Paragliding beginner

course
15 days basic course
Paragliding introduction
Introduction
Paragliding is the recreational and competitive
adventure sport of flying Wing shape is
maintained by the suspension lines, the pressure
of air entering vents in the front of the wing, and
the aerodynamic forces of the air flowing over the
outside.: lightweight, free-flying, foot-launched
glider aircraft with no rigid primary structure.
History of paragliding
Today thousands of people enjoy paragliding all
over the world
In 1965, David Barish was working on the Sail
Wing that was meant for helping with the
recovery of NASA capsules. After first testing it
out in Hunter Mountain, New York, he called it
“slope soaring” and began promoting it as a
summer activity for resorts. David Barish is
arguably the most important figure in paragliding
history as it is thought that he was the first
creator of paragliding as people know it today
Component parts
of paraglider
The canopy, which consists of the
upper and lower part of the sail,
forms a semi-rigid airfoil inflated
forward by a flow of air through
cell openings. The contoured
shape of the canopy is achieved
through cell walls and
intercellular walls. The more
there are the more the surface of
the paraglider will approach the
shape of the desired profile
 Weath
er

Apart from the choice of land and equipment, it is important to know the weather conditions to safely fly a paraglider.
This chapter gives an insight to the basic principles of meteorology.
This theoretical information can be put into practice in different ways:
• by checking several meteorological services at home.
• by a wise observation of the weather when going to the flying site
(increasing wind for example), as sometimes there are different conditions
locally.
• by questioning the locals. Don’t be shy to ask information about the specific
weather of the area, they can provide important information.
• by a systematic observation of the weather and know the forecast, make a
personal weather analysis and prediction and comparing it to the actual
weather evolution.
Cloud
The word stratus comes from the Latin prefix
strato-, meaning "layer". Stratus clouds may
produce a light drizzle or a small amount of snow.
These clouds are essentially above-ground fog
formed either through the lifting of morning fog
or through cold air moving at low altitudes over a
region.
Medium clouds are found from between 6,500
and 23,000 feet (2,000 to 7,000 meters) and
include (from highest to lowest) altocumulus,
altostratus, and nimbostratus. Nimbostratus
clouds are thick, dark, and shapeless and usually
bring rain or snow. ...
Cirrus is a genus of atmospheric cloud generally
characterized by thin, wispy strands, giving the
type its name from the Latin word cirrus,
meaning a ringlet or curling lock of hair. Such a
cloud can form at any altitude between 5,000 and
13,700 m above sea level.
Theory of flight
Inertia law: Every body preserves its immobility state or uniform
rectilinear motion, as long as some forces do not push it to change.
Since a paraglider flies with no motorized force it always reaches,
in a straight flight (according to inertia law), a balance between the
resultant aerodynamic forces (RAF) and the total weight Fp.
This balance is called: the stationary flight.
The resultant aerodynamic force has two components, the lift (Fz)
and the drag (Fx).
The drag acts in the air flow direction, and the lift perpendicular to
this one.
The flow direction is opposite to the trajectory.
The total weight can be considered the result of two components
which are the forces opposed to drag and lift. The component
opposed to the drag is called the thrust (Fs). The force opposed to
the lift has no particular name.
This slide shows the balance of forces on a descending glider. There
are three forces acting on the glider; weight, lift, and drag. Forces
are vector quantities having both a magnitude and a direction. The
magnitude of the weight is given by the weight equation and
depends on the mass of the aircraft and its payload. The direction
of the weight is always towards the center of the earth. On the
figure, the direction is along the vertical axis, pointed towards the
bottom of the figure. The magnitude of the lift is given by the lift
equation
Take off procedures
(launching)
Before launching should have daily inspection
Canopy (glider),lines,Harness,Reserve
Carry out the 5 point check (always do it in the
same order so as not to forget anything) 1.
Equipment laid out into wind in an arc, lines
untangled, reserve pin in place, brakes and front
risers in hands 2. All buckles fastened – harness,
helmet, carabiners 3. Wind strength, direction,
thermic cycle, weather 4. Take off stop line
decision point. Turn direction 5. Airspace all clear
above behind and around (Must be done just
before launching).
Take off in 4 phases 1. Inflation good timing/ right
speed/ look ahead 2. Control with the break/
efficient visual check 3. Decision to take off or stop
by safety stop line 4. Acceleration leaning on chest
strap, keep running, contact point good trajectory
Flight procedures
After the take off go away from
the mountains sit properly in
harness check from right
carabinar through the riser lines
suspension lines canopy and left
side same as follows.
And make the trajectory straight
line gather the information by
observing the movement of tree
and flags for the wind.
Turn
Look, Lean, Turn. If you want to turn right.
Look; check the airspace is clear, fix a point
on the horizon. Lean putting your weight
on the right hand side of the harness.
Partly release the left brake but keep
contact to stop it diving. Gently and
progressivly pull the right brake line, the
speed of the right half of the wing
decreases whilst the other half accelerates
forward. The weight shift and outside brake
controls the speed and radius of the turn
and how much of a bank angle is created.
Note:Never let your glider take you down
look where you want to go and to the
horizon.
Braking technique ● Lower the arms along the body, do
not hold them out aside. ❍ Leverage effect decreased ⇒
less strength is required and provides better
coordination. ❍ Specific pinpoint of positions on the
body to memorize the specific positions of the brakes
(e.g., 100\% brake controls position). ❍ Body position
more calm and stable. ❍ Less risk of injury if sinking. ●
Sudden movements with brake controls cause a
pendulum motion due to the inertia difference between
the canopy and the pilot.
