FlyHawaii

Paragliding Manual

· Compiled by Achim Hagemann

· 808 895 9772

· flyaglider@yahoo.com

· www.aircotec.net/flyhawaii.htm

Picture gallery:
http://paraexpeditionshawaii.blogspot.com/

Listening to that Little Voice of Warning by Paul Gazis
Pilots have asked when and how one should listen to that 'little voice of warning' that pipes up inside ones head telling one not to fly. As someone half-descended from one of the world's most superstitious cultures, and as one who failed once, in an extremely spectacular fashion, to listen to that 'little voice' when he should have...and no, it wasn't this silly recent beach-whack from which I am recovering but a truly horrifying experience, on March 12 of 1990, which if I ever told the story publicly in all of its terrifying detail, would probably cause at least a dozen people to quit flying, take up competitive checkers instead, and be crushed to death by improperly folded checkerboards in a freak accident at an insignificant regional tournament, which goes to show that you can never lead a life that is totally free from risk but must do your best to have fun and stay safe however you can...let me make a few suggestions.
The problem is that there are TWO 'little voices of warning'. The First Little Voice is the one that looks around, evaluates the conditions with a superb subconscious skill that is trustworthy, reliable, and free from the cares, concerns, and pre-conceptions of the conscious mind, makes its forecast, adds its honest evaluation of one's physical condition, skill, and experience level that day, and makes a valid judgement of how safe it will be to fly. This is the Little Voice that, if one can only hear it, is the one to which one should and must listen. Unfortunately there is also a Second Little Voice, louder and more strident, that screams out, "You're going to die!" at odd intervals for no apparent reason. Not only can this Second Little Voice cause you to miss some awesome days, it can actually make a safe day dangerous by increasing the possibility of panic.
The Trick, obviously, is to somehow learn to tell these Two Little Voices apart, to listen religiously to everything the First One says, and tell the Second One to shut the [impolite word] up. How to accomplish this trick is one of the World's Great Questions. Unfortunately, as an acknowledged Person Who Is Not Sufficiently Clever To Deduce The Answers To The World's Great Questions, I do not know how to do this. I do, however, have an idea that I believe has some merit:
If a Little Voice of Warning starts crying out its predictions of doom, sit down and ask for an explanation. This will often be enough to silence the Second, emotional and unreliable, Voice, which does not have any explanation for its irrational fear. The First Voice, of the other hand, the one to which you WANT to listen, will, when challenged, usually be able to come up with some explanation for its pessimism: something like, "Well, gee, it's blowing in at 20-25, this is laminar marine air with no sign of lift, the first LZ is a 6:1 glide away past a forest of 100 foot tall pine trees, and it's 45 degrees cross here at launch, which just happens to be socked in with clouds." (As you might guess, these are the some of the clues the three of us failed to notice on that Famous Day eight years ago). If this does not give any clue which voice is speaking, go ahead and plan your flight as if there was no voice at all, but PAY SPECIAL ATTENTION TO YOUR BAIL-OUT OPTIONS. Figure out what could go wrong, figure out what you'll do if it does, and make sure that you've got a safe reliable way to dig yourself out of trouble. (Yes, you guessed it. This is another thing that I failed to do on that Famous Day Eight Years Ago.)
These two actions should be enough to answer the question of whether or not it's safe to fly, but if you still have any doubt, bag it. It is, perhaps, easier to give this advice here in Elfland, where you could blow off EVERY day on which you had the even slightest doubts and still get to fly 90% of the time, but remember: even in the Central Atlantic Coast, whose wretched conditions are a source of legend, there will be another good day tomorrow. After all, the mountains have been around for several million years and can reasonably be expected to last another few million.
Since my Adventure Eight Years Ago, which Experience was the source of this philosophy, I have decided not to launch on, and hence missed, all of Three Good Days. How sad. On the other hand, I was also clever enough to avoid at least Ten Really Bad Days: days that were so dire that they have become the stuff of stories and regrets to all who survived. I wouldn't trade the Three Good Days I missed for even a single second of those Ten Bad Days,
The Trick I still have to learn is when to call it quits on an XC flight. I have now fought, struggled, and battled my way into serious trouble at least twice in the last six years, which is, of course, at least two [impolite word] times too many. Ho ho.
Postscript: It seems to me that the Real Problem is not getting pilots to make rational decisions whether or not to fly, it's getting the rest of the flying community to respect those decisions. Some regions and clubs are fine, but I can think of a few places where I've heard conversations like, "Hmm. Looks bad. I'm not sure I want to fly today." "Why not? Whimp! There's cycles coming up! And once you get past those two ridges you'll be out of the rotor. Besides, that thunderstorm isn't headed this way, and those trees in front of launch haven't grown back too much since we trimmed them six years ago."
I guess the real question that we all have to answer is the one that's been kicking around for some time: why do we fly? Is it for fun, or is it for glory? If it's for fun, are you Really doing your best to have fun? If it's for glory, are you honestly prepared to pay the price: in effort, time, and added risk? My own experience is that glory is hollow, and no matter how unambitious you are, there are plenty of days when even a cowardly weenie like me can make it past the honchos, but if someone really IS a fire-eater, and simply HAS to fly close to the edge in order to be satisfied... well... they DO have my respect, and I'll retell their tales of glory as breathlessly as the next man. :-)

