls of a paragli#er that pull #own the trailing e#ge.
,amelHs back: 8aterbag with a tube for inflight use.
,amber: he a!ount of curvature on the upper surface of an airfoil.
,anopy: he !aterial or KsailK of a paragli#er that for!s the airfoil or wing.
,ap ,loud: 9lou#s pro#uce# at !ountain peaks #ue to the lifting of the air over the !ountain.
,arabiners: 3re rings or loops usually !a#e fro! steel or alu!inu! alloy.
,atHs cradle: 9o!petition task with !ultiple turn points4 which the pilot has to fly at his own route.
,ells: he in#ivi#ual inflate# units of a canopy between suspension lines.
,enter of gravity: he point along a wing where all the weight is suspen#e#.
,hord: Measure!ent of an airfoil fro! the lea#ing e#ge to the trailing e#ge.
,occooned: o be fully wrappe# in the canopy while in flight.
,oordinated turn: 3 turn at a stea#y state in which a slip or a stall #oes not occur.
,onvergence: 8hen a !oving air !ass !eets another !ooving air-!ass.
,ravattage: he wor# co!es fro! the Brench wor# /cravatte/ an# !eans bow tie. 3s a ter! refers
to a for! of the wing where the !aterial of the wing tip is entangle# in the lines.
,ross$ports: he holes in ribs that allow e5uali"ation of pressure between cells.
,ross9ind: 3 win# angling across the nor!al launch or flight path.
,ross$country: Blying beyon# the nor!al lan#ing fiel# by using lift encountere# along the way.
Deep stall: 3n e!ergency situation whereby a gli#er #escen#s with little or no for war# spee#.
De9 point: Eepresents the te!perature at which the at!ospheric air beco!es saturate# as it cools.
Do9n9ind: Blying in the sa!e #irection as the win# 6flying with a tailwin#7.
Drag: he energy losses on the gli#er #ue to the friction an# !ass of the air.
Dry adiabatic lapse rate: ,s a constant which gives us the rate at which a rising air !ass cools.
his constant is $ 9 per $%% !eters of height 6-.- B per $%%% ft7.
Dust devils: 3re cause# by a tight swirl of whirling air which results when a ther!al lifts off
su##enly an# air4 with a slight rotation4 rushes in below it.
Dynamic stall: 3 stall pro#uce# by pulling the brakes rapi#ly so that the pilot swings forwar# an#
aggravates the stall.
2nd cell closure: 3 proble! #uring inflation whereby the en#s of the canopy #o not open properly.
4oehn 9ind: ,s a war! an# #ry win#4 encountere# on the lee si#e of a hill or !ountain where
lifting of the air !ass causes precipitation.
4lare: he process by which forwar# spee# is e(change# for lift #uring lan#ing.
4light check: 3n inspection for tangle# lines or en#-cell closures.
4light angle: ,s the angle between the hori"on an# the flight #irection or path.
4ront: ,n !eteorology it is the boun#ary which separates war! an# cool air !asses.
)eostrophic /ind: ,s the win# that blows #ue to the influence of groun# friction.
)lide angle: he angle between the gli#e path an# the hori"ontal.
)liding: Blight that continues fro! an elevate# point to a lower point.
)lide path: he flight path of a gli#er.
)lider: 3n aircraft that re!ains flying solely through the energy of gravity only.
)lide Aatio: he hori"ontal #istance travele# relative to the a!ount of vertical #rop.
)ores: he separate panels of a parachute e5uivalent to cells on a paragli#er.
)P: Global Positioning syste! by =atelite.
)rabbing: ,s the techni5ue correcting the shift in groun# track #ue to cross win#.
)radient /ind: 8hen geostrophic win# is !oving in a curve# tra;ectory4 on approaching the core
of a low4 it will e(perience a counteracting centrifugal force4 which will #i!inish or !o#erate it.
)round speed: he velocity of a gli#er over the groun#. his is #ifferent fro! airspee# if any win#
is present.
)round gripper: Non-pilot
)ross 9eight: otal weight of the gli#er an# the heaviest allowe# payloa# 6pilot7.
)umby: 8hen a pilot4 fails to get into the seat.
5arness: 3 suspension syste! that supports a pilot an# attaches hi! to a gli#er.
5eading: he #irection a gli#er points 6this will be #ifferent fro! actual flight #irection in a cross
win#7.
5ead9ind: 3 win# fro! the front or opposite the hea#ing.
5ook In /eight: he total weight of the pilot an# all e5uip!ent4 e(clu#ing the paragli#er.
5ook Knife: 3 special knife use# in e!ergencies to cut paragli#er or tow lines.
5orseshoe stall: 3 !aneuver whereby one each si#e inner central 3 line are hel# until the canopy
collapses in the for! of a horseshoe.
Instability: 3n unstable air !ass with a lapse rate greater than the #ry a#iabatic lapse rate 6$
9?$%%!7.
Isobars: 3re curve# lines on a weather !ap which connect points that have the sa!e at!ospheric
pressure.
Kiting: .se# !ore often as groun# control.
3aminar 'ir: =!ooth4 non-turbulent air.
3anding )ear: Gour legs.
3eading edge: he forwar#!ost part of a wing. he spar that for!s this forwar# part.
3ift: .prising air use# by the pilot to soar.
3ift to drag ratio <lMd>: 3 co!parison of the lift forces to the #rag forces.
3ock$out: 3n out-of-control swinging of the gli#er to one si#e with a subse5uent nose #ive while
towing.
3og book: 3 book use# to list flights an# achieve!ents.
3ines: he rigging which connects the canopy to the harness.
1a?imum glide ratio: he best possible gli#e ratio for a given pilot an# gli#er co!bination.
1icrometeorology: ,s an offshoot of !eteorology #ealing with s!all-scale weather patterns.
1inimum sink rate: he slowest #escent rate possible with a given pilot an# gli#er co!bination.
1in sink speed: .sually achieve# with the use of so!e braking.
1ilking the 3ines: .ntangling the paragli#er lines while on the groun#.
1sl: 3bbreviation for !ean sea level that in#icates the height above the sea level.
"6T'1: MeansLNotice to 3ir!enM an# contain infor!ation concerning the establish!ent or the
change of con#ition of use of any aeronautical facility4 service4 proce#ure or ha"ar#4 the ti!ely
knowle#ge of which is essential for personnel concerne# with flight operations.
6rographic lift: 3scenting air current pro#uce# by the prevailing win# when force# to follow the
!ountain/s contour towar#s the peak.
Parablend: o wrap your wing an#?or lines in the propeler of a para!otor.
Parachutal stall or Deep stall: his situation is invariably acci#entally i!pose# on the pilot an# is
not a B line stall4 which is a controlle# stall.
Parking or Parapark: 8hen the win# spee# !atches paragli#er/s airspee#
Pitch: Eotation about the lateral a(is which is an a(is fro! si#e to si#e 3!ount of nose up or nose
#own.
P): ParaGli#er
Porosity: he !easure of the a!ount of air that can pass through the wing/s !aterial.
Polar curve: 3 graph or #iagra! where #escent rate an# flying spee# are recor#e#.
PP): Powere# ParaGli#er
Preflight check: 3 careful inspection of the entire flying syste! before inflation.
ProEected area: Pro;ecte# span ( average chor#.
Propeller: as in all aviation4 is nothing !ore than a spinning wing that provi#es thrust.
Aace to goal: =tarting point to arrival point 6usually lan#ing point7.
Aadiation fog: Bor!e# at night in light to !o#erate win#s when the air is coole# by the groun#
which itself has been coole# by ra#iation. ,n the absence of !oisture or #uring strong win#
con#itions fog #oes not occur.
Aapid link <.uick link>: 3 s!all loope# #evice use# to attach risers to a harness
Aefle?: 3n upwar# ben#ing of the rear of an airfoil to prevent #ives.
Aelative 9ind: ,s pro#uce# by our wing #uring forwar# !otion in the air. ,t has the sa!e a(is but
opposite #irection to the flight path.
Aelative 5umidity: he Eelative 2u!i#ity e(presses how !uch !oisture is in the air4 as a
percentage of the total !oisture the air can contain at the current te!perature.
Aeverse launching: ,nvolves turning aroun# to face the wing an# pulling it up4 then turning back
aroun# to run for takeoff.
Aeserve parachute: 3 conventional parachute worn for use in case of e!ergency.
Aibs: he vertical panels that separate cells in a canopy.
Aisers: =uspension lines. he lines that attach a harness to the canopy an# hol# the canopies angle
of attack.
Aoll: Eotation about the longitu#inal a(is which is an a(is going forwar# an# back 6Difting or
#ropping a wing7.
Aoot: he center of the wing.
Aotor: urbulence as a result of being #ownwin# of an obstacle.
ea smoke: Bor!e# at sea #ue to the #ifference in te!perature between seawater an# col#er air.
8hen water vapor evaporates it i!!e#iately cools an# reaches saturation in the col# air.
aturated air: he air hol#ing the largest possible a!ount of water vapor.
ink: Balling air which !akes the gli#er travel #ownwar# faster than nor!al.
lip: 3 falling to the insi#e of a turn #ue to insufficient push out.
itter: 3 pilot who stops running early on take-off an# sit in the harness challenging his luck.
oaring: Blight e(ten#e# beyon# the nor!al gli#e path of the gli#er.
pan: he total wi#th of a gli#er fro! tip to tip.
piral dive: 3 spiral #ive consisting of continuous tight A*% turns.
pin: 3 violent rotation aroun# one si#e of the wing.
lope landing: Dan#ing across a slope or inclination.
tability of the 9ing: en#ency for a gli#er to return to level flight.
tability of the atmosphere: 8hen lower air !asses are cooler or with the sa!e te!perature of the
upper air !asses.
tabili7er: 3 flap or series of cells at the en#s of a canopy to help hol# it sprea# .
tall: 3 su##en loss of lift an# increase in #rag #ue to an e(cessive angle of attack.
talling turn: 3 turn with too !uch insi#e brake applie# resulting in a #ropping back of the insi#e
wing followe# by a #ive.
teering lines: he control or brake lines use# to steer a gli#er or change its spee#.
urface 9ind: ,s the prevailing win# close to the surface of lan# an# sea an# is affecte# by friction.
Tail9ind: 3 win# fro! the rear or in the #irection of hea#ing.
Tandem: wo people flying together4 the pilot an# a passenger.
Tell$tale: 3 piece of yarn or cloth on the gli#er to tell win# #irection at takeoff.
Thermal: a war! current of air rising fro! the sun-war!e# earth that can be use# to gain altitu#e
while in flight. a co!!on source of low level turbulence.
Triangle: 9o!petition race with at least & turn points.
Triangle $ 4'I : =i!ilar to above4 but the turn points !ust obey rules #eter!ine# by the B3, 6see
www.fai.org7.
Trimmers: 9onfiguration on the risers for altering the angle of attack
Thunderstorm: 3 large convective cell that features violent weather in the for! of high win#s4
turbulence4 lightning an# hail.