: Forward pendulum movement of the pilot when using
the brakes after a quick or accelerated flight. Caution: In
an extreme case, the angle of attack can increase so
much that the air flow picks up dynamic stall. Canopy
swing during a sudden stop on brake action (e.g., after
stall). Caution: In an extreme case, the glider is powered
on the upper surface for a moment and closes along the
leading edge. Braking at full speed → the pilot leans
forward In slow flight, during a sudden stop of the action
on the brakes → the glider stalls and take speed
Landing
procedures
On landing, the wind has the
same importance as on
takeoff.
For this reason landings are
always made whenever
possible, into the wind. But
nevertheless, landing with a
slight tailwind can be
performed without problems.
Landing techniques
PTU (U) approach landing
Figure of 8
S turn
Emergency
landing
● Landing in a tree: If landing in a tree is unavoidable,
use the brakes just before hitting the tree as in a
normal landing. Then protect the head with the arms
and cross the legs.
● Landing on water: The most important thing when
landing in water is being able to separate from glider
and harness as soon as possible. For this reason, throw,
if possible even during the flight, the backpack and
shoes and open the chest and leg straps. Upon arrival
in water only use the brake controls slightly so that the
leading edge falls into the water first, before the pilot.
In this way the air does not go out the canopy and the
glider does not sink immediately. Then get away from
the glider by swimming against the current.
Rolling technique:
● Tighten the legs and feet, let your knees relaxed.
● Look far away, not to the ground.
● Tighten the arms along the body.
● At the impact, roll on the hip and shoulder. Caution:
Do not hold on the ground with the hands ⇒ big danger
of injury!
Weather
Airflow
The air is mainly heated in contact with the earth’s surface
which gets the majority of the sun’s energy. In fact, the soil
gets warm with the absorption of solar radiation and
transfers this heat to its environment in different ways:
⇒ by Conduction: Through direct contact heat is transferred
through the vibration of molecules in a substance. As
something gets warmer, it begins to increase the vibration
and movement of the molecules that it consists of. Only the
air layer surrounding the soil is warmed by conduction.
⇒ by Radiation: heat propagation in wave form. The heat
absorbed by the soil during the day spreads into the
atmosphere during the night by radiation. On an overcast
day this cooling is lower than in a clear one as the clouds
form a shield that returns this radiation to the earth.
⇒ by Convection: The transfer of heat from a warmer
region to a cooler one by moving air from the heated area
to the unheated area. The vertical movements of air masses
happen by convection.
⇒ by Advection: horizontal movement of air masses. A
moist air mass moving horizontally towards a cold surface
will create advection fog.
Airflow over
obstacles
Turbulence and airflow in different place
If the laminar flow of an air mass is disturbed,
there is formation of turbulence. This turbulence
has two causes:
• Friction: it refers to dynamic mechanical
turbulence. Depending on the shape and nature of
the soil, the air masses from the lower layers are
hindered, disrupted and deflected. Much less
turbulence is expected over flat terrain such as a
lake, than over an irregular field. In addition, near
the ground, the air meets multiple barriers in
different forms that cause eddies taken then by
wind and resulting in a disturbed and turbulent
atmosphere. Links with Practice: Avoid downwind
landings close to trees or houses. • Temperature:
it refers to thermal turbulence. When an air bubble
is rising, it disrupts the flow of air of the prevailing
wind. Moreover, it creates a depression above the
ground which tends to balance itself by sucking
the surrounding air. • Downwind situation: Rotors
are created on the leeward side of objects such as
houses, trees, etc. ... it may even be hills or the
whole mountains.
Behind the every obstacle,mountain,small hills and
opposite of the sun direction are lee side.
Wind
Anabatic winds
warm wind which blows up a steep
slope or mountain side, driven by
heating of the slope through
insolation. It is also known as an
upslope flow. These winds typically
occur during the daytime in calm
sunny weather.
Katabatic winds
A katabatic wind is a drainage
wind, a wind that carries high-
density air from a higher elevation
down a slope under the force of
gravity. Such winds are sometimes
also called fall winds; the spelling
catabatic winds is also used.
Valley breeze and
mountain breeze
A mountain breeze and a valley
breeze are two related, localized
winds that occur one after the
other on a daily cycle. They are
not the same as anabatic and
katabatic winds, which are larger
and stronger. These winds are
opposite from each other.
Venturi areas
The Venturi effect is the
reduction in fluid
pressure that results
when a fluid flows
through a constricted
section (or choke) of a
pipe. The Venturi effect
is named after its
discoverer, Giovanni
Battista Venturi.
The reaction force
Basic principle of physics
Whenever the material is accelerated, a
reaction force occurs.
Example - Testing: We place a thin plate in a
flow of air particles. If the plate is placed
through the flow, the particles hit the plate
on one side and bounce being deflected. For
every change of impetus of a particle,
The other side of the plate ’’is lacking’’ of
deflected particles, which means there is a
depression on that side. This creates a
vortex volume called: the
drag flow.
In contrast to a plate, a wing profile that
deflects an air flow does not produce a high
vortex volume and so a high lift and a low
resistance follow.
A streamline point with zero speed is called
stagnation point. It is this point (S) on the
streamline that is perpendicular to the body
found; from there the flow is divided on both
sides of the body.