When you arrive to the launch area, put on the ground the backpack that you brought there with difficulty. Open it and take out the harness that holds that holds the wing
Now you need to put your backpack (that holds everything) in the harness’s front pocket! (So.... you had a good flight ... when you arrive on the ground you realize you forgot the backpack!!! ...and how can you pitch the paraglide again ??? to through at arm's length ??!!! :) You unroll the wing and center the harness on it. It’s important that the wing forms a corolla for a better air intake
In this way, the wing is lead back from the lower part of the training hill, which explains why it looks like a squashed cauliflower.

After setting your wing, you have to test it and to test the lines too, before every flight.In fact, after folding, you might find some keys. You need to know that the lines cannot get entangled because they have two junctures. Nevertheless, they might have some knots, that you can easily untie by lightly pulling them up.
Remember that the lines are completely bound to the risers which, in turn, are fixed to the harness’s rings.
You need to check the harness and to verify the ring’s good position (see if it’s well fixed and closed). You can see some risers on the ring, which are arranged by color.

The front riser(s) : A (A') The mid-level lines : B et C The brakes : D
It’s necessary to test the left lines and the right lines.
Is it ok?... is the wing ready? ... it is set in corolla? ... OK! Lines test completed
It’s highly recommended that you wear your helmet before wearing the harness.
You can wear it like a backpack.
· Fasten your thighs, but not in a tight way.
· Fasten and adjust your stomach (there is a 40 cm sign)
· Adjust the shoulder straps After a certain number of flights you will adjust more and more comfortably!

With your harness on your back, you are secured and ready to launch! Not yet! The risers hang from both sides of the harness. Unhook the brakes which are bound to a riser by a press stud, put the front risers in your hand, and the remaining risers will pass on your forearm.

NOTE : You need to know something before inflating. The wind and the wing are elements with a force that you cannot underestimate. Remember that if the wing is not well placed above your head, you can’t control it, so it will control you. Therefore, your aim is to adjust the wing above yourself.
The Control : The wing passes above your head when it takes speed. That’s why you have to control your wing, braking it and having a quick look. You have not to let it pass in front of you!

You feel a little breath of favorable wind... get the decision... and hop! You tip by about 45° and force the wing a bit.
No wind
Your weight on the stomach and the force that you will put on it will allow you to manage the wing above your head. You will need to move energetically.
Feeble wind
Your weight on the stomach will manage the wing above your head... go ... ahead!Attention... don’t be... "stupid"! you need to feel the wing, not to mistreat it
Strong wind
In this case, you might need to be kept by a third person. An inflation in front of the wing is possible. In this case, guide the wing like a kite, don’t forget that you have to lead it as quickly as possible above your head!

The inflation in front of the wing requires more technique than the inflation back to the wind does. In fact, you can see your wing in front of you and the brakes controls are inverted, in order to prevent the controls’ release when you turn around. And the difficult part is that you need to turn around, and this requires your moving to the training hill.

For or against crossed brakes during the inflation?
Everyone can decide how to, but everyone should learn from the others’ experience. Here is an episode experienced by Laurent Nunenthal (whom I take advantage to thank), that everybody should think over.

Little personal experience,
I was a lover of the crossed brakes launch, and I had been practicing it for about ten years, with no problems. I was fully aware that the crossed brakes launch was more comforting, but 10 years of practice looked like a challenge to me, requiring too much time.
One day in Kanfen, with strong wind from south east, while I was crossed-brakes launching as usual, a more violent gust of wind detached me from the ground, thus twisting me, I wasn’t very worried, I waited two seconde in order to stabilize the wing above my head, I released the brakes and untwisted myself. In that exact moment I closed a half-wing. The wing powerfully caused an autorotation launch on my right side, at 5 meters from the ground, I was already seeing the sun dangerously approaching. I focused all my attention on the left brake position, which fluttered about above my head, I grasped it just in time, in order to oppose myself in a short but powerful way that put everything in order again (thanks to the blues).
Following to this lessons, I started working on the crossed brakes launch. Four one-hour sessions were necessary to me to see that it was very natural. Four hours time of work to avoid possible accidents is not too much. From that moment I haven’t thought about a different way to launch anymore.
Laurent.
When it’s possible, we usually launch with the tide. But the wind turns. This lets you get the center of the wing and control it.
Example : Your wing is ready to inflate with the tide. The wind tends to the left or to the right by 5-10°. You always need to fly with feeble wind. According to your choice, the wind turns and immediately tends to the right. You then need to brake the wing a bit to the right in order to prevent it from falling to the left and dragging you!!!
Once the wing is above your head, you have to run. Immediately, the sun disappears... you are flying!