Toggles: he han# recepticals or loops at the en# of a steering line.
To9 line: he line use# to tow gli#ers with a vehicle.
Top landing: Dan#ing on a flat top surface of the !ountain.
Top$!ottom: Blight in stable air.
Total 9eight <'ll Cp /eight>: he weight of the pilot an# all e5uip!ent4 inclu#ing the paragli#er.
Trailing edge: he rearwar# part of a wing.
Tuck: 8ing collapse.
Turbulence: Gusts or swirls of air encountere# in flight.
Turtle: o fall over backwar#s onto your para!otor while it/s strappe# to your back.
Cp9ind: 3 flight #irection hea#ing into the win#.
8alley 9ind: .se# to #escribe the e(istence of a win# in a valley4 which #iffers fro! the general
prevailing win#.
8ariometer: an instru!ent that #isplays your rate of #escent or ascent.
8elocity: 3 !easure!ent of the spee# an# #irection of !otion.
8enturi effect: 8in# increases velocity #ue to contricte# flow an# is na!e# after the italian
scientist that #iscovere# it back in the $)th century.
8orte?: he swirling of air at the wing.
8 min: Mini!u! spee# before the wing loses its capacity to stay airworthy. 3chieve# via brakes
without the use of the spee# bar or tri!!ers.
8 ma?: Ma(i!u! spee# via spee# bar an# tri!!ers.
8 trim: Blying spee# without the use of brakes4 spee# bar or tri!!ers.
/ashout: 3 progressively #ifferent angle of attack fro! the center of the wing to the wing tips.
/eight <Total>: he weight of the pilot carrying all his flying e5uip!ent inclu#ing the wing.
/eight <Pilot>: Bo#y weight.
/onder 9ind: ,s the !il# lift pro#uce# by convergence of catabatic win# an# the last ther!als of
the #ay.
/ind Dummy: he pilot !aking the first flight of the #ay to test the prevailing con#itions
/ind$gradient: ,s the gra#ual re#uction in win# spee# as we approach the surface #ue to the
friction of the groun#.
/indsock: 3 #evice use# to show the #irection of the win# an# to so!e e(tent the win# spee#.
/ing loading: he weight-to-area ratio on an aircraft foun# by #ivi#ing the flying weight of the
pilot plus the gli#er by the total wing area.
/ingover: 3 !aneuver which is in reality a cli!bing steep turn en#ing in a #ive.
Da9: he !otion of a wing whereby one si#e !oves forwar# an# the other !oves backwar#s 8e
call such rotation a change of hea#ing.
Tips as a ,uick guide
&- Brakes shoul# always be hel#4 especially #uring launch proce#ure.
2- :on/t launch if there is turbulence that you are not prepare# to #eal with.
=- he goo# flying con#itions happen when you are away fro! the flying area.
%- Pay attention to the fight of phobia an# fear.
G- :o not hi#e your fear fro! yourself an# fro! your frien#s.
6- ,t is H0 to 5uit paragli#ing if you feel that it is not un#er your control.
+- :o not struggle to get into your harness after take-off.
;- Eotate the win# !eter to fin# the !a(i!u! win# spee# #irection.
#- ,f you see a pilot having a ba# takeoff4 be prepare# to have one as well.
&0- Grab the back risers while you wait to launch in gusty con#itions.
&&- :o not ask for assistance fro! people that #o not know how to help you.
&2- 3lways secure your leg straps first an# #on/t open the! until you are rea#y to re!ove the
harness.
&=- 9hewing gu! can assist your concentration.
&%- .ntangling is easy when you start fro! the risers to the wing with 3 lines.
&G- ,n a strong win#4 let so!eone grab your lea#ing e#ge at the center.
&6- Boots4 hel!et an# gloves are essential ite!s of the flying e5uip!ent.
&+- he lan#ing path is the safety path.
&;- Dan#ing en#s when your wing is packe#.
&#- ,f you are getting #ragge#4 grab one riser4 a line or !aterial an# pull.
20- .se big ears in turbulent areas.
2&- :o not use big ears unless essential.
22- 8hen the slope is on your left4 keep pressure an# bo#y shift on the right.
2=- Dook4 lean4 turn.
2%- Never say K, will #o a top lan#ingK. =ay K , will try.K
2G- 3lways #o the best you can to #eal with a proble!. ,t is enough.
26- 2an#le your brakes s!oothly an# progressively.
2+- 3lways attach your spee# syste! to the risers an# keep the bar free.
2;- ,f you have a collapse4 try to keep your track without panic. =teer4 then clear.
2#- Gou can perfor! !uch greater weight shift while recline# than while upright.
=0- o #eter!ine win# spee# an# #irection at altitu#e look at the sha#ow of a clou# on the groun#.
=&- =ecure the leg straps first as soon as you have put on the harness an# release the! last.
=2- 3ctive flying is keeping your wing e(actly above an# centere# over your bo#y.
==- 8hen you are in a ther!al4 forget your vario an# feel the center of lift.
=%- Perfor!ing figure-+ turns can be better than full turns if there is a risk of colli#ing with the
ri#ge.
=G- 3 ther!al colu!n constitutes an obstacle for the win#. here is a lee si#e to it.
=6- Never leave lift.
=+- :on/t fly into clou#s.
=;- Prefer trees for e!ergency lan#ings than the risk of water4 cables an# sharp ob;ects.
=#- Dook at the groun# when you are in turbulence4 an# #on/t look at your wing all the ti!e.
%0- he !ore turbulence4 the further away fro! the hillsi#e you shoul# be flying.
%&- ,n turbulence bo#y shift shoul# be use# !ore than brakes.
%2- By !aintaining so!e pressure on the brakes you can spee# up an# slow #own as well.
%=- ,t is better to lan# with big ears by applying the brakes4 than trying to release the! near the
groun#.
%%- ,f you have plenty of altitu#e try to recover fro! a collapse rather than to #eploy your reserve.
%G- ,f you are low4 #on/t hesitate to throw your parachute after an uncontrollable collapse.
%6- :o not look at the obstacle you are afrai# to crash into 6this is calle# fi(ation7.
%+-=teering without the brakes is possible with back risers an#?or bo#y weight shift.
%;- Deave your wing unfol#e# if you are hurt #ue to a ba# lan#ing.
%#- 3lways carry a spare line an# repair a#hesive repair !aterial in your harness.
G0- 8hen the te!perature is high4 !etal parts of the risers shoul# not be allowe# to touch the wing.
G&- here are no goo# pilots4 only ol# pilots.
G2- he only thing better than getting high4 is being low at first.
Aesults from ,ompetitions
,ountry code:
V GB S Great Britain
V 92 S =wit"erlan#
V : S Ger!any
V BE S Brance
V ,3 S ,taly
V 3. S 3ustria
V I3P S Iapan
V 9[ S 9"ech Eepublic
V :3N S :en!ark
V D,92 S Dichtenstein
V =8 S =we#en
V 93N S 9ana#a
V =DH S =lovenia
/orld Paragliding ,hampionships
N &#;# 0ossen4 irol 63ustria74 %$?%)?+1 - $*?%)?+1
$st 8orl# Paragli#ing 9ha!pionship cancelle# while \n#re Bucher was in $
st
place. Many pilots
accuse# hi! of non-athletic behaviour.
N &##& 3lpes-#e-2aute-Provence 6Brance7
1en
&- Eobbie 8hittall4 GB 6Birebir# Nin;a7
2- 3n#y 2e#iger4 92 6Paratech P'7
=- .rs 2aari4 92 6Nova Phanto!7
/omen
&- 3n#rea 3!!ann4 3. 6E#el [X7
2- anaka Miyuki4 I3P
=- Nanou Berger4 BE 63#vance H!ega7
N &##= Ferbier 6=wit"erlan#7
1en
&- 2ans Bollinger4 92 63#vance proto7
2- Ernst =trobl4 : 6.P proto
=- Iohn Pen#ry4GB 63irwave Eave7
/omen
&- 9a!illa Perner4 3. 6E#el Eainbow7
2- Nanou Berger4 BE 63#vance H!ega &7
=- Miuyki anaka4 I3P 6Nova =phin(7
N &##G 0ytakyushu 6Iapan7
1en
&- =tefan =tiegler4 3. 6Pro:esign proto7
2- 2ans Bollinger4 92 63#vance proto7
=- Iocky =an#erson4 GB 6Nova Xenon7
/omen
&- Iu#y De#en4 GB 6E#el7
2- Miyukianaka4 I3P 6E#el7
=- Nanou Berger4 BE 63#vance H!ega A7
N &##+ 9aste;on #e =os 6=pain7
1en
&- Iohn Pen#ry4 GB 63irwave7
2- 9hristian a!egger4 3. 6E#el =ector7
=- Ii!!y Pacher4 ,3 6E#el =ector7
/omen
&- =an#ie 9ochepain4 BE 6E#el =ector7
2- 9laire Bernier4 BE 6E#el =ector7
=- Douise 9ran#al4 :3N 6.P Escape7
N &### Bra!berg ? Neukirchen 63ustria7
8inners at the ti!e cha!pionship was cancelle#.