 Lift and drag formulas
A body in a flow undergoes some forces. In the flow theory, a force that acts perpendicular to the
flow direction is called lift and the one that acts parallel to the flow direction, is called drag. The
two forces are dependent on following factors:
-The flow -Density of air P
-Velocity V
-The body -Exposed surface S (size)
-Coefficient C (shape)
Air density and speed
The lift and the drag vary proportionally to the air density and proportionally to the speed
square. Air with density reduced by half (e.g., at 6600 m) produces half the drag and lift. Double
speed creates a lift and drag four times larger.
Exposed surface (of frontal area) and shape coefficient
The exposed surface is the surface projected in the flow direction, that is to say, the effective
surface perpendicular to the flow direction. For bodies that have the same shape (same
coefficient) the resistance varies in the same proportion as the projected surface. Doubled
surface → doubled resistance.
exposed surface and wing coefficients The exposed surface is the wing surface. The projected
surface
varies indeed with the angle of attack, although this factor is
already included in the coefficients.
The Lilienthal Polar Diagram, represents the ratio between the lift and drag coefficient. Each
point on the curve corresponds to a specific angle of attack. The curve tends to the right because
when
there is an increase of the angle of attack, the drag coefficient Cx does not vary in the same
proportion as the lift coefficient Cz, but much faster. Although the simultaneous brake traction on
a
paraglider does not only vary the angle of attack but also the profile, this parameter remains
roughly exact.
Lift coefficient Drag coefficient. Lift/drag ratio
Unbreaked flight. 0.6. 0.1 6
Breaked flight. 1.6 0.5 3.2
 Drag
The profile drag
2.3.1 The profile drag
The formation of the attached vortex would be a problem only
at takeoff if the phenomenon would stop here but this is not
the case. Small whirlwinds are continuously formed and form
a separation whirly layer between the upper surface flow and
that of the lower surface. The formation of these whirlwinds
(shape drag) with the forces of surface friction, defines the
profile drag.
Induced drag
Behind the wing and over the whole span there is a velocity
component that has not the same direction as the flow (a
``descent’’). The resulting speed of
the deflected air is greater than that of the air flow. Thus, the
air mass behind the wing has a greater kinetic energy. The
continuous physical work needed to keep it (formation of
marginal vortices included), is manifested by
an additional resistance: the induced drag.
The total drag
The total drag
The total drag of a wing consists on the profile drag (shape
drag and friction drag) and induced drag. However, beyond
the wing, a glider consists on other sources of drag that do
not produce lift (pilot, suspension lines).
● A wing that generates lift, also produces drag.
● The larger the aspect ratio, the smaller the induced drag.
● Every wing produces also drag profile.
● The lift produces ``vortex furrows’’ behind each wing.
Glide angle and ratio
The angle between the trajectory and the horizontal is
called the
glide angle. It’s the same angle as between the flight
speed (V) and horizontal velocity (Vh).
The resultant aerodynamic force and the lift form the
same angle as the glide angle.
Because of angles equality, the proportions of these
angles, respectively their values, must be equal as
well:
Horizontal speed Lift
_______________= _____
Vertical speed Drag
This proportion is called ratio.
horizontal speed Lift Lift coefficient
Ratio = ________________ = ____ = ______________
Vertical speed Drag Drag coefficient
Example of ratio and corresponding glide angle:
Ratio 2 3 4 5 6 7 8
Glide angle. 26.8 18.4 14 11.3 9.5 8.1 7.1
 Polar speed curve

The speeds polar curve represents the proportion between the horizontal speed and the
vertical speed. It also informs on the ratios and describes all possible gliding flights, but
it is not valid for turning flights. The polar is a function of the paraglider and the load.
When the wing load is given, the speeds polar and the Lilienthal polar are reciprocal.
● Point T: ``trim speed’’ - gliding flight with no brakes applied; displays in normal
position
● Point A: ``accelerated flight’’ - maximum speed
● Point F: maximum ratio - can be graphically determined by tracing a tangent to the
polar from the origin 0.
● Point M: minimum sink rate - M is the polar peak point
● Point D: ``minimum speed’’ - pulling the brakes causes stall
Movement in
paragliding
Stability and Instability
An aircraft disturbed in its uniform motion can react in
different ways:
● Stable: After disturbance (e.g., after an extreme
maneuver interruption or after tuck), it returns, oscillating,
to its original motion.
● Indifferent: It remains in its new movement (e.g., a twist
that does not stop).
● Unstable: The imbalance is increasing. The aircraft rolls
away from its original position (e.g., a wing auto-rotating
faster and faster).
A safe aircraft is recognized by its high self-stability. The
glider gets its stability mainly from the low position of its
gravity center. As a result, strong forces act on the
horizontal and the cross axis which place the system, after
a flight control or imbalance, again in its original situation.
Stability is other dependent of the wing load
Roll
axis: horizontal
stability : lateral
movement: rolling
Pitch
axis: transversal
stability : longitudinal
movement: pitching
Yaw
axis: vertical
stability : the way
movement: yaw
Wind gradient and slope lift
Wind gradient
Wind gradient is the vertical gradient of
the is the vertical gradient of the mean
horizontal wind speed in the lower
atmosphere. It is the rate of increase of
wind strength with unit increase in
height above ground level.