What you see – sun sighting

· Before launching, observe.
· Discuss with other paragliders who know the surrounding area
· Launch areas (with the tide)
· Wind’s speed
· Aerological conditions
· Landing areas
· Prepare a fast flight plan

How to pilot the wing?

Sitting on the harness, hold the two controls (the brakes) in your hands. The "Finesse Max" position corresponds to "hands to the ears". To turn to the right it’ sufficient to pull the right control. Attention, proceed gradually. The wing is to manipulated carefully. But it’s not more difficult than this!

The updraughts

The air mass moves and what you don’t see has an effect on your flight anyway. This air mass is composed of cold and hot draughts.
When hot air rises, it’s an updraught, when cold air rises, it’s a downdraught. Well, not exactly, because a cold air layer on the ground cannot descend more! :-
There are two types of updraughts:
o Thermal updraughts
A thermal updraught is a raising air mass movement caused by the ground’s warming up caused by the sun (of course!). The ground, consequently, warms up the air layer that is rising, thus forming a hot air "column". You can identify a thermal updraught by the presence of a cumulus and, in flight, by the drop rate degradation.If you take altitude with no clouds it means there are pure thermal updraughts.
The thermal updraughts usually develop according to soils, cultivated fields, forests, etc. Wheat fields: perfect, forests: not bad (wait for the evening, from 6.00 pm on, the forest emanates the heat it gathered during the day!), lake: don’t go! :)
o Dynamic updraughts
A dynamic updraught is just a rising movement of the air caused by the relief. The air rises following the field that... goes up. Climb, climb, climb...!!! Thanks to this kind of upward trend you can paraglide.
There also can be a thermo-dynamic updraught. In this case, you can really stay in flight for long! :))
Soaring

Soaring means taking advantage of a dynamic updraught to stay in air as long as possible.There are some rules:When launching, to go through a soaring, you need to make sure there are some paragliders approaching the launch area. Inflate and turn to the right in order to start.
The Priorities :
- Priority to the paraglider coming from the right; in this case, you need to brake the wing to let him pass or to make a detour to the left.
- Priority to the paraglider who is the closest to the relief; in this case, deviate from the relief.
- Priority to the paraglider who is in the lower position. And yes! You move in a three-dimensional space!!! right/left, up and down. So, the paraglider who is in the lower position will have more difficulty in letting you see that... his wing prevents him from seeing you. Therefore you have to manage... the 150 paragliders surrounding you!!
- NEVER TURN IN FRONT OF THE RELIEF BUT ALWAYS BEHIND THE RELIEF!

Exclusive!!!
This is a scheme in synthesis image explaining the soaring trajectory

When soaring, it’s important not to venture on the relief’s side because of the venturi effect. Moreover, never fly under the wind behind the relief.

Flying in a thermal updraught

The thermal flight sensation in the wing’s harness.You can feel the thermal updraughts’ effects in the harness and in the controls. If your wing brusquely goes up towards the right, maybe there is a thermal updraught on your right hand side. In this case, lower the right brake and turn to your right. If you feel you are taking altitude, it means you are in a thermal updraught.

Flight in perturbation

When flying, shaking is normal. Flying in perturbation means that you decided to launch in aerological conditions that don’t allow free flight, therefore you must take full responsibility for it.
Yes to flight… no to perturbation!
Approach
Before launching from a site, it’s wise to examine the landing sites. In this case, you’ll be able to know their position, the potential risks and the tricks.
Important : always look at the land. Never turn around when approaching to the land.
In flight, according to your altitude and your wing’s Best Lift your approach. What is really important is to know the wind’s direction, as you have to land with the tide!
There are many tricks to know the wind’s direction:
The smoke, the leaves’ movements, any little mark about the land can turn out to be useful!
Get your bearing according to the land’s vertical, turn by 360° as circularly as possible and see where you are according to your starting position. From that you’ll be able to find out where the wind comes from. This is called "fin".
There are various types of approach:
The UL (U Landing)it’s an approach to the wind "by the back" and at the appropriate moment make a turn in order to arrive at the end.
The LL (L Landing)it’s similar to the UL except that you don’t arrive to the wind arrive " by the back " but you approach the wind on its side in order to land on the ground in a neat way and in L.
La SL or 8L (landing in S or 8)this kind of landing is the most common one because it allows you to adjust your approach by forming large "S" movements that you can make smaller and smaller when you decide to land. As regards 8L, you land slightly before the ground because you think you did a short movement.
La CL (confuse landing)It might happen. Bad distance or altitude evaluation. It’s not because of that that you might confuse land… but it’s ok!