&- 9hristian 2einrich4 3. 6Nova7
2- 9hris Muller4 93N 6Gin7
=- 8alter 2ol"!]ller 3. 6Nova7
/omen
&- Duise 9ran#al4 :3N
2- Iu#ith :^rflinger4 :
=- Nicole Nussbau!4 92
N 200& Grana#a Eegion of 3n#alucia 6=pain7
1en
&- Duca :onini 6,taly7
2- 9hristian a!egger 63ustria7
=- Hlivier E]sell 6Ger!any7
/omen
&- Douise 9ran#al 6:en!ark7
2- Nicole Nussbau!! 6=wit"erlan#7
=- Miyuki anaka 6Iapan7
N200= Darouco4 Montalegre 6Portugal7
1en
&- 3le( 2ofer 692E7
2- Brank Brown 6BE37
=- Masataka 0awachi6I3P7
/omen
&- Petra 0rausova 69[E7
2- Nicole Nussbau! 692E7
=- Douise 9ran#al 6:N07
Paragliding /orld ,up <P/,>
N &##2
1en
&- .li 8ies!eier4 : 6.P 0atana7
2- .rs 2aari4 92 6E#el Eacer7
=- 2ans Bollinger4 92 63#vance H!ega &7
/omen
&- Nanou Berger4 BE 63#vance H!ega &7
N &##=
1en
&- Eichar# Gallon4 BE 6.P 0atana BE7
2- 2ans Bollinger4 92 63#vance proto7
=- 8alter 2bl"!uller4 3. 6Nova =phin(7
/omen
&- 9a!illa Perner4 3. 6E#el Eainbow7
2- Nanou Berger4 BE 63#vance proto7
=- 9laire Bernier4 BE 6M99 9hallenger 97
V &##%
1en
&- Ii!!y Pacher4 ,3 6Nova =phin(7
2- 2ans Bollinger4 92 63#vance H!ega A7
=- 2arry Bunt"4 : 6Nova =phin(7
/omen
&- Nanou Berger4 BE 63#vance H!ega A7
2- 9laire Bernier4 BE 6E#el Eainbow7
=- 9a!illa Perner4 3. 6E#el Eainbow7
V &##G
1en
&- 2ans Bollinger4 92 63#vance proto7
2- 8alter 2ol"!uller4 3. 6Nova Xenon7
=- Hlivier Nef4 92 63#vance proto7
/omen
&- 9laire Bernier4 BE 6E#el Energy7
2- =ilvia =iegrist4 92 6E#el Energy7
=- Nanou Berger4 BE 63#vance H!ega A7
N $##6
1en
&- 9hristian a!egger4 3. 6=ector7
2- :iet!ar 0arg4 3. 6Nova Xenon7
=- Peter Duethi4 92 6Nova Xenon7
/omen
&- Nanou Berger4 BE 63#vance H!ega A7
2- 9laire Bernier4 BE 6E#el =ector7
=- 0athurston4 GB 6Nova Xyon7
V &##+
1en
&- Ii!!y Pacher4 ,3 6E#el =ector7
2- Peter Brinkeby4 =8 63irwave XMX7
=- 9hristian a!egger4 3. 6E#el =ector7
/omen
&- 9laire Bernier4 BE 6E#el =ector7
2- =an#ie 9ochepain4 BE 6E#el =ector7
=- 3gnes Bouilleu(4 BE 6E#el =ector7
V &##;
1en
&- Peter D_thi4 92 6Nova7
2- Eobbie 8hittall4 GB 6Birebir#7
=- Ii!!y Pacher4 , 6E#el7
/omen
&- 9laire Bernier4 BE 6E#el7
2- =an#ie 9ochepain4 BE 6E#el7
=- Douise 9ran#al4 :0 6Nova7
N &###
6pen ,lass
&- 0ari Eisenhut4 92 3#vance
2- 9hristian a!egger4 3. 6Nova7
=- 2ans Bollinger4 92 6Gin7
erial class 6Perfor!ance wings7
&- Bruce Gol#s!ith4 .0 6H"one7
2- 2enrik Iensen4 :0 6Gin7
=- 3n#rew =!ith4 E=3 63pco7
/omen
&- =an#ie 9ochepain4 BE 6E#el7
2- 9arolyn Dans#ell4 92 6E#el7
=- Douise 9ran#al4 :0 6Gin7
N 2000
6pen ,lass
&- 3n#y 2en#iger4 92 63#vance7
2- =teve 9o(4 92 63#vance7
=- Ii!!y Pacher4 ,3 6Gin7
erial ,lass
&- 3n#rew =!ith4 E=3 63pco7
2- Hliver Doi#ice4 BE 6Blying Planet7
=- Eolf :ale4 NH 63pco7
/omen
&- Douise 9ran#al4 :0 6Gin7
2- =an#ie 9ochepain4 BE 6E#el7
=- Nicole Nussbau!4 92 63#vance7
V 200&
1en
&- Patrick Bero#4 BE 6Gin7
2- 9aron Iean Mark BE 6Gin7
=- Peter Fon kanel 92 6Gin7
/omen
&- Douise 9ran#al4 :0 6Gin7
2- Nicole Nussbau!4 92 63#vance7
=- Petra 0rausova4 9[ 6Mac77
V 2002
1en
&- 3le( 2ofer4 =ui 6Gin Boo!erang7
2- =cotty Marion 6.=37
=- Iean-Marc 9aron 6Brance7
/omen
&- Petra 0rausova 9[
2- Douise 9ran#al4 :EN 6Gin Boo!erang7
=- Elisabeth Eauchenberger4 =8, 6Gin Boo!erang7
200=
1en
&- 3chi! Ioos : 6=ky ava(7
2- =tephan Morgenthaler 92 6Gin Boo!erang7
=- 3le( 2ofer 9h 6.p arga7
/omen
&- Petra 0rausova 9[ 6Mac Magnus7
2- Elisabeth Eauchenberger 92 6Gin Boo!erang7
=- 9aroline Brille BE 63#vance H!ega7
200%
&- Hlivier Eossel : .p Hase
2- Paolo [a!!archi , Boo!erang ,,,
=- Brank Brown BE3 Boo!erang ,,,
/omen
&- Petra 0rausova 9[ Macpara Magnus
2- Elisabeth Eauchenberger 92 Boo!erang ,,,
=- Brille 9aroline B 3#vance H!ega *

2uropean ,hampionships
N &##0 =aint-2ilaire #u ouvet 6Brance7
1en
&- Geral# Maret4 92 63iles #e 07
2- hierry Barbou(4 BE 6,F Ge!!a7
=- Eobert Graha!4 92 6North =ail7
/omen
&- Babienne Dachat4 92 63iles #e 0 Genair7
N &##2 Pre##vor 6=lovenia7
1en
&- Ernst =trobl4 : 6.P 0atana proto7
2- :o!en =lana4 =DH 6E#el Eacer &)7
=- .rs 2aari4 92 6Nova7
/omen
&- Barbara Dacrouts4 : 6E#el Eacer7
N &##% Pre##vor 6=lovenia7
1en
&- Ii!!y Pacher4 ,3 6Nova proto7
2- 2ans Bollinger4 92 63#vance proto7
=- Eichar# Gallon4 BE 6.P proto7
/omen
&- 9laire Bernier4 Br 6E#el Eainbow7
N &##6 F`ga 6Norway7
1en
&- Fincent =prungli4 BE 63#vance proto7
2- 2ans Bollinger4 92 63#vance proto7
=- 9hristoph Mougin4 BE 6Nova Xenon7
/omen
&- Nanou Berger4 BE 63#vance H!ega A7
N &##;
1en
&- Ii!!y Pacher4 ,3 6E#el =aber7
2- Peter Duthi4 92 6Nova X-pert7
=- 0aspi 2enny4 92 63irwave7
/omen
&- =an#ie 9ochepain4 BE 6E#el X'7
N 2000 Gar!ish 6Ger!any7
1en
&- 0ari Eisenhut4 =.,
2- =teve 9o(4 =.,
=. 3chi! Ioos4 GEE
/omen
&- Douise 9ran#al4 :N0
2- Iu#ith :orflinger4 GEE
=- Nicole Nussbau!4 =.,
N 2002 0obari# 6=lovenia7
1en
&- 3le( 2ofer4 =ui 6Gin Boo!erang7
2- 9hristian a!egger4 3. 6Gin Boo!erang7
=- Ii!!y Pacher4 , 6Gin Boo!erang7
/omen
&- Douise 9ran#al4 :EN 6Gin Boo!erang7
2- 9aroline Brille4 BE3 3#vance H!ega
=- Elisabeth Eauchenberger4 =8, 6Gin Boo!erang7
200% Kalavrita )reece
1en
&- 9hristian Mauer 92E Macpara Magnus
2- Bruce Gol#s!ith 9BE 3irwave Magic
=- o!as Brauer 9[E Macpara Magnus
/omen
&- Petra 0rausova 9[E Macpara Magnus
2.Ewa 9ieslewic" 8isnierska :E. 3#vance H!ega *
=- 9aroline Brille BE3 3#vance H!ega *
& st /orld 'ir )ames Turkey &##;
1en

&- 2ugh Miller4 GB
2- Eaul Eo#rigue"4 E=P
=- Martin Brunn4 3
/omen
&- 0a" 2arlan#4 GB
2- 3gnes Bouilleu(4 B
=- =u Hk Iu4 0HE
2 nd /orld 'ir )ames 200& 'ndalucia pain
2ere the results are the sa!e as on the paragli#ing 8orl# 9ha!pionship
1en
&- Duca :onini 6,taly7
2- 9hristian a!egger 63ustria7
=- Hlivier E]sell 6Ger!any7
/omen
&- Douise 9ran#al 6:en!ark7
2- Nicole Nussbau!! 6=wit"erlan#7
=- Miyuki anaka 6Iapan7
=rd /orld 'ir )ames
9ancelle# on &)-$-&%%' #ue to insufficient ti!e with Malaysia an# Pollan# as & final bin#ers.
Top 6I .aragliding .ilots #ankings on Nov7 8II8
$ 9o( =teve - =wit"erlan#
& 2ofer 3le( - =wit"erlan#
& Eossel Hliver - Ger!any
' 9aron Iean-Marc - Brance
- 3rnol# Marc 3ntoine - Brance
* Ioos 3chi! - Ger!any
) Dausch Nor!an - Ger!any
+ Pacher Ii!!y - ,taly
1 =iegel orsten - Ger!any
$% Bonet :al!au Xevi - =pain
/6A3D A2,6AD ub$class 6$= <Paragliders>
"I)$ November 8II8
=traight #istance@ AA- k!
:ate of flight@ $*?$$?$11+
Pilot@ Go#frey 8ENNE== 63ustralia7
9ourse?place@ Mt. Borah
Paragli#er@ 3#vance H!ega '?&+
=traight #istance to a #eclare# goal@ &-).' k!
:ate of flight@ &A?$&?&%%%
Pilot@ Iac5ues 9HE[EE 6=outh 3frica7
9ourse?place@ Prieska 6=outh 3frica7
Paragli#er@Gin Gli#ers Boo!erang
Hut-an#-return #istance@ $*1.1 k!
:ate of flight@ %A?%+?$11-
Pilot@ Pierre BH.,DDH.X 6Brance7
9ourse?place@ Binhaut 6=wit"erlan#7
Paragli#er@.P Escape
:istance over a triangular course@ &%A.* k!
:ate of flight@ $1?%*?&%%%
Pilot@ 0laus 2E,M2HBEE 63ustria7
9ourse?place@ =tubnerkogel 63ustria
Paragli#er@ Gin Gli#ers Boo!erang
=pee# over a triangular course of &- k!@ &+.&* k!?h
:ate of flight@ &)?%*?$11-
Pilot@ Patrick BEEH: 6Brance7
9ourse?place@ 3lbertville 6Brance7
Paragli#er@ E#el Energy A%
=pee# over a triangular course of -% k!@ &A.* k!?h
:ate of flight@ %-?$&?$111
Pilot@ En#a M.EP2G 63ustralia7
9ourse?place@ Mt. Borah4 Manilla 63ustralia7
Paragli#er@ 3#vance H!ega '?&+
=pee# over a triangular course of $%% k!@ $1.') k!?h
:ate of flight@ &+?%)?&%%$
Pilot@ Burkhar# M3EEN= 6Ger!any7
9ourse?place@ Brauneck 6Ger!any7
Paragli#er@ Gin Gli#ers Boo!erang
=pee# over a triangular course of &%% k!@ &A.-% k!?h
:ate of flight@ $1?%*?&%%%
Pilot@ 0laus 2E,M2HBEE 63ustria7
9ourse?place@ =tubnerkogel 63ustria7
Paragli#er@ Gin Gli#ers Boo!erang
=pee# over an out-an#-return course of $%% k!@ &+.%' k!?h
:ate of flight@ &'?%$?$111
Pilot@ 2owar# E3FEE= 6.07
9ourse?place@ Eucla 63ustralia7
Paragli#er@ 3irwave XXX
Gain of height@ '-&* !
