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Paragliding is the recreational and competitive adventure sport of flying paragliders: lightweight, free-flying, foot-launched glider aircraft with no rigid primary structure. The pilot sits in a harness or in a cocoon-like 'pod' suspended below a fabric wing. Wing shape is maintained by the suspension lines, the pressure of air entering vents in the front of the wing, and the aerodynamic forces of the air flowing over the outside.
Despite not using an engine, paraglider flights can last many hours and cover many hundreds of kilometres, though flights of one to five hours and covering some tens of kilometres are more the norm. By skillful exploitation of sources of lift, the pilot may gain height, often climbing to altitudes of a few thousand metres.
In 1954, Walter Neumark predicted (in an article in Flight magazine) a time when a glider pilot would be "able to launch himself by running over the edge of a cliff or down a slope ... whether on a rock-climbing holiday in Skye or skiing in the Alps."Walter Neumark, "The Future of Soaring", Flight magazine, 14 May 1954
In 1961, the French engineer Pierre Lemongine produced improved parachute designs that led to the Para-Commander (PC). The Para-Commander had cutouts at the rear and sides that enabled it to be towed into the air and steered, leading to parasailing/parascending.
Domina Jalbert invented the parafoil, which had sectioned cells in an Airfoil shape, an open leading edge, a closed trailing edge, and was inflated by passage through the airthe design. He filed US Patent 3131894 on January 10, 1963.
About that time, David Barish was developing the sail wing (single-surface wing) for recovery of NASA space capsules—"slope soaring was a way of testing out... the Sail Wing." After tests on Hunter Mountain, New York, in September 1965, he went on to promote slope soaring as a summer activity for ski resorts.Note: apparently without great success
Author Walter Neumark wrote Operating Procedures for Ascending Parachutes, and in 1973 he and a group of enthusiasts with a passion for tow-launching PCs and ram-air parachutes broke away from the British Parachute Association to form the British Association of Parascending Clubs (which later became the British Hang Gliding and Paragliding Association). In 1997, Neumark was awarded the Gold Medal of the Royal Aero Club of the UK. Authors Patrick Gilligan (Canada) and Bertrand Dubuis (Switzerland) wrote the first flight manual, The Paragliding Manual in 1985, coining the word paragliding.
These developments were combined in June 1978 by three friends, Jean-Claude Bétemps, André Bohn and Gérard Bosson, from Mieussy, Haute-Savoie, France. After inspiration from an article on slope soaring in the Parachute Manual magazine by parachutist and publisher Dan Poynter, they calculated that on a suitable slope, a "square" ram-air parachute could be inflated by running down the slope; Bétemps launched from Pointe du Pertuiset, Mieussy, and flew 100 m. Bohn followed him and glided down to the football pitch in the valley 1000 metres below. Jean-Claude Bétemps: "J'ai inventé le parapente" Parapente (pente being French for 'slope') was born.
From the 1980s, equipment has continued to improve, and the number of paragliding pilots and established sites has continued to increase. The first (unofficial) Paragliding World Championship was held in Verbier, Switzerland, in 1987, though the first officially sanctioned FAI World Paragliding Championship was held in Kössen, Austria, in 1989.
Europe has seen the greatest growth in paragliding, with France alone registering in 2011 over 25,000 active pilots.
Starting in 2022, feasibility studies of paragliding from above 8000meters have been in progress in the Everest region of Nepal this would effectively be paragliding from the highest starting altitude on the planet.
In most modern paragliders (from the 1990s onwards), some of the cells of the leading edge are closed to form a cleaner aerodynamic profile. Holes in the internal ribs allow a free flow of air from the open cells to these closed cells to inflate them, and also to the wingtips, which are also closed. Paraglider wing information; para2000.org Almost all modern paragliders follow a sharknose design of the leading edge, by which the inflation opening is not at the front of the wing, but slightly backwards on the underside of the wing, and following a concave shape. This design, resembling the nose of a shark, increases wing stability and stall resistance. In modern paragliders, semi-flexible rods made out of plastic or nitinol are used to give extra stability to the profile of the wing. In high-performance paragliders, these rods extend through most of the length of the upper wing.