The final stage

During the final stage :
- You stabilize yourself with the tide in straight line (alignment)- At 5-6 meters from the ground you stand, ready to run if necessary and you take speed, keeping your arms high (speed take) and get ready to amortize soft legs or run!- At about 1 meter from the ground you brake, that is you lower the brakes as much as possible.

Forces and Winds Forces that influence the flow of air and how they interact to produce wind.
Air Masses and Fronts The most common types of air masses and fronts, plus a look at the different types of advection.
Weather Forecasting General forecasting methods, important surface features, plus forecasting tips for different scenarios.
Albatrosses are able to fly for hours, and maybe even days, without flapping their wings, because they have a neat trick that grabs energy from wind. They use this energy to stay in the air and moving, and so they don't have to flap their wings. As a result, flying long distances doesn't take much energy for albatrosses. They can also store food for quite a while (right?). With easy flying and the ability to store the food they find, albatrosses can make really long flights to search for prey. Here's how they fly without flapping their wings. You have to know some things about wind first. There is a really cool movie that is loading at the bottom of the page right now, but you won't understand it unless you read this section first. Take the time to keep reading and by the time you're done, the movie should be ready.
What you are reading about is called DYNAMIC SOARING.
The ocean surface moves slower than the wind above it does. So, the wind moving just above the ocean surface is slowed quite a bit by friction with the slow-moving ocean. The higher you get from the ocean surface, the less the wind is slowed by the ocean. So, if an albatross wanted to fly into the wind, it should fly close to the ocean surface, where the wind against the bird would be the slowest. That is what they do, and they also do something else, and this is the interesting part.

Waved albatross flying downwind away from you. © Matt Smith-Kennedy, used with permission.

Picture an albatross that wants to fly to the west, but the wind is blowing from south to north. The albatross is five meters in the air (a bit taller than your ceiling probably is). It points itself to the north and glides quickly downwind. It gains speed rapidly because it has the wind pushing it and because it is gliding gradually from a high position to a low position. After a long downhill glide with the wind pushing it, the albatross turns west, which is the direction it wants to go. It is moving very fast, just as you would be on a bike after a long downhill with the wind at your back. Conveniently for the albatross, the wind moving from south to north is slowed so much by friction with the ocean that the bird's flight is not affected much by wind (like we said earlier). Compared with the bird's speed, the wind is not blowing much at the surface. So, the bird can fly a long distance, maybe a hundred meters (the length of a football field) on the energy it got from the long downhill glide. It has not been flapping its wings during this time. Finally it slows down enough that it needs more energy to keep going. It could flap its wings to increase its speed, OR...
It could change the angle of its wings so that it rises up above the ocean surface where the wind is blowing more strongly, and grab itself some more wind energy by flying downwind again. During the downwind glide they pick up enough energy to fly some to the west and also to rise up into the wind again at the end of their progress to the west.
This alternation of downwind gliding and cross-wind gliding is the usual way that albatrosses get around, and all without flapping their wings. Now, really what they should do if they want to fly west in the situation above is to glide downwind to the northwest and upwind (just above the ocean surface) to the southwest. This would have them moving mostly west even though the wind is moving to the north.
This technique is called dynamic soaring. It's kind of hard to understand the first time through. Click the link below to see the movie that has been downloading and remember what you've just read. Pay attention to the arrows in the animation; they show wind direction and speed. You'll see that wind arrows close to the ocean surface don't move as fast as the arrows higher above the surface. That's a key point. Review a few paragraphs up if you don't remember why

Paragliding
From Wikipedia, the free encyclopedia
Paragliding (known in some countries as parapenting) is a recreational and competitive flying sport. A paraglider is a free-flying, foot-launched aircraft. The pilot sits in a harness suspended below a fabric wing, whose shape is formed by the pressure of air entering vents in the front of the wing.
It is closely related to hang gliding, but quite different from parasailing/parascending, which doesn’t involve free flight. (Paramotoring uses the same equipment, with the addition of a propeller mounted behind the pilot, making it a form of ultra-light aviation as opposed to free flight).