:ate of flight@ %*?%$?$11A
Pilot@ Eobbie 82,3DD 6.07
9ourse?place@ Bran#vlei 6=outh 3frica7
Paragli#er@ Birebir# Nava;o Proto
W9#$' #0"9#' "$AI& .0N'ING #ATI+I"ATI9N November
8II8
9ategory@ General
=traight #istance@ '&$ k!
:ate of flight@ &$?%*?&%%&
Pilot@ 8illia! G3:: 69ana#a7
9ourse?place@ [apata4 X 6.=37
Paragli#er@ =uperfly ? Ee# Bull
9ategory@ General
=traight #istance to a #eclare# goal@ &)A.A k!
:ate of flight@ %A?%+?&%%&
Pilot@ Bruce GHD:=M,2 6.07
9ourse?place@ E#inberg4 X 6.=37
Paragli#er@ 3irwave Magic A M
Associations on the Web
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B3, =ecretariat B3, 3venue Mon-Eepos &' 92-$%%- Dausanne
=wit"erlan#
el@ J'$ &$ A'- $%)% Ba(@ J'$ &$ A'- $%)) 2mail: infoUfai-org
'4"6A: 999-afnor-fr
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)reek 999-paragliding-gr
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N CK: British 2ang Gli#ing an# Paragli#ing 3ssociation 999-bhpa-co-ukMbhpa and
999-bpa-org-uk
N Ckraine: 999-visti-netMskydive
N C': .= 2ang Gli#ing 3ssociation 999-ushga-org and 999-uspa-org
he active paragli#ing server 999-paragliding-org has the links a pilot re5uires.
3ast Pages
Author! .anayiotis <aniamos
Born in 3thens4 Greece in $1-). Marrie# with one chil#. 2e stu#ie# econo!ics. =peaks English an#
so!e Brench an# has travele# e(tensively all over the worl#.
3part fro! !otorcycle racing4 a!ateur long #istance running an# paragli#ing he owns an ,nternet
cafeteria www.(plorer.gr an# buil#s web pages.
2as been involve# in flying sports since $11&4 he is instructor fro! $11*4 tan#e! pilot an#
acci#ents investigator. ,n $11* he won the Greek 9up4 vice cha!pion in $11*4 paragli#ing
cha!pion in $11) an# in &%%& he won the Greek paragli#ing accuracy 9ha!pionship.
Personal webpage@ www.(plorer.gr?panayiotis E!ail@ info@paragli#ing.gr
el@ %%A% &$% 1*+%*&%. 3##ress@ 9horikon ' $**)- 3thens Greece4
General infor!ation an# corrections of this book www.paragli#ing.org?book

Illustrator! )agellis T4annis
Born on the islan# of =yros4 Greece. ,n $11%4 he gra#uate# Facalo 9ollege as a graphic artist.
:uring his stu#ies4 an# until $11$ he was working for 3M a#vertising an# #esign. ,n $11& he went
to Pen a#vertising an# Moto !aga"ine where he worke# untill $11'. =ince then he has worke# with
Eoa# e#itions an# %-A%% !aga"ines.
Illustrator! Tonia <ou4ou
Born in 3thens in $1)-. ,n $1114 she gra#uate# Facalo 9ollege as a graphic artist4 with bachelor of
arts.
=he has A years working e(perience in a#vertising. =he is currently working as a freelance in
graphic #esign an# is also a #ra!a stu#ent.
Translator! Gregory "ooper
Bro! =outha!pton Englan#4 a gra#uate of Don#on .niversity. 2as been a resi#ent of 3thens an#
teacher of the English language for !any years. 2e is also a translator an# can speak Greek an#
Brench fluently.
Acknowledgements
/e 9ish to thank:
V :ennis Pagen4 9ostas Pikros4 3risti#es Eepoulias4 0insley 8ong of Big 3ir Paragli#ing4 :r. P.
Panourgias.
V ,oaki! =kon#ras for his aerobatics4 :i!itris 0arpis 6www.karpisart.gr7 for his #rawings4 :i!itris
Pataras for his flash intro an# a lot !ore for their contribution to this book.
V 9ross 9ountry !aga"ine for it/s support.
V he !ain i#ea of fear4 #ecisions an# observation is taken fro! :ennis Pagen/s books4 as was the
!aterial on towing.
V 9,FD4 :2F4 Nova4 Bree(4 =wing4 3pco4 H"one4 Michel Pheifer4 :ionissis Flassopoulos4 =telios
Makrovassilis4 Moscow =tu#io 9o!puter Graphics an# E(tre!e 3rts4 M@nos4 www.airrave.co!4
the internet sites offering free infor!ation4 especially paragli#ing.org4 para&%%%.co!4 Iero!e
:aoust4 :enise Din#5uist.
V Moscow =tu#io an# Graphics for their contribution.
V Gou
%ibliography
V 3B9 of Paragli#ing - 2ubert 3upetit
V $%% 5uestions sur le parapente - 2ubert 3upetit
V raite #e Pilotage et #e Mecani5ue #u vol-2ubert 3upetit
V .n#erstan#ing the sky4 he 3rt of Paragli#ing4 Perfor!ance flying4 owing aloft by Dennis
Pagen
V ouching clou#base - ,an 9urrer X Eob 9rickshank
V Meteorology an# flight -o! Bra#bury
V =ite #e vol libre #e Brance - Iacky Estublier4 Marc Nicolas
V he air pilot/s weather gui#e - ,ngri# 2olfor#
V Paragli#ing the co!plete gui#e - Noel 8hittal
V Paragli#ing - 8ills 8ing
V 3eronautical Meteorology - 0. Pikros
V Blight - Dife
V ,nternet articles writen by Iero!e :aoust an# unkown authors
V Maga"ines@ Parapente4 Bly X Gli#e 6:rachenflieger74 Gleitschir!4 =kywings4 Parapen#io4
3irplane4 3"i!oyth4 9ross-country.
:ennis Pagen/s books !ay be foun# at@ www.la"erlink.co!?apagenbks
Poems
Wings of passion
3 bree"e on !y cheek4 a gentle caress.
3 taste of things to co!e.
his e(cites !e beyon# co!pare.
, stan# at the e#ge4 waiting for you.
ake !e to new heights of ;oy an# passion.
Dips tre!bling4 eyes gla"e# with fire.
, look forwar# to our ;oining4 !y first ti!e with you.
Eea#y now4 , run into your ar!s4 an# you lift !e up.
Det us share this !o!ent4
this #ance4 this !agic in the air.
Hh glorious win#4 e!brace !eNN
, wish to learn !ore of you.
o taste this sweet ;oy of flight.
63nticipation of !y Birst Blight7 by Denise 3ind.uist
High +light
Hh4 , have slippe# the surly bon#s of earth
3n# #ance# the skies on laughter-silvere# wingsO
=unwar# ,/ve cli!be#4 an# ;oine# the tu!bling !irth
Hf sun-split clou#s---an# #one a hun#re# things
Gou have not #rea!e# of - wheele# an# soare# an# swung
2igh in the sunlit silence. 2ov/ring there4
,/ve chase# the shouting win# along4 an# flung
My eager craft through footless halls of air.
.p4 up the long4 #elirious burning blue
,/ve toppe# the win#swept heights with easy grace
8here never lark4 or even eagle flew.
3n#4 while with silent4 lifting !in# ,/ve tro#
he high untrespasse# sanctity of space4
Put out !y han#4 an# touche# the face of Go#.
Poe! by @ohn )illespie 1agee0 @r-
A child
he chil# raise# his han#4
stretche# his fingers an# shoute#4
DookN , touche# the sky.
3s he grew the sky grew farther4
3n# one #ay he took to a paragli#er4
an# shoute#4
DookN , a! the skyN
Poe! sub!itte# byParimal India
Dou kno9 that you are addicted to Paragliding 9hen you do
&M= from the follo9ing list:
$. People show you pictures of their vacation an# you co!!ent on the KRnice clou#sK.
&.Gou #rive aroun# with your gli#er in your car KIust in case it gets goo#K.
A.Gou own at least A paragli#ing -shirts.
'.he first 5uestion you ask on a #ate is K:o you #rivePK
-.he wor# KPenetrationK loses it/s se(ual connotation.
*.=e( is so!ething you #o when it/s not soarable.
).Gou !anage to steer the conversation to paragli#ing an# ther!alling at any party.
+.he only people who stay at your house are either pilots4 or soon beco!e pilots.
1.Gou start Kpulling brakeK when your alar! clock beeps.
$%.Gour gli#er rack is per!anently on your truck.
$$.Gou know the na!e of every peak within $%% !iles of your ho!e.
$&.Gou/ll watch an hour long cru!!y show because there/s a $% sec. shot of paragli#ing in it.
$A.Gou think nothing of #riving $% hrs to the !ountain but gru!ble constantly about #riving '
!inutes to work.
$'.Gour #og/s na!e is REotor/ an# your cat/s Rsink/.
$-.Gou incorporate PG ;argon into every#ay speech.
$*.Gou woul# #rive AJ hours to a site wishing the weather forecast is wrong.
$).Gou arrange your office so that you can per!anently watch the co!pany/s flag fro! your
win#ow.
$+.8hen you/re not flying4 you/re on the www.paragli#ing.org ,nternet site.
$1.he largest fol#er on your har# #rive is na!e# Paragli#ing.
&%.Gou check your e-!ail !ore than twice a #ay.
&$.Gou know !ore about the weather pre#ictions than the weather!an on F.
&&.Gou wear a casio alti!eter watch4 instea# of a =watch watch.
&A.Gou are consistantly breaking spee# li!its to get to your =ite.
&'.Gour #riving beco!es erratic as you look for clou#s #evelop an# ther!alling bir#s.
&-.Gou !ake your #a# #rive for you on his first visit after bypass surgery.
&*.he sight of a #ust #evil gives you a pit in your sto!ach.
&).Gou hang in your harness an# watch F
&+.Gou pay !ore attention to the win# noise than to the person talking to you.
&1.Gou have b$%%% in savings an# you think GP=.
A%.8hen travelling by air4 you get a win#ow seat.
A$.Gou woul# only consi#er losing weight if it helps your wing loa#ing.
A&.Gou cannot look at a hill without trying to figure out what win# #irection it woul# best serve as
launch.
AA.Gou recall every vacation that you took by looking in your logbook. reporter 6who #oesn/t know
the #ifference7 that it was a hanggli#er so that ba# publicity #oesn/t har! paragli#ing.
A'.Gou have a large nu!ber of photographs showing your shoes.
A-.Gou observe the rising s!oke an# forget to call the police for a fire.
A*.Gou have na!es for so!e of the local hawks.
A).he first nu!ber in your telephone/s !e!ory is that of the weather service.
A+.Gou work nights so your #ays are open for flying
A1.Gou keep your ra#io batteries fully charge# in the #ea# of
winter ;ust in case.