The pilot is supported underneath the wing by a network of suspension lines. These start with two sets of risers made of short () lengths of strong webbing. Each set is attached to the harness by a carabiner, one on each side of the pilot, and each riser of a set is generally attached to lines from only one row of its side of wing. At the end of each riser of the set, there is a small maillon with a number (2–5) of lines attached, forming a fan. These are typically long, with the end attached to 2–4 further lines of around m, which are again joined to a group of smaller, thinner lines. In some cases this is repeated for a fourth cascade.
The top of each line is attached to small fabric loops sewn into the structure of the wing, which are generally arranged in rows running span-wise (i.e., side to side). The row of lines nearest the front are known as the A lines, the next row back the B lines, and so on. A typical wing will have A, B, C and D lines, but recently, there has been a tendency to reduce the rows of lines to three, or even two (and experimentally to one), to reduce drag.
Paraglider lines are usually made from UHMW polythene or aramid. Although they look rather slender, these materials are strong and subject to load testing requirements. For example, a single 0.66 mm-diameter line (about the thinnest used) can have a breaking strength of .
Paraglider wings typically have an area of with a span of and weigh . Combined weight of wing, harness, reserve, instruments, helmet, etc. is around . Ultralight Hike & Fly kits can be lighter than .
The glide ratio of paragliders ranges from 9.3 for recreational wings to about 11.3 for modern competition models,FAI Website reaching in some cases up to 13.U6 at glide ratio competition 2013 http://www.aircross.eu/net/u6-made-longest-flight-at-glide-ratio-competition-2013/?lang=en For comparison, a typical skydiving parachute will achieve about 3:1 glide. A hang glider ranges from 9.5 for recreational wings to about 16.5 for modern competition models. An idling (gliding) Cessna 152 light aircraft will achieve 9:1. Some sailplanes can achieve a glide ratio of up to 72:1.
The speed range of paragliders is typically , from stall speed to maximum speed. Achieving maximum speed requires the use of speedbar, or trimmers. Without these, and without applying brakes, a paraglider is at its trim speed, which is typically and often at the best glide ratio, too. High-performance paragliders meant for competitions may achieve faster accelerated flight, as do speedwings, due to their small size and different profile.
For storage and carrying, the wing is usually folded into a stuffsack (bag), which can then be stowed in a large backpack along with the harness. Some modern harnesses include the ability to turn the harness inside out such that it becomes a backpack, saving weight and space.
Paragliders are unique among human-carrying aircraft in being easily portable. The complete equipment packs into a rucksack and can be carried easily on the pilot's back, in a car, or on public transport. In comparison with other air sports, this substantially simplifies travel to a suitable takeoff spot, the selection of a landing place and return travel.
Tandem paragliders, designed to carry the pilot and one passenger, are larger but otherwise similar. They usually fly faster with higher trim speeds, are more resistant to collapse, and have a slightly higher sink rate compared to solo paragliders.
Harnesses also vary according to the need of the pilot, and thereby come in a range of designs, mostly:
Harnesses have a substantial influence on the flying characteristics; for instance, acro harnesses lead to more agile handling, which is desirable for flying acrobatics, but may be unsuitable for beginners or XC pilots looking for more stability in flight. While pod harnesses offer more stability and aerodynamic properties, they increase the risk of riser twist, and are hence not suitable for beginners. The standard harness is an open harness, which features a sitting, slightly reclined body position.
The main purpose of a variometer is in helping a pilot find and stay in the "core" of a thermal to maximise height gain and, conversely, to indicate when a pilot is in sinking air and needs to find rising air. Humans can sense the acceleration when they first hit a thermal, but cannot detect the difference between constant rising air and constant sinking air. Modern are capable of detecting rates of climb or sink of 1 cm per second. A variometer indicates climb rate (or sink-rate) with short audio signals (beeps, which increase in pitch and tempo during ascent, and a droning sound, which gets deeper as the rate of descent increases) and/or a visual display. It also shows altitude: either above takeoff, above sea level, or (at higher altitudes) flight level.
Increasingly, Smartphone are used as the primary means of navigation and flight logging, with several applications available to assist in air navigation. They are also used to co-ordinate tasks in competitive paragliding and facilitate retrieval of pilots returning to their point of launch. External variometers are typically used to assist in accurate altitude information.