Paragliding

Paraglider take-off in Brasil
Contents

1 Gliders
2 Flying
2.1 Ridge soaring
2.2 Thermal flying
2.3 Cross-country flying
2.4 Launching / landing
2.5 Control of the glider
2.6 Collapses
3 Sports/competitive flying
4 Instruments
4.1 Vario
4.2 Radio
4.3 GPS
5 Safety
6 Learning to fly
7 World records
8 History
9 Pilot numbers
10 Comparison with hang gliders
11 See also
12 References
13 External links

Gliders
The paraglider wing (or ‘canopy’) is a self-inflating structure consisting of a row of cells, most of them open at the front and all of them closed at the back, joined together side by side. Moving through the air keeps them inflated because air goes in the front but can't get out the back. In cross-section, the cells form an aerofoil cross-section to produce lift, just like an airplane wing.
The pilot is supported underneath the wing from a web of lines (each with the strength to support the pilot). The lines are then attached to strap-like risers that are attached to the pilot's harness.
Controls held in the pilot’s hands, which pull down the trailing edge of the wing, are used to control speed and to turn.
The pilot is strapped into the bucket-seat harness, which holds a reserve parachute, and includes a ‘speed system’ which pulls down the leading edge for maximum flying speed. All recreational harnesses have a foam or air-bag back protector.
Solo paraglider wings typically have an area of 20–30 m2 with a span of 8–12 m, and weigh 4–7 kg. Combined weight of wing, harness, reserve, instruments, etc is around 12–16 kg.
Glide ratio is typically around 8:1 (compared with 15:1 for hang gliders and 60:1 for sailplanes), and speed range is typically 20–50 km/h (stall speed – max speed): though safe flying range is smaller.
Modern paraglider wings are made of high-performance non-porous fabrics such as Porcher Marine & Gelvenor, with Dyneema/Spectra or Kevlar/Aramid lines.
For storage and carrying, the wing is folded into the harness seat, and the whole stored in a backpack (which is normally stowed in the harness in flight).
Tandem paragliders, designed to carry the pilot and one passenger, are larger but otherwise similar.

Flying

Take off from a ramp, Tegelberg, Schwangau, Germany.
In unpowered flight, rising air is needed to keep a glider aloft. This rising air can come from two sources:
when the sun heats features on the ground, columns of rising air known as thermals are generated
when wind encounters a ridge in the landscape, the air is forced upwards, providing ridge lift.
In mountainous environments, flying is mostly based around thermals, which can be used to stay aloft before heading for a landing field below the launch site. In hill environments, ridge lift is used for ridge soaring, and landing can be done either back at the launch site, or at a landing field at the bottom of the ridge. In either case, more experienced pilots can use thermals to go ‘cross country’.

Ridge soaring
In ridge soaring, pilots fly along the length of a ridge feature in the landscape, relying on the lift provided by the air which is forced up as it passes over the ridge.
Ridge soaring is highly dependent on a steady wind within a defined range (the suitable range depends on the performance of the wing and the skill of the pilot). Too little wind, and insufficient lift is available to stay airborne (pilots end up ‘scratching’ along the slope). With more wind, gliders can fly well above and forward of the ridge, but too much wind, and there is a risk of being ‘blown back’ over the ridge.
When ridge soaring, it is usually possible to either ‘top land’ or ‘slope land’ close to the launch site, which saves time returning from a landing site back to the launch site.
[edit]
Thermal flying
When the sun warms the ground, it will warm some features more than others (such as rock-faces or large buildings), and these set off thermals which rise through the air. Sometimes these may be a simple rising column of air; more often, they are blown sideways in the wind, and will break off from the source, with a new thermal forming later.
Once a pilot finds a thermal, he or she begins to fly in a circle, trying to center the circle on the strongest part of the thermal, where the air is rising the fastest. Most pilots use a ‘vario’ (vario-altimeter), which indicates climb rate with beeps and/or a visual display, to help ‘core-in’ on a thermal.
Good thermal flying is a skill which takes time to learn, but a good pilot can often follow a thermal up to cloud base.
[edit]
Cross-country flying
Once the skills of using thermals to gain altitude have been mastered, pilots can glide from one thermal to the next to go ‘cross-country’ (‘XC’). Having gained altitude in a thermal, a pilot glides down to the next available thermal. Potential thermals can be identified by land features which typically generate thermals, or by cumulus clouds which mark the top of a rising column of warm, humid air as it reaches the dew point and condenses to form a cloud. In many flying areas, cross-country pilots also need an intimate familiarity with air law, flying regulations, aviation maps indicating restricted airspace, etc.
[edit]
Launching / landing