'%.Gou call in sick at work #ue to soar throatN
'$.KGetting 2ighK has absolutely nothing to #o with illegal #rugs.
They said

3eonardo Da 8inci
V @udgement is what co!es fro! !aking ba# #ecisions.
V E(perience is a har# teacher. 4irst comes the test0 then the lesson.
V akeoffs are optional4 lan#ings are !an#atory.
V 3ir spee#4 altitu#e or brains4 you always nee# at least two.
V ,f you are looking for perfect safety4 you will #o well to sit on the fence an# watch the bir#s.
V Blying is the secon# greatest thrill known to !an. Dan#ing is the first.
V Mi( ignorance with arrogance at low altitu#e an# the results are al!ost guar antee# to be
spectacular.
V ,f you can/t affor# to fly it right4 be sure you can affor# to fly it wrong.
V ' good paragliding pilot can be #efine# as one who can look far in a#vance4 anticipate situations
an# act accor#ingly provi#e# that he has a goo# co!!an# of theory4 he practices fre5uantly an# he
e(cercises precaution.
V ,f you really wish to learn4 get a paragli#er4 beco!e ac5uainte# with its tricks by actual trial.
/ilbur /right
V 0eep your brain a couple steps ahea# of the gli#er. "eil 'rmstrong
V 8e take these risks not to escape life4 but to prevent life fro! escaping us. 'non
V Get trainingN ,t !eans trust in what your #oingN No trust4 No fun. 2ddie @ones
V Plan the flight4 fly the plan.
V o !ost people the sky is the li!it. o those who love aviation4 the sky is ho!e.
V he ob;ect of the ga!e4 gentle!en4 is not to cheat #eath4 the ob;ect is not to let #eath play. Patrick
Poteen4 =gt. ..=. 3r!y
V Blying is the har#est thing to learn an# the easiest to #o. 'non
V 8hen once you have taste# flight4 you will forever walk the earth with your eyes turne# skywar#4
for there you have been4 an# there you will always long to return. 3eonardo da 8inci
Interesting 'rticles
It is a common simplificationMmisunderstanding that 9e do not climb 9hen 9e turn into 9indT
Xy tephen Purdie
$.8hen you !ake a turn4 your airspee#4 your gli#ers airspee# an# your rate of #escent increase.
8hen you straighten out4 your airspee# will revert to the previous value4 resulting in a brief
conversion cli!b4 though en#ing no higher than before the turn was starte#.
&. 3s you e(it the turn !ost4 if not all4 gli#ers pitch back e(cessively4 in part #ue to the e(cess
energy that you are carrying - re!e!ber that your !o!entu! is trying to #rag
the gli#er through the air faster than it wishes to fly4 increasing the angle
of attack an# thereby causing an e(cess spee# re#uction an# conse5uent conversion into
height.
=a#ly the ne(t thing that happens is that this height is lost as the gli#er re-establishes nor!al flying
spee#.
hus the !ost efficient way to fly is to avoi# this sort of ephe!eral spee#?height change - other
con#itions notwithstan#ing. o re#uce these effects always allow the
gli#er its hea# when e(iting a turn. Personally 4, also prefer to accelerate as !uch as realistically
possible before !aking the turn4 that way the turn can be !a#e pri!arily using both brakes
6yaw then pitch to in#uce high bank74 rather than ;ust one4 that way as you e(it the turn4 releasing
the brakes pro!otes a #ive which to so!e e(tent !ay counter the unwante# cli!b out - this is
particularly relevant when scratching.
A. ,n fact4 if you !ake a $+% #egree turn fro! #ownwin# you will have an e(cess of energy base#
on your change of spee# 6not velocityN at the ti!e of writing , was trying to keep it si!ple7
i.e if you are flying in a $% k!h tailwin# at &% k!h you are travelling across the surface at A% k!h.
3fter co!pleting a turn into win# you will be travelling at &% k!h airspee# into a $% k!h
hea#win#4 so your new net across the surface will be $% k!h. Now in !aking this change you have@
a7 #eflecte# your path by $+% #egrees4 which takes energy
b7 re#uce# your spee# by &cwin#spee#4 eg &% k!h4 which yiel#s an e(cess of energy
he e(cess of energy !ay be #escribe# by the kinetic energy e5uation
EkS$?& !vd&. 6v in !?s.7
Now if4 all up4 you weigh $%% kg you will have gaine#
%.-c$%%c6&%c$%%%?A*%%7d&S$-'A Ioules 6so# all reallyN7 relative to the groun#.
B.
ake an inertial fra!ework4 say the pilot etc at $%% kg an# a volu!e of air containing hi! of4 say4 a
$& ! ra#ius aroun# hi!. clearly this air is sub;ect to flu( base# on the pilots airspee# X l#4 but for
the !o!ent this will be #isregar#e#.
Now in a goo# ol# fashione# Newtonian universe4 the inertia of this syste! !ust
re!ain constant4 unless acte# upon by an e(ternal force. =o if our pilot is
perfor!ing
turns then his changes of inertia !ust be reacte# by the surroun#ing air !ass.
his in turn !eans that the air !ass alters its inertia in line with the changes in the pilots intertia. ie
if the air is travelling at $% k!h an# it
has a !ass of $.$1 kg c $&dA c pi c '?A S +*$A kg it has an initial inertia4 relative to the groun#4 of
EkS$?& !vd&4 %.-c+*$Ac6$%c$%%%?A*%%7d& S AA&&1 I an# the pilot flying #ownwin# at &% k!h
airspee# will have an initial inertia of
%.-c$%%c66&%J$%7c$%%%?A*%%7d&SA')& Ioules
Giving a syste! total inertia of A*)%$ I
Now when the pilot reverses his course his 6vectorise#7 inertia will change by -'% k!h4 ie
%.-c$%%c66-'%7c$%%%?A*%%7d&S 6-7 *$)A Ioules
=o4 when the pilot turns $+% #egrees fro! #ownwin# to upwin# *$)A ;oules is a##e# to the energy
of the surroun#ing air4 assu!ing 6rashly7 that this only affects the &'! #ia sphere
!entione# earlier4 then the velocity of that air shoul# increase in or#er to satisfy !r Newton@
AA&&1 I J *$)A I S A1'%& I
%.-c+*$A?A1'%& S $?6v7d&
s5rt6A1'%&?6%.-c+*$A77SvS A. !?s S A?$%%%cA*%% S $%.+ k!h
Now this !eans that the air !ust accelerate significantly #ownwin# in or#er for the pilot to
co!plete the turn upwin# an# !aintain a constant syste! inertia. 9oul# this in turn !ean
that the pilot fin#s that on co!pletion of the turn he is actually going too slowly 6$)k!h7 for the
angle of attack an# that he will have to loose !ore height to accelerate such that he !eets the
unaccellerate# onco!ing air at &% k!hPP
hankfully this is not the case4 this is where the flu( !entione# earlier co!es into play.
he accellerate# air leaves our inertial fra!ework4 to be replace# by air at the nor!al velocity for
that point in the sky4 leaving only a portion of #isturbe# air where we turne#.
2owever4 there !ust be nu!erous a##itional transient effects which , have not looke# into4 eg
wake4 co!pressibility4 further re!ove# inertial effects4 groun# effects Xc Xc.
,n other wor#s4 the su!s in#icate that4 if anything4 you will loose energy an# therefore height4 when
you turn into win# an# that any gains !ust be #ue to other factors. 6flying upwin# at a constant alt.
you are increasing your potential energy wrt the groun#4 but that is another story - re!e!ber in non
rising?sinking air it takes !ore height to cover groun# upwin# than #ownwin#7
'. 8hy #o you so!eti!es !ake a big gain on turning into win# when ther!alling4 before leaving
the hillP
Probably ;ust because as you approach the upwin# e#ge of a low ther!al it is going up faster as it
has not ha# ti!e to react to the win# urging it along.
-. 8hy is the upwin# leg always better than the #ownwin# leg when scratchingP
:on/t know4 coul# be psychological in origin4 coul# it be #ue to the refractive effects of the groun#
on the win# flow an# how that varies with heightP
=tephen Pur#ie
P22D !'A TIP !y !ob Drury published in ,ross,ountry 1aga7ine
,n the early <1%s4 going efull bar< on your spee# syste! was the e(clusive haunt of the #esperate4 the
cra"y or the very skille#. Paragli#ers were neither built nor teste# at high spee#s4 an# accelerate#
flight was very !uch a erough science<. ,t was si!ple@ a suitable a!ount of spee# bar travel was
allotte# to pro#uction wings4 whilst the co!petition !o#els carrie# as !uch as the riser an# pilot
#are take.
39P.D4 the !ain testing authority at the ti!e4 #i#n<t con#uct any tests on the gli#er<s behaviour at
accelerate# spee#s. 3n#4 alar!ingly4 39P.D still #oesn<t test gli#ers for #eflation recovery #uring
accelerate# flight. ,t<s a bi"arre o!ission that !eans that 39P.D certifie# gli#ers are only teste#
over the lower two thir#s of their usable spee# rangeN
i!es are changing though an# !ost !o#ern paragli#ers are now built with a very usable
accelerate# spee# range an# the :2F now inclu#e both sy!!etric an# )%T asy!!etric #eflations
at the wing<s top accelerate# spee# in their tests. Eeaching for your spee# bar nowa#ays shoul#n<t
;ust be a last #itch e!ergency !easure to stop you being blown over the back of the hill4 but shoul#
instea# be an integral part of every#ay flying.
9onsi#er the gli#er , fly at the !o!ent4 an H"one Proton G. 9ertifie# at :2F &-A4 the G stalls at
&& k!?h4 flies at A+ k!?h at ehan#s up< 6tri! spee#7 an# will accelerate to -* k!?h with the
spee#bar. he gli#er has a spee# range of A' k!?h with $+ k!?h on the barO over -%T of the usable
spee# range is obtaine# by using the spee# bar.
0nowing how best to use this a##itional spee# range will give you greater perfor!ance as you
penetrate into hea#win#s. Nearly every flight we !ake involves so!e kin# of into win# gli#e4 be it
pushing forwar# un#er a clou# in the flatlan#s4 to !aking a valley crossing in the 3lps. ,n e#ition
)-4 3#rian ho!as 6GB7 gave us a great evaluation of =pee# to Bly theory4 but to !ake the !ost of
his e(cellent a#vice4 you can<t ;ust sta!p on the bar an# cruise off into the sunset.
o !a(i!ise your use of your spee# syste!4 we first nee# to un#erstan# what happens to your
gli#er when you press the spee# bar4 an# how this will affect your flight. ,t<s also very i!portant to
realise how !uch the pilot acts as a pen#ulu! weight sitting $% !etres beneath the wing4 an#
conse5uently4 how pilot an# gli#er often fly at #ifferent spee#s for brief !o!ents.