Slope lift
Slope Soaring Whether its a dune or
ridge, air is forced up as it passes over
the slope, providing lift. Pilots fly along
the length of a slope using the lift
created. Very little wind and slight lift
are enough just to stay airborne as with
too much wind, there is a risk of being
“blown back” over the slope.
Airspeed and ground
speed
Airspeed is significant for the pilot when he
is advancing in an unmoving air mass. From
the moment the wind has an influence on
the flight it is the speed according to the
ground which becomes interesting. It is
called ground speed. A tail, cross or head
wind has an effect on the lift but not on the
sink rate. Ascents or descents alter both
the lift and the sink rate.
Flying in calm wind the glider have same
air speed and ground speed so the
Airspeed and ground speed is 30 km/h
Flying in 15 km/h headwind the airspeed
will be 30km/h and the ground speed will
be 15km/h
Flying 10 km/h tailwind the airspeed is 30
km/h
And the ground speed will be 40km/h
Trajectory and drift
With crosswind it is also
possible to optimize the lift by
flying faster. Simultaneously,
one must determine the
(actual) direction to follow, or
rather the course, in order to
win, as quickly as possible,
the target point.
If with crosswind the point of
landing
is always targeted, the flight
trajectory has a curve
shape because of the drift.
Different speed
range of glider
Different speed range of
glider
1-beginner (school)
gliders
2-intermediate-
performance gliders
3-high performance of
competition gliders
Air law
Rules may vary according to countries, so it is very
important before flying in a country you do not know,
you learn about the rules in force in that country.
Important: Local site rules can override international or
a country’s rules, so for a new site that you do not
know, you must check with a local paragliding school on
the current rules for this site. Indeed, these may vary
according to the environment, proximity to airport, or
free flight activities allowed on this site.
 Airspace rules
Restricted areas These are areas in which an aeronautical
activity can be done according to a special regulation (eg near
airports where you have to respect certain altitudes). ●
Prohibited areas These are areas whose duration is limited and
in which any unspecified aviation activity is prohibited (for
example at meeting). ● Hazardous areas These are areas in
which an aeronautical activity is dangerous by the presence of
other aircraft or gliders in large numbers. May be distinguished
three: ❍ Free flight areas Outside the hours of military flight,
the minima of vertical and horizontal distances from cloud are
reduced for for all kinds of gliders. ❍ Flying area in the clouds
Temporarily defined area in which the pilots of glider equipped
and trained for this purpose may fly in the clouds (which is
normally forbidden for paragliders) ❍ Military zones
Active piloting
The active flight is: see to the maximum
dynamic pressure thus flying as much as
possible without action on brake controls
but at the same time, if the wing threatens
to collapse, to adequately use the brakes.
Fly actively does not mean immediately
stopping all aerofoil movements by using
the brakes. When crossing a turbulent
area, for example, the glider often begins
to oscillate on the cross or horizontal axis.
In these cases, one should fly without
tension, with a slight action on the brakes
and without intending to counter all the
swings.
Types of turn paraglider
90,180,360
Care and
maintenance
Inspection and repair
The glider and harness should be subject to monitoring of
their condition.
The wing:check the air porosity.mostly at the upper
surface and leading edge.
The sewing :❍ Check the seams of the canopy, the risers
and the harness.
❍ The defective seams can be repaired with nylon thread
Suspension line: measure the length of the base line if
the line length changes more than 1cm it can change the
profile and flight behavior.
Carabiners:periodically check the thread
The risers:Replace faulty elevators
The harness:only specialist should repair defective
harness.check the friction point with the seat.
Cleaning:Gliders should only be cleaned if it is essential.
The dirt goes away with use. Very dirty wings should be
washed with warm water and possibly with a very mild
detergent.
PARAGLIDING DAY
6
GLOBAL WEATHER
HIGH PRESSURE AND LOW PRESSURE
LOW PRESSURE (CYCLONE): WARM AIR RISES ⇒ IT COOLS ⇒ IT
REACHES ITS DEW POINT ⇒ CLOUD FORMATION ⇒ BAD
WEATHER. AIR FLOWS IN AN ANTI CLOCKWISE DIRECTION IN
THE NORTHERN HEMISPHERE AND CLOCKWISE IN THE
SOUTHERN HEMISPHERE. IN A LOW PRESSURE THE AIR
MASSES ABOVE ARE MOVING APART CAUSING A VACUUM
WHICH IS FILLED FROM THE AIR RISING BELOW.
HIGH PRESSURE (ANTICYCLONE): THE AIR MASSES ABOVE ARE
COMING TOGETHER, COLD AIR SINKS AND SPIRALS
DOWNWARDS. (CLOCKWISE IN THE NORTHERN HEMISPHERE,
ANTI CLOCKWISE IN THE SOUTHERN; THIS PHENOMENON IS
CALLED “SUBSIDENCE” ⇒ IN DOWNWARD MOVEMENT THIS AIR
WARMS BY COMPRESSION ALONG THE DRY ADIABATIC
TEMPERATURE CURVE ⇒ CLOUDS DISSOLUTION ⇒ STABLE
SUNNY WEATHER
WEATHER FRONTS
WARM FRONT : IF A MASS OF WARM AIR RUSHES INTO A MASS
OF COLD AIR, IT GLIDES UPWARDS ALONG THE COLD AIR; THIS
MAKES THE AIR MASS COOL DOWN AND BRINGS IT TO ITS DEW
POINT. THE WARM FRONT INVOLVES PERSISTENT CLOUDS AND
RAIN.