Ground handling is considered an essential part of most paragliding wing management training. It needs to be remembered that in any sort of stumble or tumble, the head is at risk and a helmet is therefore always advisable.
It is highly recommended that low hour pilots, ground-handling, should be wearing a formal harness with leg and waist straps firmly fitted and fastened. Since 2015 the standard harness has become an inflatable type. This forms a protective cushion when, during flight, air is forced through a check valve and retained in a chamber behind and under the pilot. In ground-handling practice the amount of air passing through the check valve may be very slight. In an accident where the pilot has been lifted and dumped while facing downwind, the protection offered by an inflatable harness is likely to be minimal. The old fashioned foam type of harness has a special value in that sort of situation.
As pilots progress, they may challenge themselves by kiting over and around obstacles, in strong or turbulent wind, and on greater slopes.
It is often easier, because the pilot only has to run forward, but the pilot cannot see his wing until it is above him, where he has to check it in a very short time for correct inflation and untangled lines before the launch.
Reverse launches have a number of advantages over a forward launch. It is more straightforward to inspect the wing and check if the lines are free as it leaves the ground. In the presence of wind, the pilot can be tugged toward the wing, and facing the wing makes it easier to resist this force and safer in case the pilot slips (as opposed to being dragged backwards). However, the movement pattern is more complex than forward launch, and the pilot has to hold the brakes in a correct way and turn to the correct side so he does not tangle the lines. These launches are normally attempted with a reasonable wind speed, making the ground speed required to pressurise the wing much lower.
The launch is initiated by the hands raising the leading edge with the As. As it rises the wing is controlled more by centring the feet than by use of the brakes or Cs. With mid level wings (EN C and D) the wing may try to "overshoot" the pilot as it nears the top. This is checked with Cs or brakes. The wing becomes increasingly sensitive to the Cs and brakes as its internal air pressure rises. This is usually felt from increasing lift of the wing applying harness pressure to the seat of the pants. That pressure indicates that the wing is likely to remain stable when the pilot pirouettes to face the wind.
The next step in the launch is to bring the wing into the lift zone. There are two techniques for accomplishing this depending on wind conditions. In light wind this is usually done after turning to the front, steering with the feet towards the low wing tip, and applying light brakes in a natural sense to keep the wing horizontal. In stronger wind conditions it is often found to be easier to remain facing downwind while moving slowly and steadily backwards into the wind.
Knees bent to load the wing, foot adjustments to remain central and minimum use of Cs or Brakes to keep the wing horizontal. Pirouette when the feet are close to lifting. This option has two distinct advantages. a) The pilot can see the wing centre marker (an aid to centring the feet) and, if necessary, b) the pilot can move briskly towards the wing to assist with an emergency deflation.
With either method it is essential to check "traffic" across the launch face before committing to flight.
The A's and C's technique described above is well suited to low-hours pilots, on standard wings, in wind strengths up to 10 knots. It is particularly recommended for kiting. As wind speed increases (above ten knots), especially on steep ridges, the use of the C's introduces the potential to be lifted before the wing is overhead due to the increased angle of attack. That type of premature lift often results in the pilot's weight swinging downwind rapidly, resulting in a frontal tuck (due to excess A line loads). In that situation the pilot commonly drops vertically and injuries are not uncommon. In ridge soaring situations above ten knots it is almost always better to lift the wing with A's only and use the brakes to stop any potential overshoot. The brakes do not usually increase the angle of attack as much C's. As wind strength increases it becomes more important than ever for the pilot to keep the wing loaded by bending the knees and pushing the shoulders forward. Most pilots will find that when their hands are vertically under the brake line pulleys they are able reduce trailing edge drag to the absolute minimum. That is not so easy for most, when the arms are thrust rearwards.
One more form of towing is hand towing. This is where 1–3 people pull a paraglider using a tow rope of up to . The stronger the wind, the fewer people are needed for a successful hand tow. Tows up to have been accomplished, allowing the pilot to get into a lift band of a nearby ridge or row of buildings and ridge-soar in the lift the same way as with a regular foot launch.
During the approach descent, at around four metres before touching ground, some momentary braking (50% for around two seconds) can be applied then released, thus using forward pendular momentum to gain speed for flaring more effectively and approaching the ground with minimal vertical speed.