Video clip: Launch for ridge soaring on Mam Tor, UK (1MB ogg/theora) (info) (help)
As with all aircraft, launching and landing are done into wind (though in mountain flying, it is possible to launch in nil wind and glide out to the first thermal).
In low winds, the wing is inflated with a ‘forward launch’, where the pilot runs forward so that the air pressure generated by the forward movement inflates the wing. In higher winds, particularly ridge soaring, a ‘reverse launch’ is used, with the pilot facing the wing to bring it up into a flying position, then turning under the wing to launch.
In flatter countryside, pilots can also be launched with a tow. Once at full height, the pilot pulls a release cord and the towline falls away. This requires separate training, as flying on a winch has quite different characteristics from free flying. In many countries only towing from a stationary winch is permitted: ‘static’ towing, with a fixed length towline attached to a car, is far more dangerous.
Landing involves lining up for an approach into wind, and just before touching down, ‘flaring’ the wing to minimise forward speed. The angle of approach to the landing zone will depend on wind speed. Landing will typically be at a gentle forward run.
[edit]
Control of the glider
The pilot holds controls in each hand which pull down the trailing edge of the wing. Pulling down the trailing edge increases the angle of attack of the wing from its ‘trim’ (hands-off) position, which slows it down (like flaps on an aircraft wing). Turning is achieved by a combination of pulling down the control on one side, and ‘weight shift’ within the harness. Faster than ‘trim’ speed can be achieved by pushing out a ‘speedbar’ with the feet, which pulls down the leading edge to reduce the angle of attack.
On occasions when it is necessary to lose height more rapidly, the outer part of the wing can be ‘folded in’, in what is known as ‘big ears’. This reduces the flying area of the wing, effectively reducing the glide ratio.
In more extreme conditions, other manoeuvres such as ‘b-line stalls’ and spiral dives can be used, but most pilots avoid getting themselves into situations where these are required.
[edit]
Collapses
In turbulent air, since the wing is not rigid, part or all of the wing can collapse. On modern recreational wings, such collapses will normally recover themselves without pilot intervention. For the rare case where it is not possible to recover from a collapse (or from other threatening situations such as a spin), most pilots carry a reserve parachute. Thankfully, most pilots never have cause to ‘throw’ their reserve. In case the collapse happens near ground, i.e. shortly after take of or just before landing, the collapse may not recover even with pilot intervention and there will not be enough time for throwing the reserve. In that case serious injury or even deathly accidents occur.
[edit]
Sports/competitive flying
Some pilots like to stretch themselves beyond recreational flying. For such pilots, there is a variety of disciplines available:
cross-country leagues – annual leagues of the greatest distance ‘XC’ flying
‘comps’ – competitive flying based around completing a number of tasks such as flying around set waypoints
accuracy – spot landing competitions where pilots land on targets the size of jam-jar lids
‘acro’ – aero-acrobatic manoeuvres and stunt flying; heart stopping tricks such as helicopters, wing-overs, synchro spirals, infinity tumbles, and so on: see the Acromania site for some descriptions
national/international records – despite continually improving gliders, these become ever more difficult to achieve; aside from longest distance and highest altitude, examples include distance to declared goal, distance over triangular course, speed over 100 km triangular course, etc.
Competitive flying is done on high performance wings which demand far more skill to fly than their recreational counterparts, but which are far more responsive and offer greater feedback to the pilot, as well as flying faster with better glide ratios.
See also: FAI World Paragliding Championships, 2005 World Championship, Paragliding World Cup, Red Bull Vertigo Aerobatics World Cup.
[edit]
Instruments
Most pilots use varios and radios when flying; some more advanced pilots also use GPS units.

Birds are highly sensitive to atmospheric pressure, and can tell when they are in rising or sinking air. People can sense the acceleration when they first hit a thermal, but cannot detect the difference between constant rising air and constant sinking air, so turn to technology to help.
A vario-altimeter indicates climb-rate (or sink-rate) with audio signals (beeps) and/or a visual display. It also shows altitude: either above takeoff, above sea level, or (at higher altitudes) ‘flight level’.
The main purpose of a vario is in helping a pilot find and stay in the ‘core’ of a thermal to maximise height gain, and conversely indicating when he or she is in sinking air, and needs to find rising air.

2m-band radio
[edit]
Radio
Pilots use radio for training purposes, and for communicating with other pilots in the air – particularly when travelling together on cross-country flights.
Radios used are PTT (push-to-talk) transceivers, normally operating in or around the FM VHF 2-metre band (144–148 MHz). Usually a microphone is incorporated in the helmet, and the PTT switch is either fixed to the outside of the helmet, or strapped to a finger.
[edit]
GPS
GPS is a necessary accessory when flying competitions, where it has to be demonstrated that way-points have been correctly passed.
It can also be interesting to view a GPS track of a flight when back on the ground, to analyse flying technique. Computer software is available which allows various different analyses of GPS tracks (e.g. CompeGPS).
Other uses include being able to determine drift due to the prevailing wind when flying at altitude, providing position information to allow restricted airspace to be avoided, and identifying one’s location for retrieval teams after landing-out in unfamiliar territory.
More recently, the use of GPS data, linked to a computer, has enable pilots to share 3D tracks of their flights on Google Earth. This fascinating insight allows comparisons between competing pilots to be made in a detailed 'post-flight' analysis.