COLD FRONT : IF A MASS OF COLD AIR CRUSHES INTO A WARM
AIR MASS, BEING HEAVIER IT SEEPS IN THE WARM AIR AND, AS
IF IT WAS A LEVER ARM, LIFTS IT VERTICALLY; THIS COOLS
DOWN THE AIR MASS AND LEADS IT TO ITS DEW POINT. THE
COLD FRONT IMPLIES STORMY CLOUDS AND RAIN.
OCCLUSION
AT THE END OF A LOW PRESSURE SYSTEM, THE COLD FRONT
OVERTAKES OFTEN THE WARM FRONT, THIS IS CALLED
OCCLUSION. DEPENDING ON THE TEMPERATURES IN CONFLICT,
THE OCCLUSION MAY HAVE A WARM OR A COLD FRONT
CHARACTER
LENTICULAR CLOUDS
LENTICULAR CLOUDS ARE STATIONARY CLOUDS THAT FORM
MOSTLY IN THE TROPOSPHERE, TYPICALLY IN PERPENDICULAR
ALIGNMENT TO THE WIND DIRECTION. THEY ARE OFTEN
COMPARABLE IN APPEARANCE TO A LENS OR SAUCER.
NACREOUS CLOUDS THAT FORM IN THE LOWER
STRATOSPHERE SOMETIMES HAVE LENTICULAR SHAPES
ISOBARS
ISOBARS ARE LINES OF EQUAL PRESSURE ON
WEATHER MAPS. THE MEASURING STATIONS ARE LOCATED AT
DIFFERENT ALTITUDES (EXAMPLE: GENEVA AND JUNGFRAU).
TO GET
COMPARABLE RESULTS, THE MEASURED PRESSURE IS
CONVERTED BY
CALCULATION TO A STANDARD LEVEL, WHICH MAY BE THE SEA
LEVEL
FOR INSTANCE.
IN THIS DRAWING,
THE CLOUDS
THE CLOUDS
WHEN THE AIR COOLS TO THE DEW POINT, THERE IS CLOUD
FORMATION. WATER VAPOR CONDENSES AROUND
CONDENSATION NUCLEI. IT IS THIS FORMATION OF SMALL AND
LIGHT WATER DROPLETS OR ICE CRYSTALS FLOATING IN THE AIR
THAT MAKE THE CLOUD VISIBLE.
-HEAPED CLOUDS (CUMULUS)
THEY ARE SYNONYMOUS OF UNSTABLE LAYERS IN THE
ATMOSPHERE: WARM AIR RISES, THE COLD GETS DOWN ⇒
VERTICAL MOVEMENTS OF AIR ⇒ UNSTABLE ATMOSPHERE
• THE STRATUM-SHAPED CLOUDS (STRATUS)
THEY ARE SYNONYMOUS OF STABLE LAYERS IN THE
ATMOSPHERE: NO
TENDENCY TO MIX, FOR INSTANCE: FOG IN THE VALLEYS AND
BEAUTIFUL
WEATHER IN THE MOUNTAINS.
OROGRAPHY
RAIN, SNOW, OR OTHER PRECIPITATION PRODUCED WHEN MOIST
AIR IS LIFTED AS IT MOVES OVER A MOUNTAIN RANGE. AS THE
AIR RISES AND COOLS, OROGRAPHIC CLOUDS FORM AND SERVE
AS THE SOURCE OF THE PRECIPITATION, MOST OF WHICH FALLS
UPWIND OF THE MOUNTAIN RIDGE. SOME ALSO FALLS A SHORT
DISTANCE DOWNWIND OF THE RIDGE AND IS SOMETIMES CALLED
SPILLOVER. ON THE LEE SIDE OF THE MOUNTAIN RANGE,
RAINFALL IS USUALLY LOW, AND THE AREA IS SAID TO BE IN A
RAIN SHADOW. VERY HEAVY PRECIPITATION TYPICALLY OCCURS
UPWIND OF A PROMINENT MOUNTAIN RANGE THAT IS ORIENTED
ACROSS A PREVAILING WIND FROM A WARM OCEAN
-RADIATION FOG
RADIATION FOG DURING THE NIGHT, THE GROUND COOLS THE
LOWER AIR LAYERS TO THEIR CONDENSATION LEVEL. CLEAR
SKIES, LITTLE WIND AND AIR TEMPERATURE NEAR THE DEW
POINT MAKE FOG FORMATION EASIER. THIS IS OFTEN THE CASE
IN AUTUMN AND WINTER WHEN HIGH-PRESSURE SITUATIONS
OCCUR. ITS DISSOLUTION DURING THE DAY IS DUE TO WIND AND
SUNLIGHT.
-ADVECTION FOG IT IS FORMED WHEN HUMID AIR LAYERS NEAR
THE GROUND GO ON A COOLER SURFACE AND COOL DOWN TO
THE DEW POINT. THIS HAPPENS IN THE MOUNTAINS ALONG THE
TEMPERATURE
INVERSION
TEMPERATURE GRADIENT). BECAUSE AIR IS A POOR
CONDUCTOR TEMPERATURE DECREASES WITH ALTITUDE. TILL
THE TROPOPAUSE THE TEMPERATURE, THAT NORMALLY
DECREASES, MAY EITHER REMAIN STABLE (ISOTHERMAL) OR
INCREASE (THERMAL INVERSION).