Hn the initial press of the spee# bar4 the gli#er<s angle of attack #rops4 the gli#er accelerates an#
pitches forwar# in front of the pilot. Bor a brief secon# the gli#er is flying through the air faster than
the pilot. Eventually our pen#ular !otion swings the pilot back un#er the wing an# the pilot reaches
the new accelerate# spee# of the wing. :uring that !o!ent the gli#er can pitch a long way in front
of the pilot an# the resulting #ive !ay lose substantial height. 9onse5uently4 how you initiate
accelerate# flight is incre#ibly i!portant for both your safety an# perfor!ance.
The subtle art of peeding Cp
Det<s take the case of two well-known local pilots4 e2eavy-han#e# 2enry< an# e9lue#-up 9hris<
who are both co!peting in their country<s National 9ha!pionships. Det<s look first at e2eavy-
han#e# 2enry<s< !etho# of acceleration. Being a !an with little feel for a paragli#er an# far !ore
balls than sense4 2enry likes to si!ply sla! his feet #own on the bar4 ;a!!ing the riser pulleys
together to sen# the gli#er instantly to full spee#.
8hat 2enry #oesn<t realise is that his heavy han#e# approach pitches the gli#er a long way
forwar#4 the angle of attack is greatly re#uce#4 the wing is flying very fast4 an# for a !o!ent his
gli#er beco!es very prone to big4 violent #eflations. 6Ee!e!ber4 neither 39P.D nor :2F test how
easily a gli#er collapses4 they only !easure what happens once it #oes collapse7. he first three
atte!pts to reach full spee# see 2enry acci#entally in#uce +%T #eflations that spin hi! aroun#
$+%%4 an# she# loa#s of his har#-earne# altitu#e. he har#er an# faster 2enry sta!ps on the spee#
bar4 the further the gli#er will pitch an# the !ore likely it is to collapse.
8hen on 2enry<s fourth atte!pt the gli#er stays inflate# an# #oesn<t collapse4 the su##en pitching
of the wing forwar# results in a huge f pen#ular swing4 only settling when both gli#er an# 2enry
return to the sa!e spee#. his #ive eats away at 2enry<s altitu#e an# again he loses !ore height
unnecessarily.
e9lue#-up 9hris<4 however4 has got it susse#. 2e has a natural feel for the #yna!ics of flight an#
prefers to initiate accelerate# flight slowly4 s!oothly an# progressively. Eather than sta!ping on the
bar4 he eases the spee# on4 carefully !onitoring the pitch of the gli#er an# allowing ti!e for his
bo#y to catch up to the wing<s now higher spee# before pushing on !ore bar. Eventually he reaches
top spee# too4 but without ever forcing the gli#er to pitch so far forwar# that it !ight collapse. 3lso
by allowing ti!e for his bo#y to catch up with the wing<s new spee# he has avoi#e# !ost of the
pen#ular #ive4 an# has reache# his top spee# with substantially !ore height than his frien# 2enry.
'ctive )liding
Hnce both gli#ers are flying at full spee# there is a !arke# #ifference in the way the two pilots use
their spee# bars. 2eavy-han#e# 2enry si!ply sits rigi# with the bar ;a!!e# on full. 2e fails to feel
or react to the !ove!ent an# buffeting of the air he travels through an# conse5uently suffers
another three !onstrous #eflations4 the last of which leaves hi! hanging in a tree ;ust short of the
goal line.
9hris on the other han# chooses to actively control the pitch of his wing as it !oves through the air.
Iust as he actively pilots the wing with the brakes #uring non-accelerate# flight4 he now uses the
spee# bar to tri! his gli#er<s air spee#4 an# conse5uently its angle of attack4 to !atch the
!ove!ents of the air.
3s the wing pitches forwar# he eases off the bar4 slowing the gli#er #own slightly4 allowing ti!e for
his bo#y to catch up. E5ually4 when the gli#er pitches back behin# hi! he gently pushes !ore bar
on4 spee#ing the wing up slightly which allows ti!e for the gli#er to catch up with the pilot. By
#oing this 9hris is able to keep the wing #irectly above his hea# an# avoi#s any unnecessary
pitching. 2is legs are rarely still for !ore than a few secon#s unless in co!pletely cal! air.
o steer the gli#er he uses only weightshift4 as touching the brakes causes his gli#er to slow
su##enly an# then #ive again4 which is ba# for both his security an# perfor!ance. 3lso4 so!e
gli#ers react ba#ly to brake input #uring accelerate# flight. 2e only interrupts the gli#er if it feels
like it<s telling hi! that it<s about to collapse.
e9lue#-up 9hris< passes over his frien#<s tree with several hun#re# !etres to spare. o slow the
gli#er #own he eases off the bar s!oothly an# gently to avoi# causing the wing to pitch back
violently4 cli!b4 an# then #ive again. 2e crosses the line with ease4 wins the task4 spirals #own to
buy e2eavy-han#e# 2enry< a beer4 which 2enry unfortunately #ropsN
' /ord of /arning
Eegar#less of how goo# you are with the spee# bar al!ost every gli#er is !ore prone to #eflations
#uring accelerate# flight #ue to the #ecrease in angle of attack. ,n a##ition4 the e(tra spee# you are
carrying into the collapse !eans the wing reacts far !ore violently. :uring :2F testing al!ost
every gli#er pulls its highest gra#es #uring the accelerate# tests4 an# even very safe wings react
faster when collapse# on the spee# bar.
Bor these reasons you shoul# only consi#er using the spee# bar when you have enough height to
recover fro! a !a;or collapse. =ki!!ing trees at full spee# will eventually see you in the!N
,f you are unlucky enough to have a big closure when on the bar then pull your feet back
i!!e#iately an# slow #own the si#e of the wing that<s still flying. ,f you #on<t an# you keep a lot
of bar on you<re likely to #rop the gli#er into a tight4 fast spiral.
,f use# with sensitivity4 your spee# syste! will see you arriving higher an# 5uicker on long gli#es
an# in !uch !ore safety than ha# you ;ust ;a!!e# on the bar4 pulley to pulley4 an# praye# you<#
!ake it. By utilising your gli#er<s entire spee# range you !ight open up a whole new level of
perfor!ance that you #i#n<t know your gli#er even ha#.
PA',TI,'3 TIP
-Make sure your harness is set up properly. Gour spee# line shoul# run fro! your riser #own
through a pulley stitche# to your harness #irectly below the harness4 an# then out via another pulley
to your feet. ,f you fin# you are being tippe# back in your harness as you push on the bar4 then it
!eans your first harness pulleys are locate# further forwar# than the centre of gravity. Gou !ight
fin# it useful to gently hol# your risers in your han#s as you push on your bar to hol# your flying
position.
-o be able to use the full spee# range of your gli#er you !ay have to shorten your spee# bar cor#s
or a## a la##er syste!. Many la##er syste!s can be set up so that elegs straight< on the lowest bar is
aroun# half spee# in the accelerate# spee# range - goo# for cruising into gentle hea# win#s. he
secon# bar is only use# to get you up to !a( spee# on the rare occasions where it<s both practical
an# safe to #o so.
-3rrange your spee# syste! so you can access it without taking your han#s off. ry pulling the top
bar al!ost tight to the base of your seat an# then leaving a loop hanging #own to hook your heel in.

' 12T )CID2 46A !2)I""2A
by Tom %radbury from &ailplane and Gliding
AugustK&eptember 6HGE
These notes are for early cross$country pilots 9ho <at present> are more interested in getting
some9here slo9ly than trying to 9in races-
&- Picking a good day
he best con#itions usually occur after the passage of a col# front whenO
6a7 !ere is a ri#ge of high pressure !oving across the country 6or at least anticyclonically arrive#
isobars7.
6b7 he win# spee# in tha &%%%--%%%ft range is less than &%kt 6preferably near $%kts7.
6c7he forecast Ma( te!perature is at least $% 9 higher than the #ew point. 63s a gui#e one !ay use
the F chart for the night Min an# ne(t #ay/s Ma( te!peraturesO if the #ifference is )%K9 or !ore
then the clou#base will probably beco!e high enough.7
here is a useful rule relating cu!ulus base an# the #ifference between the surface te!pera- ture
an# #ew point. 8hile the te!perature is ris- ing each #egree 9 between the air te!perature an# the
#ew point is e5uivalent to about '%%ft in the base of convective clou#. Bor e(a!ple a #ifference of
$%9 shoul# give a clou#base of '%%%ft. his rule is not vali# once the te!perature starts to fall.
4I)CA2 &-
2- Aoute planning
he win#. he win# at flying levels is best obtaine# fro! an aviation forecast but one can get an
appro(i!ate gui#e fro! large scale fore- cast charts like these in the elegraph. he i!es alas no
longer provi#es an a#e5uate pic- ture.7 Measure off a length of A%%n! 6this is -K of latitu#e7. :raw
a line of this length at right angles to the isobars on the forecast chart an# note the pressure
#ifference between the en#s. Multiply this by &.- an# you have the win# spee# at about &%%%ft. his
figure is strictly vali# for latitu#e -& north but it is close enough for !ost of the cen- tral an#
southern parts of Englan#.7
4I)CA2 2
4I)CA2 =
8in# spee# is usually critical for into win# legs. 3lthough pun#its can achieve an average air spee#
of -%-*%kt on a goo# #ay4 less e(peri- ence# pilots will rarely e(cee# A%kt. his obliges slower
pilots to avoi# into win# legs unless the win# is very light. ,f hea#win#s are unavoi#able the into
win# leg is best atte!pte# #uring the afternoon rather than in the !orning.
Even with light win#s the choice of track an# Ps is influence# by win# #irection because it is
usually essential to keep clear of win#war# coasts. .nsoarable sea air ten#s to sprea# long #istances
inlan# across large flat areas 6such as the =o!erset levels an# the regions roun# the 8ash7. here
are rare occasions when the air is so #ry an# unstable that goo# ther!als can be foun# right up to
the win#war# coasts4 but it sel#o! pays to bank on it. hese areas are best crosse# early in the #ay
before inlan# convection has starte# to #raw in #a!p sea air. 6Big. A.7
=- Timing
here is an urge to get in the air an# away #own track as soon as possible. Eesist this urge if you are
only after =ilver #istance. .nless it is known that poor weather is approaching one can e(pect
soaring con#itions to beco!e easier later in the #ay. he clou#base usually rises to its Ma( in !i#
afternoon an# ther!als4 though further apart4 see! to be s!oother an# easier to work #uring the
latter half of the #ay.
2igh groun# war!s up sooner than wi#e #a!p valleys an# goo# ther!als can be foun# over
regions such as the 9hitterns. Berkshire :owns4 9otswol#s an# the bigger hills of 8ales a goo# two
hours before any lift appears over low groun#. Hn #ays of restricte# convection this #elay !ay be
!uch longer. 6Big '.7
4I)CA2 %
%- 8ariation of thermal strength
,f occasions of cu-nl!s are e(clu#e# the average rates of cli!b see! closely relate# to the height of
clou#base4 or the top ot blue ther!als. 3 survey carrie# out by the Brench showe# that lift in knots
was6appro(i!ately7 $.& ti!es the height of clou#base in thousan#s of feet4 !inus $ kt. hus &%%%ft
pro#uce# a !iserable $.'kt. '%%%ft gave A.+kt an# *%%%ft *.&kl. 3l!ost every one fin#s stronger
ther!als than these #uring the course of a night but they nearly always have to stop an# accept
!uch weaker litt too. hese figures are a useful gui#e for planning but no in#ication of absolute
values.