In light winds, some minor running is common. In moderate to medium headwinds, the landings can be without forward speed, or even going backwards with respect to the ground in strong winds. Landing with winds which force the pilot backwards are particularly hazardous as there is a potential to tumble and be dragged. While the wing is vertically above the pilot there is potential for a reduced risk deflation. This involves taking the leading edge lines (As) in each hand at the mallion/riser junction and applying the pilot's full weight with a deep knee bend action. In almost every case the wing's leading edge will fly forward a little and then tuck. It is then likely to collapse and descend upwind of the pilot. On the ground it will be restrained by the pilot's legs.
Landing in winds which are too strong for the wing is to be avoided wherever possible. During approach to the intended landing site this potential problem is often obvious and there may be opportunities to extend the flight to find a more sheltered landing area. On every landing it is desirable to have the wing remain flyable with a small amount of forward momentum. This makes deflation much more controllable. While the midsection lines (Bs) are vertical there is much less chance of the wing moving downwind fast. The common deflation cue comes from a vigorous tug on the rear risers' lines (Cs or Ds). Promptly rotate to face down wind, maintain pressure on the rear risers and take brisk steps towards the wing as it falls. With practice there is potential for precision enabling safe trouble-free landing.
For strong winds during the landing approach, flapping the wing (symmetrical pulsing of brakes) is a common option on final. It reduces the wing's lift performance. The descent rate is increases by the alternate application and release of the brakes about once per second. (The amount of brake applied in each cycle being variable but about 25%.) The system depends on the pilot's wing familiarity. The wing must not become stalled. This should be established with gentle applications in flight, at a safe height, in good conditions and with an observer providing feedback. As a rule the manufacturer has set the safe-brake-travel-range based on average body proportions for pilots in the approved weight range. Making changes to that setting should be undertaken in small increases, with tell-tale marks showing the variations and a test flight to confirm the desired effect. Shortening the brake lines can produce the problematic effect of making the wing sluggish. Lengthening brakes excessively can make it hard to bring the wing to a safe touchdown speed.
Alternative approach techniques for landing in strong winds include the use of a speed bar and big ears. A speed bar increases wing penetration and adds a small increase in the vertical descent rate. This makes it easier to adjust descent rates during a formal circuit. In an extreme situation it might be advisable to stand on the speed bar, after shifting out of the harness, and stay on it till touchdown and deflation. Big ears are commonly applied during circuit height management. The vertical descent speed is increased and that advantage can be used to bring the glider to an appropriate circuit joining height. Most manufacturers change the operation technique for big ears in advanced models. It is common for Big Ears in C-rated gliders to remain folded in after the control line is released. In those cases the wing can be landed with reasonable safety with big ears deployed. In those wing types it usually takes two or three symmetrical pumps with brakes, over a second or two, to re-inflate the tips. In lower rated wings the Big Ears need the line to remain held to hold the ears in. While they are held-in the wing tends to respond to weight shift slightly better (due to reduced effective area) on the roll axis. They auto re-inflate when the line is released. In general those wings are better suited to the situation where the ears are pulled in simply to get rid of excess height. Full-wing flight should then be resumed during base leg or several seconds before touch down. Wing familiarity is a key ingredient in applying these controls. Pilots should practise in medium conditions in a safe area, at a safe height and with options for landing.
Weight shift: in addition to manipulating the brakes, a paraglider pilot must also lean in order to steer properly. Such weight shifting can also be used for more limited steering when brake use is unavailable, such as when under "big ears" (see below). More advanced control techniques may also involve weight shifting.
Speed bar: a kind of foot control called the speed bar (also accelerator) attaches to the paragliding harness and connects to the leading edge of the paraglider wing, usually through a system of at least two pulleys (see animation in margin). This control is used to increase speed and does so by decreasing the wing's angle of attack. This control is necessary because the brakes can only slow the wing from what is called trim speed (no brakes applied). The accelerator is needed to go faster than this.