• CURVE OF A HOMOGENEOUS STABLE AIR (STANDARD
TEMPERATURE
GRADIENT)
REGULAR DECREASE OF TEMPERATURE WITH ALTITUDE
(NEGATIVE
TEMPERATURE GRADIENT)
WHEN THE TEMPERATURE INCREASES WITH ALTITUDE, THIS
IS CALLED INVERSION.
• INVERSION ON THE GROUND:
A CLOUDLESS SKY ALLOWS THE HEAT TO RADIATE SINCE THE
SUNSET. AS A
RESULT, THE AIR LAYERS NEAR THE GROUND COOL DOWN. AS
WE ALREADY SAW,
BECAUSE THE AIR IS A POOR CONDUCTOR, THE COOLING IS
ONLY ON THE LOWER
LAYERS. IN COMPARISON WITH THE STANDARD CURVE THE
TEMPERATURE
INCREASES WITH ALTITUDE AND ONLY FROM A CERTAIN
ALTITUDE IT COOLS
UPWARD INVERSION LAYER
IN A WARM FRONT THERE IS, AT A CERTAIN ALTITUDE, A
WARMER AIR LAYER THAN THAT
PREVAILING ON THE GROUND. IT HAS A HIGH RELATIVE
HUMIDITY THAT MAKES THE
AIR IN THIS LAYER TO HEAT INSTEAD OF COOLING AND THEN IT
DECREASES AGAIN FROM
A CERTAIN ALTITUDE (SEE FRONTS EXPLANATION)
DOWNWARD INVERSION LAYER
WHEN UNSATURATED AIR DESCENDS FROM HIGH ALTITUDES, IT
WARMS 1°C PER 100 METERS (SEE EXPLANATION ON
ADIABATIC). DURING THIS DESCENT ITS RELATIVE HUMIDITY
DECREASES. THE ABSOLUTE HUMIDITY REMAINS CONSTANT,
BUT WITH THE WARMING IT MOVES AWAY FROM ITS DEW POINT.
IN MOST CASES THIS DESCENT (SUBSIDENCE) STOPS BY THE
PRESENCE OF A LAYER OF COLD AIR ON THE GROUND. AT THIS
LIMIT WE FIND TYPICAL CLOUDS OF THIS SITUATION, NAMELY
THE STRATUS. ABOVE THIS BARRIER LAYER WE HAVE A GOOD
HORIZONTAL VISIBILITY. ONE CAN OFTEN NOTICE THIS
SITUATION DURING THE WINTER HIGH PRESSURES.
INVERSION IN ALTITUDE:
ISOTHERMAL
THIS IS AN AIR LAYER WHOSE TEMPERATURE DOES
NOT CHANGE WITH ALTITUDE, SO ITS TEMPERATURE
GRADIENT IS 0°C / 100 M. LINKS WITHLINKS WITH
PRACTICE:PRACTICE:
INVERSIONS AND ISOTHERMAL ARE AIR STABLE
LAYERS. THEY ARE A THERMAL BARRIER BECAUSE
THE WARM RISING AIR LOSES ITS RELATIVE
ADVANTAGE OF HEAT AND THUS CEASES TO RISE.
OPERATING THE
SPEED BAR
WITH AN ACCELERATION SYSTEM ON FOOT, THE PILOT, BY
PRESSING AN ACCELERATOR CONNECTED TO THE RISERS A
AND B, CAN INCREASE THE SPEED BY 10 KM/H. USUALLY
THE B LINES ARE DRAWN AND CAUSE A FLATTENING OF
THE PROFILE AND A DECREASE IN AIR RESISTANCE.
SIMULTANEOUSLY THE TENDENCY TO FRONTAL CLOSURES
INCREASES.
OPERATING THE SPEED SYSTEM
TRIM TABS WHEN OPERATING THE SPEED SYSTEM
SMOOTHLY AND SLOWLY PRESS THE BAR. ALLOW THE
PARAGLIDER TO GAIN SPEED, DON’T PULL THE BRAKES
WHILST PRESSING THE SPEED BAR. YOU CAN KEEP IN
CONTACT WITH THE GLIDER BY RESTING YOUR HANDS ON
THE BACK RISERS. SMOOTHLY AND SLOWLY RELEASE THE
BAR TO AVOID THE WING PITCHING BACKWARDS. IF THE
AIR IS TURBULANT OR YOU GET A COLLAPSE THEN RELEASE
THE BAR.
VFR
- FLIGHT RULES
FREE FLIGHT SUCH PARAGLIDING IS REGULATED
BY THE RULES OF VFR (VISUAL FLIGHT RULES).
VISUAL FLIGHT RULES VFR
MINIMA OF HORIZONTAL VISIBILITY AS WELL AS
CLEARANCES FROM CLOUDS FLUCTUATE
DEPENDING ON THE ALTITUDE (RELATIVE TO SEA
LEVEL) OR HEIGHT (FROM THE GROUND) OF
FLIGHT AND AIRSPACE WHICH THE PILOT
OPERATES.
FROM THE GROUND TO A DISTANCE OF 900
METERS (FL30), THE PILOT MUST HAVE A
HORIZONTAL VISIBILTY OF 1.5 KM AND
PERMANENT VIEW OF THE GROUND.
BEYOND 900 METERS, IT MUST MEET A LATERAL
DISTANCE FROM CLOUDS OF 1.5 KM AND
VERTICAL DISTANCE OF 300 METERS. OTHERWISE
THE LATERAL DISTANCE OF VISIBILITY MUST BE 5
KM.