=pacing of ther!als. ,f the #epth of convection is shallow ther!als are close together. 3s ther- !als
e(ten# higher the spacing beco!es wi#er. here see!s to be no e(act relationship between #epth
an# spacing because late in the afte!oon the gaps between ther!als continue to grow wi#er even
though the #epth of convection is no longer growing.
=ink between ther!als. Early !orning ther- !als usually pro#uce weak lift with sink !ainly
confine# to the i!!e#iate surroun#ings of the ther!al. Dater in the !orning when convection is
#eeper an# lift stronger the areas of sink often see! to e(ten# !uch of the way across the gaps.
8hen ther!als beco!e separate# !ore wi#ely 6usually fro! !i# to late afernoon7 the inter-
ther!al sink is less troubleso!e although strong sink still occurs close to the best ther!als. :uring
the last hour or two of ther!al activity the spacing is stroogly #epen#ent on isolate# hot spots such
as sun facing ri#ges. ,n between these isolate# areas the air can beco!e very s!ooth with negligible
sink.
Fariation of lift with height. Hver level groun# ther!al lift is al!ost always weak below about
$%%%ft an# #oes not #evelop its best strength until &%%% is passe#. ,f the ther!al is fee#ing into a
cu!ulus which is at least $%%%ft #eep the lift !ay show a further increase close to clou#base.
2owever4 on #ays when the only clou#s are very shallow cu!ulus the lift fre5uently #ecreases
rapi#ty iust below clou#base. Hn such #ays the clou# tops are restricte# to a well !arke# stable
layer. he clou# tops !ay protru#e a s!all way into this stable layer #ue to the !o!entu! behin#
the ther!al. 2owever4 the rising airflow starts to sprea# out as it nears the inversion an# as a result
the lift ceases 5uite su##enly. Big - shows the #istribution of lift with height such #ays an# why it is
a waste of ti!e to take the last few feet of the ther!al. he sa!e effect occurs when there are only
blue ther!als.
4I)CA2 G
G- 3ooking for lift
9lou# rea#ing. 3 !a;or factor in the success of pun#its is their ability to rea# clou#sO it see!s to be
a skill best learn in youth.
6a7 3ctive cu!ulus clou#s usually have well #efine# flat4 6so!eti!es slightly concave7 bases an#
crisp bulging tops.
6b7 he larger the clou# the har#er it !ay be to fin# the lift. =o!eti!es such clou#s have a slight
step #own in the base4 or a region of slightly lower4 rather ragge# clou#. he best lift is fre5uently
very close to this step.
Dacking such signs one !ay have to waste ti!e searching roun#. he ti!e will not be entirely
waste# if one can establish a preferre# location for the litt at that ti!e of #ay
6c7 he core of fhe ther!al is often on the win#war# si#e or the sunny si#e of the clou#O if win# an#
sun are on the sa!e si#e there is a goo# chance that the lift will also be on that si#e. :o not be too
surprise# if the core is actually in 5uite a #ifferent spot.
4I)CA2 +
6#7 =hallow clou#s un#er a #ry inversion so!e- ti!es show a curle# over hook lihe shape or4 the
top. 6Big ).7 his usually #evelops when there is a stronger win# above the inversion. he shear of
win# takes the rising top an# blows it over into the curling shape. iift is aM!ost always close un#er
the win#war# si#e4 with sink on the #own shear si#e.
6e7 =!all clou#s usually have a very brief life in the !orning4 but they are nor!ally close enough
for there to be working alternatives near by. he larger the clou#s the longer their life cyclesO when
there are !any large clou#s 6!ore than half cover7 several will be slowly #ecaying without showing
any clear signs of their weakness.
6f7 ,f the lift is very strong 6* -$%kt on an average7 it is al!ost certain that there will also be very
strong sink not far away. .nfortunately the reverse is not always true.
6g7 8hile hea#ing for a goo# looking clou# one !ay !eet an une(pecte# surge of strong lift out in a
clou#less gap. his is probably a vigorous young ther!al about to for! its own #ou#. hese often
pro#uce !uch better cli!bs than the ol#er clou#s nearby.
9lou# streets. =treeting is co!!on4 even on blue ther!al #ays. =treets generally for! when the
win# spee# is over $-kt an# !ay be wi#e- sprea# with strong win#s. =treets are aligne# along the
win# #irection 6within a few #egrees7. his !akes the! invaluable for !aking progress into win#.
6Big +.7
4I)CA2 ;
3 single line of clou# !ay have for!e# fro! a local hot spot on the surface but the streets #o not
#epen# on irregularities in the surface te!- perature. =treeting occurs over the sea as well as over
lan#4 especially when fresh col# air sweeps out over a relatively war! sea on the western flank of a
#epression.
=treeting nee#s a stable layer to li!it the #epth of convection so that nearly all the cu!ulus tops are
on the sa!e level. he spacing between streets is usually about three ti!es the #epth of convection.
,f the tops are aroun# -%%%ft the streets are likely to be so!e three !iles apart. ,f the inversion rises
the spacing between streets increases4 usually by the #isappearance of weaker streets. 6Not by all
the lines e#ging further apart.7
Hver Englan# one !ay go as !uch as -% !iles un#er a goo# clou# street without turning but the
crossing fro! one street to another has to be !a#e through continuous heavy sink. =treets are !uch
har#er to follow on blue ther- !al #ays. Hn such a #ay an unusually prolonge# spell of sink
enoountere# when flying up or #ownwin# probably !eans that the track lies be- tween streets. urn
crosswin# for a ti!e.
4I)CA2 #
8aves above streets 6Big 1.7 Dee waves !ay #evelop above an# at right angles to clou# streets.
=uch waves are not always !arke# by lenticular clou#. he first wave often occurs at the upwin#
en# of a clou# street.
,f4 when flying along a clou# street4 there is a stretch where the usual lift is replace# by sink an#
then there is a s!all "one of unusually strong an# rough lift it is 5uite likely that the street is being
influence# by the waves above. 8aves have also been foun# parallel to streets of shallow clou#4 the
streets then see! to be act- ing as te!porary hills.
6- 'voiding sink
he best instructors will tell you to Kfollow the energyK4 !eaning to take a win#ing course un#er all
the working clou#s rather than hea#ing out #irectly on track. 3 co!!on proble! is how best to
#o#ge the #ecaying clou#s. 9lou#s have a li!ite# life an# the s!all clou#s ten# to stop4 working
sooner than big ones4 especially #uring the !orning. 3lthough the big clou#s last longer they ten#
to leave a larger an# !ore persistent area of sink.
8hen the !oisture in a ther!al con#enses out as #roplets of clou# there is a release of latent heat.
his gives an a##e# boost to the ther!al. 2owever once the lift ceases an# the clou# starts to #ecay
#escent of air causes evaporation. Evaporatian re!oves all the heat previously release# by
con#ensation an# this air beco!es col#er than its surroun#ings.
his col# !ass pro#uces heavy sinkO the bigger the clou# has been the !ore e(tensive is the sink
when the clou# #ecays.
he signs of #ecay are@
6a7 Doss of sharpness in the clou# top@ it starts to look fu""y.
6b7 he clou#base ceases to be level.
6c7 he clou# sha#ow changes fro! being soli# to beco!e a tattere# area with holes. his is often
the !osr reliable in#icator if you are near clou#base an# hea#ing for the ne(t goo# lift
6#7 all clou#s which start to topple over in a win# shear usually #ecay. Never fly close un#er the
over hanging part of such a clou#. =teer aroun# an the upwin# si#e it possible. he net loss in flying
flve !iles in relatively still air is often less than taking a #irect course an# going two !iles through
heavy sink.
6e7 3 clou# !ay be still be growing on the upwin# si#e while #ecaying on the #own- win# si#e.
his is co!!on with large clou#s when there is an increase of win# spee# with height. 6Big $%.7
4I)CA2 &0
+- ho9ers
3s a shower a#vances #ownwin# there is often a region of particulary strong lift un#er the lea#- ing
e#ge of the clou#. his can be use# to gain or !aintain sufficient height to fly aroun# the en# of the
shower. ,t is usually wise to go aroun# even the s!allest shower. Blying straight through nearly
always takes one into a large area of heavy sink.
4I)CA2 &&
=o!eti!es the lift continues right up to the shaft of precipitation 6Big $$7. Hne !ay even !ake a
cli!b with hail rattling off the canopy. but be prepare# for very su##en an# often4 nasty sur- prises.
Precipitation ncarly always changes ascen#ing into #escen#ing air4 often very su#- #enly4
so!eti!es within the space of a single tight circle.
Blue holes. 3 co!!on proble! in Englan# is the short live# shower which #issolves to leave a blue
hole. 3lthough the clou# has vanishe# the sink !ay still persistO it pays to avoi# flying un#er such a
#ecaye# shower4 or across the stretch of groun# upwin# over which the shower has passe#. Even
when the sink has #ie# out the cooling effect of the rain an# the recently !oist- ene# groun# inhibit
ther!als.
:efunct showers are only one of the reasons for blue holes@ they !ay be the effect of an unsus-
pecte# trough in a wave syste! higher up or #ue to preferential growth of big cu!ulus aroun# the
peri!eter. 8hen a group of cu!ulus clou#s clu!ps together to pro#uce an area of heavy clou# they
!ay set up a wi#e area of surroun#ing sink which wipes out all the lesser cu!uli which have not
organise# the!selves in such a co- operative syste!. 6Big $&.7 the #evelop!ent of a big cu-ni! cell
a!ongst a fiel# of s!all cu fre- 5uently wipes out the ti##lers.
4I)CA2 &2
8ith so !any reasons for blue holes it is wise to be cautious about setting out across one. he pilot
of a Fentus recently set out into the blue fro! A%%%ft. 8ith tips to e(ten# the span to $) !etres he
was confi#ent of reaching the other si#e. ,n fact he was on the grwn# seven !iles #ownwin# of the
start.
3 #iversion of A% #egrees only a##s a s!all a!ount to ones total #istanceO when going #ownwin#
even a '- #egrees change of hea#ing is worthwhile. ,t is far better to take several short cli!bs at
high level where the lift is goo# than to waste ti!e scraping about low #own where the lift is weak.
;- pread out of cumulus
his ruins very !any #ays which woul# other- wise have been !agnificent. he !ain reasons are@
6a7 3 very unstable air !ass which is too !oist4 an#
6b7 3n inversion or stable layer which traps all the convection4 beneath it.
6c7 he arrival of e(tra !oisture near the inver- sion level4 often fro! a very weak ol# front which
has te!porarily lost all its clou# #ue to subsi#ence.