More advanced means of control can be obtained by manipulating the paraglider's risers or lines directly. Most commonly, the lines connecting to the outermost points of the wing's leading edge can be used to induce the wingtips to fold under. The technique, known as "big ears", is used to increase the rate of descent (see picture and the full description below). The risers connecting to the rear of the wing can also be manipulated for steering if the brakes have been severed or are otherwise unavailable. For ground-handling purposes, a direct manipulation of these lines can be more effective and offer more control than the brakes. The effect of sudden wind blasts can be countered by directly pulling on the risers and making the wing unflyable, thereby avoiding falls or unintentional takeoffs.
The rate of rotation in a spiral dive can be reduced by using a drogue chute, deployed just before the spiral is induced. This reduces the G forces experienced.
Once a pilot finds a thermal, he begins to fly in a circle, trying to centre the circle on the strongest part of the thermal (the "core"), where the air is rising the fastest. Most pilots use a Variometer-altimeter ("vario"), which indicates climb rate with beeps and/or a visual display, to help core in on a thermal.
Often there is strong sink surrounding thermals, and there is also strong turbulence resulting in wing collapses as a pilot tries to enter a strong thermal. Good thermal flying is a skill that takes time to learn, but a good pilot can often core a thermal all the way to cloud base.
Potential thermals can be identified by land features that typically generate thermals or by , which mark the top of a rising column of warm, humid air as it reaches the dew point and Condensation to form a cloud.
Cross-country pilots also need an intimate familiarity with air law, flying regulations, aviation maps indicating restricted airspace, etc.
For the rare occasions when it is not possible to recover from a deflation (or from other threatening situations such as a spin), most pilots carry a reserve (rescue, emergency) parachute (or even two); however, most pilots never have cause to "throw" their reserve. Should a wing deflation occur at low altitude, i.e., shortly after takeoff or just before landing, the wing (paraglider) may not recover its correct structure rapidly enough to prevent an accident, with the pilot often not having enough altitude remaining to deploy a reserve parachute with successfully. Different packing methods of the reserve parachute affect its deploying time.
Low-altitude wing failure can result in serious injury or death due to the subsequent velocity of a ground impact whereas a higher altitude failure may allow more time to regain some degree of control in the descent rate and, critically, deploy the reserve if needed. In-flight wing deflation and other hazards are minimized by flying a suitable glider and choosing appropriate weather conditions and locations for the pilot's skill and experience level.
In addition to these organized events it is also possible to participate in various online contests that require participants to upload flight track data to dedicated websites like OLC.
The potential for injury can be significantly reduced by training and risk management. The use of proper equipment such as a wing designed for the pilot's size and skill level, as well as a helmet, a reserve parachute, and a cushioned harness also minimize risk. Pilot safety is influenced by an understanding of the site conditions such as air turbulence (rotors), strong thermals, gusty wind, and ground obstacles such as power lines. Sufficient pilot training in wing control and emergency manoeuvres from competent instructors can minimize accidents. Many paragliding accidents are the result of a combination of pilot error and poor flying conditions.
SIV, short for Simulation d'Incident en Vol (simulation of incident in flight) instruction offers training in managing and preventing unstable and potentially dangerous situations such as collapses, full stalls, and cravattes. These courses are typically led by a specially trained instructor over large bodies of water, with the student usually being instructed via radio. Students will be taught how to induce dangerous situations, and thus learn how to both avoid and remedy them once induced. This course is recommended to pilots who are looking to move to more high performance and less stable wings, which is a natural progression for most pilots. In some countries a SIV course is a basic requirement of initial pilot training. In the event of an unrecoverable manoeuvre resulting in water landing, a rescue boat is typically dispatched to collect the pilot. Other added safety features may include buoyancy aids or secondary reserve parachutes. These courses are not considered essential for novice level flying.
Before scheduling a paragliding adventure, verify weather conditions to ensure flight safety. Check the pilot's qualifications, ensuring they hold a P4 or P5 certification, which includes extensive experience and training in emergency procedures. Engage with the pilot beforehand to assess their experience and ensure they are well-rested, as fatigue becomes a risk factor after multiple flights. Inspect the paragliding equipment for wear and tear, focusing on components like the canopy, brake lines, and reserve parachute, which should be regularly maintained. Finally, confirm the operator's licenses and permissions, and practice ground handling skills under guidance before takeoff to enhance safety and control.