Safety
Paragliding is perhaps often viewed as a higher-risk sport than it actually is. Nonetheless, there is great potential for injury for the reckless or ill-prepared.
It is sometimes said that the factor which most affects safety is pilot attitude. A large proportion of accidents involve over-confident novices failing to heed advice, or pilots flying beyond their limits – often in a competitive context.
Most pilots will try to stay clear of:
overly ‘active’ thermic conditions – harsh thermals can induce collapses in the wing, which require skill and experience to manage
excessively windy conditions – landing can become dangerous, and if a glider is blown back behind a ridge where there is no longer rising air, it can encounter ‘rotor’, or turbulent air, which can collapse the wing – generally below the height at which a reserve parachute can be deployed
cu-nimbs – cumulo-nimbus clouds are fed by massive thermals which rise faster than a paraglider can lose height, and can push a pilot deep into enormously turbulent, blind cloud
hazardous landing conditions – in the lee of large trees or buildings there is ‘rotor’ which can collapse a wing; but among the greatest dangers are power lines
reckless pilots – a danger to others, as well as themselves
Safety precautions include pre-flight checks, flying helmets, harnesses with back protection (foam or air-bag), a reserve parachute, and careful pre-launch observation of other pilots in the air to evaluate conditions.
For pilots who want to stretch themselves into more challenging conditions, advanced ‘SIV’ (simulation d’incidents de vol, or simulation of flying incidents) courses are available which teach pilots how to cope with hazardous situations which can arise in flight. Through tuition over radio (above a lake), pilots deliberately induce major collapses, stalls, spins, etc, in order to learn procedures for recovering from them. (As mentioned above, modern recreational wings will recover from minor collapses without intervention).
While fatalities do occur, most properly-trained, responsible pilots suffer nothing worse than possible minor injuries – particularly twisted ankles and back injuries – and an occasional pounding heart.

Learning to fly
Most popular paragliding regions have a range of schools – generally registered with national associations. Certification systems vary widely between countries, though around 10 days instruction to basic certification is standard.

Initial training is done on gentle slopes where students can glide just above the ground to get used to the handling of the wing. As their skills progress, students move on to steeper/higher hills, making longer flights, learning to turn the glider and control speed, and then going on to 360° turns, ‘big ears’, and so on. Training instruction is given over radio. An alternative approach is to learn on a winch, which tows the student up to increasingly greater heights above an airfield.
As well as teaching flying skills, schools teach air law, meteorology, flight theory, etc.
All schools offer tandem flights and day tasters to enable people to find whether they have an interest in the sport.

World records
The current (as of January 2006) world distance record was set by Canadian William Gadd on 21 June 2002 who flew 423.4 km (263 miles) in 10½ hours from the town of Zapata, Texas, United States.
The height gain record was set by Robbie Whittall from the UK who flew 4,526 m (14,850 ft) above takeoff on 6 January 1993 from Brandvlei, South Africa.
Other records can be seen on the FAI site.

History
In 1954, the prescient Walter Neumark foresaw (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 ski-ing in the Alps”.
In 1961, the French engineer Pierre Lemoigne produced improved parachute designs which led to the Para-Commander (‘PC’), which had cut-outs at the rear and sides which enabled it to be towed into the air and steered – leading to parasailing/parascending.
Sometimes credited with the greatest development in parachutes since Leonardo da Vinci, the American Domina Jalbert invented in 1964 a rectangular parafoil which had sectioned cells in an aerofoil shape; an open leading edge and a closed trailing edge, inflated by passage through the air – the so-called ‘ram-air’ design.
Walter Neumark shortly afterwards wrote the wonderfully entitled Operating Procedures for Ascending Parachutes, and he and a group of enthusiasts with a passion for tow-launching ‘PCs’ and ram-air parachutes eventually broke away from the British Parachute Association to form the British Association of Parascending Clubs (BAPC) in 1973.

Barish Sail Wing, Hunter Mountain 1965
Meanwhile, David Barish was developing the ‘Sail 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 (apparently without great success).
(NASA probably originated the term ‘paraglider’ in the early 1960’s, and ‘paragliding’ was first used in the early 1970’s to describe foot-launching of gliding parachutes).
These threads were pulled together in June 1978 by three friends Jean-Claude Bétemps, André Bohn and Gérard Bosson from Haute-Savoie, France. After inspiration from an article on ‘slope soaring’ in the Parachute Manual magazine by parachutist & 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. ‘Parapente’ was born.
Through the 1980’s and since, it has been a story of constantly improving equipment and ever greater numbers of paragliding pilots. The first World Championship was held in Kössen, Austria in 1989.
[edit]
Pilot numbers
Numbers of actively flying plots can only be a rough estimate, but France is reckoned to have the largest number, at around 25 000. Next most active flying countries are Germany, Austria, Switzerland, Japan, and Korea, at around 10 000 – 20 000, followed by Italy, the UK, and Spain with around 5 000 – 10 000. The USA has around 4 500. (All as of 2004).