,t usually nee#s a #epth of at least &%%%ft fro! clou#base to the inversion for sprea# out to beco!e
e(tensive. Each ther!al takes up !ore !oisture an# sprea#s it out un#er the inversion a##ing to
that alrea#y present until a soli# layer of clou# is for!e#.
8hen such an overcast area appears one shoul# try an# stay high using any scraps of lift un#er
#arker patches of clou#. .ntil the sun breaks through there will be few if any ther!als rising off the
groun#.
8arning =igns
6$7he !orning starts clou#less an# visibility is often very goo#.
6&7 he first cu!ulus for!s unusually early an# the clou#base is low. 6,f the first cu have a high
clou#base there is !uch less threat of sprea# out.7
6A7 =o!e of the first clou#s !ay shoot up as narrow colu!ns with no proper bases. 6he base
#ecays before the top has finishe# rising.7
4I)CA2 &=
6'7 3 lenticular cap of clou# !ay appear ;ust above the top of a growing cu!ulus. his has the latin
ter! KpileusK. he for!ation shows that as the top of the cu ascen#s it pushes up so!e of the !oist
layer air above. his push is ;ust enough to cool the upper layer below con#ensation pointO it shows
that the layer was nearly saturate# at that level before the cu for!e#. Pileus is an al!ost infallible
sign of subsi5uent sprea# out.6Big $A.7
he cycle of sprea#ing out. 8hen an al!ost total layer of strato-cu has for!e# ther!als beco!e
very sparse or totally absent. Dacking a continue# supply of !oisture fro! below4 the layer !ay
break up in an hour or two. his allows the sun to set off !ore ther!als so that the pro- cess is
repeate#. 8ith a really thick layer the cycle is so slow that no wothhwhile clearance #evelops until
evening.
wo things can act to #isperse such a sheet Burther subsi#ence !ay bring the inversion too low for a
tall clou# cover to #evelop4 or the arrival of #rier air !ay result in the clou#base litting up to within
a few hun#re# feet of the inversion when the sheet will #isperse. he two processes can occur
together to bring about a rapi# i!prove- !ent in soaring con#itions. he e(tra subsi#ence !ay be
foun# near the a(is of an a#vancing ri#ge4 6which is one reason why ri#ges often give the best
soaring weather in su!!er7.
=prea# out situations. he proble! is !ost troubleso!e near to win#war# coasts especially when
the air over this country has co!e roun# the peri!eter of an 3tlantic anticyuclone an# arrive# over
us fro! the north or north-west.
#- !lue Thermal Days
9o!petition pilots have to set off on blue #ay but they have the a#vantage of !any other gli#ers to
fin# an# !ark the ther!als. ,t is !uch har#er for a beginner to succee# when there is no other gli#er
in sight.
he !ost i!portant factor4 6after the win# spee#7 is the height of the inversion. 8ith only A%%% ft
between groun# level an# the inversion unacco!panie# cross-country flying is very #if- ficult. ,f
the convective layer e(ten#s up to '%%%ft it is probably worth a try. 8ith -%%%ft to work in the
prospects beco!e 5uite goo#.
Possible ther!al sources are towns4 sun fac- ing ri#ges4 an# areas of higher groun# which are
relatively #ry.
Eegions to avoi# if possible are wi#e #a!p valleys. hese !ay be #evoi# of ther!als e(cept where
there is a large town. Even when so!e ther!als #o #evelop they are often weaker an# #o not go up
as far as those over the high groun#. he lack of ther!als is #ue to the abun#ance of lush vegetation
an# the generally !oist groun#. =o !uch of the sun/s energy is waste# ;ust evaporating the water
that not enough is left to pro#uce goo# ther!als. 6=ee also fhe last issue4 KBlue =kiesK by Iohn
8illia!son4 p$&*.7
=lopes. these were the first resort of early soar- ing pilots an# are now the last resort of !ost cross-
country pilots. 8in#war# slopes !ay save the #ay when all else has faile#. Ei#ges work best when
there is no high groun# upwin#. .pwin# ri#ges !ay set off lee wavesO if these are out of phase with
your ri#ge the lift !ay be #a!pe# out. Notice that rapi# alterations of lift an# sink !ay be #ue as
!uch to ther!als breaking away fro! the slope as to the !ean flow of air uphill. her- !als often
co!e off fro! one area like a strea! of bubbles an# one !ay nee# to hea# back into win# several
ti!es before finally escaping.
&0- Top cover of cloud
he arrival of a layer of cirrus nearly always re#ucss the strength of the sun. ,f the lower air is
alrea#y full of active ther!als the top cover ten#s to !ake ther!als rather s!oother an# less strong.
2owever. if it is early in the #ay4 or there is a low inversion4 6when the full power of the sun is
nee#e# to pro#uce any ther!als at all74 then the cirrus often stops ther!als co!pletely. Hn such
#ays a gap in the cirrus !ay allow a nanow "one of ther!als to #evelop when !ost of the area has
gone #ea#.
hickening pre-frontal altostratus. =uch clou# al!ost atways has a #isastrous effect on ther!als4
stopping the! very 5uickly. Note the Kal!ostK@ there are occasions when the air is so unstable that
even the arrival af this grey sheet of clou# #oes not co!pletely kill on all ther!als an# on rare
occasions one !ay still fin# lift 6usually s!ooth an# weak7 persisting al!ost up to the ti!e when
the rain starts.
&&- 4og and lo9 stratus
hese are signg of very stable con#itions at the lowest levelO it is useful to know about the! when
route planning. =o!e of the sun/s heat is waste# in evaporating the fog before any ther!als can
#evelop. Even when the fog has been burnt off the area is apt to be lacking in #ecent ther!ais for
!any hours. ,n su!!er sea fog or low stratus often !oves in again fro! the coast on blue #ays
when sea bree"es begin. 3lthough the sun !ay continue to burn off the stratus as it co!es inlan#
the air will probably never #evelop useful ther- !als until it has spent three of four hours over war!
groun#. Even then the lift is likely to be shallow an# weak. he boun#ary often shows up as a
!arke# change of visibility. 8hen easterly win#s #evelop over Englan# the effect of North sea
stratus can sprea# fro! the 8ash to the 9otswol#s by !i# afternoon. 6Big $'.7
4I)CA2 &%
&2- 5a7e
Most of our su!!er ha"e co!es fro! the coo- tinent when win#s over the .0 are between ENE
an# =E. ,t is usually trappe# beneath an anticyclonic inversion. he chief effect of ha"e is to #elay
the start of ther!als in the !orning4 an# to cut the! off earlier in the evening. ,t is notice- able that
ther!als beco!e weaker if one flies into the ha"e fro! an area of goo# visibility. Bew long cross
countries have been achieve# in really ha"y weather.
=o!e of the ha"e particles are hygroscopic4 that is they ten# to absorb !oisture by accelerat- ing the
con#ensation of water vapour. his !akes the visibility worse in regions of high hu!i#ity4
especially in the layer within two or three hun#re# feet of the clou#base. =ince gli#ers often fly in
this layer the collision risk is increase#.
2ot weather an# su!!er ha"e often go together. he restricte# visibility !akes it ne(t to
i!possible to see clou#s ahea# well enough. ,t thun#erstor!s break out 6as they often #o after a hot
ha"y spell7. one cannot see the #istant thun- #erhea#s until one cli!bs above the ha"e layer. ,nstea#
the stor!/s approach is !arke# by thick- ening gloo! where the clou# sha#ow falls on the ha"e.
2a"e tops an# clou# tops. =trong ther!als often reach the inversion with enough !o!en- tu! to
penetrate a short #istance into the stable layer. Hn blue #ays it !ay be worth accepting the re#uce#
lift at the top in or#er to get above the inversion for a briet ti!e. he great i!prove!en6 in visibility
allows one to see any s!all cu tops in the #istance an# !ay reveal those active areas of convection
previously hi##en fro! sight.
Big cu!ulus can grow through a ha"e layer an# e(ten# high up to levels where visibilty is al!ost
infinite. he ha"e layer see!s har#ly affecte# by this #eep convectionO it re!ains at its original
level. 3 clou# cli!b is particularly satisfy- ing on such #ays but brings navigation proble!sO it !ay
be i!possible to !ake out any groun# features when looking #own through the ha"e.
.se of ra#io. here are three useful plain language broa#casts of airfiel# weather reports. hey are
up#ate# every half hour. Eeception is often #ifficult at very low level e(cept near the trans!itters.
he fre5uencies are@
Don#on North $&*.* M2"
Don#on =outh $&+.* M2"
Don#on Main $A-.A)- M2[
3 si!ilar FHDME broa#cast consistlng chiefly of E3B airfiel#s is broa#cast on ')&& an# $$&%%
k2". his can usually be hear# on the groun# but nee#s an 2B receiver tune# to the upper si#eban#.
Hr#inary short wave receivers are ina#e5uate unless they have a BBH 6Beat Bre5uency Hscillator7.
'IA12T
he new telephone 3lEME service gives three regional forecasts an# are available between %*%%
an# &A%%. !e nu!bers are@
=outhern Englan# %+1+ -%% 'A*
Northern Englan# an# 8ales %+1+ -%% 'A-
=cotlan# an# Northern ,relan# %+1+ -%% 'A'
here is an e5uivalent night service fro! specifie# Met offices fro! &%%% to %*%%.
he nu!bers are@
2eathrow %$ )'- A$%A
Manchester 89 %*$ '&1 %1&)
Glasgow 89 %'$ &&$ *$$A
Borecast Perio# Hutlook 8in#vali# available to ti!e
$*%% %*%%-)'%% &%%% %1%%
$&%% $&%%-&%%% %&%% $-%%
$+%% $+%%-%&%% %+%% &$%%
hese forecasts are not cheap. he B rates are **p for A !in at the cheap perio# an# $.%$ poun#s
at peak an# stan#ar# rate ti!e4 plus F3N he #ura- tion of the forecast !ay take '-+ !in #epen#ing
on the co!ple(ity of the weather situation an# it coul# w#l cost over & poun#s at peak ti!es. 9lubs
without routine forecasts woul# #o well to !ake one call an# pin up the forecast for all to see.
o! Bra#bury.
3sse!ble# by Darry Bogan - =ept $11)
"onclusion
his book was written out of love for the sport of free-flight paragli#ing.

, have en#eavore# to pass on !y knowle#ge !eticulously an# consistently.
.n#er no circu!stances !ust this han#book replace your instructor4 but it can i!prove your
un#erstan#ing an# contribute to your safety.
Paragli#ing is a sport that re5uires co!!on sense on the part of the learner.
Gour safety #e!an#s that you observe the theoretical rules an# put the! into practice4 thus
progressing slowly but surely.
Det !e take this opportunity to wish you all the best for the future an# , hope you will co!e to
en;oy so!e goo# flying4 but !ost of all , hope you all lan# safe an# soun#.
, will post news4 updates an# corrections to 999-paragliding-orgMbook for you.
=ee you up in the sky.
Bly high an# lan# gently.
Panayiotis 0ania!os

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