There are pilots still flying while in their nineties but these are exceptional and they may very well depend on specific assistance. It is important for individuals to consult a doctor following any serious health event. It is especially important to carry, in one's flight pack, an up to date list of details relating to medications and major health issues.
There are several key components to a paragliding pilot certification instruction program. Initial training for beginning pilots usually begins with some amount of ground school to discuss the basics, including elementary theories of flight as well as basic structure and operation of the paraglider.
Students then learn how to control the glider on the ground, practising take-offs and controlling the wing 'overhead'. Low, gentle hills are next where students get their first short flights, flying at very low altitudes, to get used to the handling of the wing over varied terrain. Special winches can be used to tow the glider to low altitude in areas that have no hills readily available.
As their skills progress, students move on to steeper/higher hills (or higher winch tows), making longer flights, and learning to turn the glider, control the glider's speed, then moving on to 360° turns, spot landings, 'big ears' (used to increase the rate of descent for the paraglider), and other more advanced techniques. Training instructions are often provided to the student via radio, particularly during the first flights.
A third key component to a complete paragliding instructional program provides substantial background in the key areas of meteorology, aviation law, and general flight area etiquette.
To give prospective pilots a chance to determine if they would like to proceed with a full pilot training program, most schools offer tandem flights, in which an experienced instructor pilots the paraglider with the prospective pilot as a passenger. Schools often offer pilot's families and friends the opportunity to fly tandem, and sometimes sell tandem pleasure flights at holiday resorts.
Most recognised courses lead to a national licence and an internationally recognised International Pilot Proficiency Information/Identification card. The IPPI specifies five stages of paragliding proficiency, from the entry level ParaPro 1 to the most advanced stage 5. Attaining a level of ParaPro 3 typically allows the pilot to fly solo or without instructor supervision.
Paragliding can be of local importance as a commercial activity. Paid accompanied tandem flights are available in many mountainous regions, both in the winter and in the summer. In addition, there are many schools offering courses and guides who lead groups of more experienced pilots exploring an area. Finally, there are the manufacturers and the associated repair and after-sales services. Paraglider-like wings also find other uses, for example, in ship propulsion and wind energy exploitation, and are related to some forms of power kite. Kite skiing uses equipment similar to paragliding sails.
Instruction
Most popular paragliding regions have a number of schools, generally registered with and/or organized by national associations. Certification systems vary widely between countries, though around 10 days instruction to basic certification is standard.
World records
FAI (Fédération Aéronautique Internationale) world records:
Others:
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Related activities
Sky diving
have the most resemblance with paragliders but the sports are very different. Whereas with sky diving the parachute is a tool to safely return to earth after free fall, the paraglider allows longer flights and the use of thermals.
Hang gliding
Hang gliding is a close cousin, and hang glider and paraglider launches are often found in proximity to one another. Despite the considerable difference in equipment, the two activities offer similar pleasures, and some pilots are involved in both sports.
Powered hang glider
Foot-launched powered hang gliders are powered by an engine and propeller in pusher configuration. An ordinary hang glider is used for its wing and control frame, and the pilot can foot-launch from a hill or from flat ground.
Powered paragliding
Powered paragliding is the flying of paragliders with a small engine known as a paramotor attached. Powered paragliding is known as paramotoring and requires extra training alongside regular paragliding training. It is often recommended to become competent in paragliding prior to learning to paramotor in order to know fully what one is doing.
Speed flying
Speed flying, or speed riding, is the separate sport of flying paragliders of a reduced size. These wings have increased speed, though they are not normally capable of soaring flight. The sport involves taking off on skis or on foot and swooping rapidly down in close proximity to a slope, even periodically touching it if skis are used. These smaller wings are also sometimes used where wind speeds are too high for a full-sized paraglider, although this is invariably at coastal sites where the wind is Laminar flow and not subject to as much mechanical turbulence as inland sites.
Gliding
Just like sailplanes and hang gliders, paragliders use thermals to extend the time in the air. Air speed, glide ratio and flight distances are superior to the ones achieved by paragliders. Paragliders on the other hand are able to also facilitate thermals that are too small (because of the much larger turn radius) or too weak for gliding.
National organizations
Notes
Further reading
External links
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