Thermal triggers and
collectors
The Earth’s surface gets warm by the sun
differently depending on
the nature of its surface (see 4.4.5).
Above the heated surfaces an air layer is
formed which reduces its
density by the temperature increase and forms
a bubble which
tends to rise.
This process is more active when the wind is
low.
Because of friction at the start, this bubble
remains close to the ground.
By a continuous warming, this bubble grows
up, the repelled cold
air descends along the bubble and therefore
raises it.
Cloud formation
When rising warm air reaches its
condensation level, it forms a
cloud. The released condensation
energy gives the bubble even
more upward force.
Cumulus clouds formed by days of
fine weather are reliable
indicators of the thermal location.
A sufficiently formed cumulus
cloud can draw the air directly
from below even if there is no
more warm air coming from the
soil surface.
Stall and spin
Stall
The glider goes into stall when going below the
minimum speed. At the stalling moment the canopy
characteristically swings back and the pilot has a
pendulum movement forward. Warning: During this
phase it is of prime importance to keep down the
brake controls until hanging again under the wing.
Lock your arms. Keep your body rigid and tuck your
legs under the harness. If brake controls are suddenly
released, the canopy performs a violent swing and
may, with a fast wing in particular, dive dangerously
forward.
Spin
Spins are quick rotations around the vertical axis with
a unilateral stall in which the inner wing part of the
turn rotates back, negative, that is to say that the air
flow comes from backwards.
The result is a high torque which prevents the pilot,
due to its inertial motion, of following this rotation =
Twist (twist among the risers). In a twist the brake
controls are generally blocked until one gets out of it.
Asymmetric and
symmetric collapse (tuck)
An asymmetric tuck is the most common dangerous
flight configuration. If there are few cells closing, the
pilot, in some cases, does not notice anything. Most
of the time a light action on brake controls is enough
to completely reopen the wing.
he most urgent objective for the driver is then to
stabilize the glider to prevent starting on
autorotation. For that one must pull the brake control
on the opposite side with an intensity that depends
on how important is the tuck so that the glider can
maintain the direction planned ⇒ Counter with
brakes.
Symmetric collapse
The symmetric collapse known as frontal collapse as
well it happens cause of gusty wind,while peach
pendulum,before entering thermal
Front tucks (collapse of the entire leading edge) are
generally rarer and less problematic than
asymmetrical tucks. One comes out of it by a
vigorous action on both brake controls.
Resque
The reserve
When to use:
-Collision
-glider or line broken while flying
-into the glider
-pilot limit (before blackout)
Note:reserve parachute(resque) must throw before 50
meter from the ground.
Systems: The reserve parachutes with a round canopy
represent, for normal use in the field of paragliding, the
best solution. They are not steered as those of a "Cut-
away" system are, but can be operated at low altitude
above the ground. Moreover, they are less expensive
than other systems in the assembly, installation and
maintenance.
Materials:Nylon for canopy and polyester or polyamide in
some cases of lines.
Folding:strongly recommended to regularly ventilate and
fold
up again the reserve parachute at intervals of about six
months (the recommendation of APPI is every 6 months).
The folding of the
emergency parachute may be executed by any certified
rescue
packer.
Stability and instability
- Stability and Instability
An aircraft disturbed in its uniform motion can
react in different ways:
● Stable: After disturbance (e.g., after an
extreme maneuver interruption or after tuck), it
returns, oscillating, to its
original motion.
● Indifferent: It remains in its new movement
(e.g., a twist that does not stop).
● Unstable: The imbalance is increasing. The
aircraft rolls away from its original position (e.g.,
a wing auto-rotating faster
and faster).
A safe aircraft is recognized by its high self-
stability. The glider gets its stability mainly from
the low position of its gravity center. As a result,
strong forces act on the horizontal and the cross
axis which place the system, after a flight control
or imbalance, again in its original situation.
Stability is other dependent of the wing load.
Dangerous situation
for flight
-Launching, Flying or Landing in rotors
or mechanical turbulence!
-Launching, Flying or Landing in strong
wind!
-Flying at sites that require the limits
of our abilities!
-Landing in trees!
-Landing in Power Lines!
Prepare for (PLF) paragliding landing
fall
Big ears
-Big ears
Big ears By folding down the wingtips, a sink rate of 3 - 5
m / s is achieved by reducing the horizontal speed. Due to
the decrease in surface area, the wing load and the glider
stability increase. This flight maneuver is convenient, for
instance, to descend quickly if you see the weather is
going to change or to avoid going into clouds.
To pull the big ears one should pull the outer A lines, a lot
of gliders have split A risers to allow you to pull them
easily. Reach up and pull them down one at a time.
-Big ears with speed system 6.1.9 Big ears with speed
system Pull big ears, establish them, then press the speed
bar having previously placed the speed bar on your foot
ready for use. Push the speed bar smoothly let it stabilise.
When you want to release it then release the speed bar
first let the speed stabilise then release the big ears one
at a time. You may want to use this as when you put the
big ears on the glider is slower with an increased angle of
attack. Pushing the speed bar decreases the angle of
attack and gives you speed to descend if you need to
forward as well as go down. Do not use this low to the
ground as it can result in a assymetric collapse.
The spiral dive
Spiral dives can be disorienting due to the excessive
speeds and G-forces.
In a tight 360 the sink rate may reach values up to 15 m
/ s. Because of centrifugal force, the load due to the
pilot and equipment greatly increases so that the load
factor can be up to 3g.
One should get out of tight spirals with a sufficient
height above the ground and slowly release the action
on brake controls if one wants to avoid large pendulum
swings.
:B-Line stall
Pulling down simultaneously both B risers causes the
most damped form of stall. It is hard at first to pull
down, it must be done evenly and and insure only the B
risers are pulled. The paraglider gradually loses speed
until the canopy makes a small seesaw motion
backwards which precedes the stall. (Do not let go at
this point as the glider will do a huge dive) Maintain the
stall for a t least 4 seconds to allow you to fall back
under the glider.
In a B-Line stall, the horizontal velocity is zero.
Sometimes one flies slightly backwards and slowly
turning on its axis. (If it is turning evenly release the
risers a little you are pulling too much. The sink rate
may reach 8 m / sec. The pilot’s attention during this
The paraglider
the paragliders for school and beginners,
● the intermediate-performance gliders,
● the high performance of competition gliders.
-The paragliders school and beginners
The beginner needs a sound wing in any situation which must be
easy to maneuver. The characteristics of takeoff, flight and landing
are important and relegate performance to second place.
-The intermediate-performance gliders
From the beginner to the experienced thermal pilot, the class of
intermediate paragliders meets most pilots of free flight. These
paragliders offer a safe and trouble free use in normal flight and
have, at the same time, good performances.
A minimum sink rate of 1.1 to 1.3 meters per second and a drag
ratio of 6-7, make distant flights possible. Anyone who flies with an
intermediate wing should fly regularly and master the style of
active flight (see chap. 5).
-The high performance of competition gliders
Paragliders of high performance and competition should be
reserved for very experienced pilots who fly frequently.
Even if, thanks to several years of development, the ’performance’
gliders have a large reserve of safety, one must not forget that
they require, as before, more demanding steering than paragliders
of intermediate category.
A drag ratio of 8 or more, a minimum sink rate of about 1m/s has
no interest but in competition or for ambitious long distance
flights.
The certification test
-The certification tests
Warning the Certification means security not performance !!!
The certification test is an optional control of the flight ability of a type of
paraglider. The framework of requirements for a wing to be approved by , is
fixed by the APPI itself. With the exception of Germany with DHV, all European
countries have developed certification tests for common emergency parachutes
and gliders. The gliders are submitted by European standards (CEN) to three
tests:
● Test shock: the paraglider is accelerated to 60km/h by a vehicle and is then
suddenly catapulted in to the air, which corresponds to a load of 600 kg. If it
resists this abuse without damage, the test is successful.
● Test scalability: The glider is gradually accelerated by a car until the pull on
suspension lines is eight times more than the value of the maximum load
placed on the manufacturer wafer. If no damage has been suffered by the glider,
the test is successful.
● Flight test: There are 4 different categories: A, B ,C et D or 1, 1-2, 2 and 3
with DHV
❍ Class StandardA: includes beginner and intermediate wings. It’s in this class
that the requirements are more rigorous. 17 flight configurations (eg. spin) are
tested from takeoff to landing. During these flight figures and also after
provoked incidents, the glider must find itself a normal flight situation. The test
is successful if after the 17 flight configurations, the requirements, clearly
defined, are met.
❍ Class PerformanceB: includes the top of the intermediate class wings and the
wings of the high class performance. The requirements for the flight behavior
and flight patterns are less stringent than in standard class.
❍ Class CompetitionC: In this category, one only tests the conduct in a tuck, an
asymmetrical stall or a spin.
Glider certify center
-Academy (site web)
-Air torquoise (site web)
-Aerotest(FFVL)
-DHV
Inspection and repairs
The glider and the harness should be subject to regular monitoring of their
condition (most manufacturers recommend a control plant each year):
● The wing
❍ Check the air porosity. The most loaded part in flight is on the upper surface
of the edge. The experienced pilot recognizes the wing signs of aging (especially
an increase in porosity) by changes in flight behavior: the paraglider is inclined
to drop, the air flow picks up sooner and speed range becomes smaller.
❍ Small lacerations can be repaired by sticking self-adhesive tape Rip-Stop on
both sides, taking care to round the corners. Large lacerations should be
repaired by the manufacturer.
● The sewing
❍ Check the seams of the canopy, the risers and the harness.
❍ The defective seams can be repaired with nylon thread.
Note: Too tight points perforate the fabric and make it lose its strength!
● The Suspension lines
❍ Measure the length of the base lines. A change in the length of suspension
lines of more than 1 cm exceeds the tolerance allowed and can cause both a
change of profile and of flight behavior. They should therefore be changed.
❍ Replace the lines when snagged or torn apart.
● Carabiners: Periodically check the thread. One screws on a carabiner by hand
and ends with a one quarter turn of key.
● The risers: Replace faulty elevators.
● The harness: Only specialists should repair defective harnesses.
Check the friction point with the Seat (specially carbon one) and the harness
principle strap
-Cleaning
Gliders should only be cleaned if it is essential. The dirt goes away with use.
Very dirty wings should be washed with warm water and possibly with a very
mild detergent.
Warning: The harsh chemicals can damage the fabric or dissolve the
impregnation.
If a glider has been in contact with dirty water or sea water, rinse immediately
with fresh water and put it to dry.
-Storage
Store paragliding gear only when completely dry and in a dry place. It takes
several days to completely dry the harness and the suspension lines.