Comparison with hang gliders
Paragliding and hang gliding are closely related sports – foot-launched gliders with flexible wings, with options for tow launching and for powered flight – and there is sometimes confusion about the differences.
The main differences between them are:

Paragliders
Hang gliders
Wing structure:
entirely flexible, with shape maintained purely by the pressure of air flowing into the wing in flight
supported on a rigid frame which determines its shape
Pilot position:
sitting ‘supine’ in a seated harness
lying ‘prone’ in a cocoon-like harness suspended from the wing
Speed range (stall speed – max speed):
slower – hence easier to launch and fly in light winds
faster – hence easier to launch and fly in stronger conditions
Glide angle:
poorer glide performance makes long-distances more difficult
better glide performance enables longer-distance flying
Landing-out:
smaller space needed to land, offering more landing options from cross-country flights
longer approach & landing area required, limiting landing options
Learning:
quicker to get ‘into the air’ with most skills learnt in the air
basic control skills are learnt close to the ground prior to high flights
Convenience:
pack smaller (easier to transport and store); lighter (easier to carry); quicker to rig & de-rig
more awkward to transport & store; difficult to carry single-handed; longer to rig & de-rig
Cost:
cheaper
more expensive

See also
Powered paragliding
Hang gliding

Reference
Gliders
Paraglider Performance Comparison, ExpandingKnowledge.com
Safety
Paragliding Safety Articles, USHGA
History
Historical Review, ParachuteHistory.com
Chronology of Free Flying, Fédération française de vol libre (in French)
Para-Commander, ParachuteHistory.com
Domina Jalbert, WindMuller Aerology Lab

External links

Paragliding
Paragliding Videos
ParagliderPilot.tk - Personal Paragliding website
USHGA – United States Hang Gliding (& paragliding) Association
BHPA – British Hang Gliding and Paragliding Association
FAI – International air sports federation
National Federations
Clubs & Associations
Schools & Training
Manufacturers
Current paragliding records
ParaglidingForum.com – Forum for all things paragliding
Para2000.org – Paragliding info site in English and French
WikiFAQ Paragliding FAQs
Under the Rainbow: A Discovery of Paragliding by Richard Bach
Photographs of paragliders
Paragliding Videos
423 km Paragliding World Record by Will Gadd
Video stream of descent in Oludeniz on the Southwest coast of Turkey (requires Java)
paragliding harness

104.13 BEGINNER PARAGLIDING RATINGS
General Description
A Beginner pilot has the knowledge and basic skills necessary to fly and practice under direct instructor
supervision and within significant operating limitations. The pilot understands the USHGA paragliding rating
systems and recommended operating limitations.
13.01 Beginner Rating - Required Witnessed Tasks
A. Attends and completes a basic ground school.
B. Layout and preflight of canopy and harness.
C. Demonstrates canopy handling skills sufficient to launch - under control.
D. With each flight, demonstrate method(s) of establishing that pilot is properly connected to the
canopy, with cleared lines and risers, just prior to inflation.
E. Launch unassisted showing:
1. Aggressive inflation and run.
2. Pendulum control during launch.
3. Directional control.
4. Smooth transition from running to flying, during launch.
F. Airspeed recognition and control,
1. Two flights, predetermined to show:
a. Constant airspeed.
b. Smooth straight flight.
c. Safe, smooth landing, on feet, into wind.
2. Two flights, predetermined to show:
a. Confident, slight variation in airspeed showing awareness of control inputs and pendulum
control.
b. Smoothly increasing airspeed, and smoothly slowing airspeed showing good control.
c. Safe, smooth landing, on feet, into wind.
G. Shows the ability to recognize and understand how different wind conditions at this site will affect
their flights.
1. Wind direction.
2. Wind velocity.
3. Terrain shape.
4. Obstructions.
H. On each flight, demonstrates proper post-landing procedure, to include, but not limited to:
1. Canopy deflation.
2. Canopy immobilization.
3. Checking traffic.
4. Removal of canopy from landing area.
5. Disconnection from the canopy.

Demonstration of understanding of the importance of proper packing, storage, and care of the
canopy.

13.03 Recommended Operating Limitations for Beginner Pilots:
A. Should exceed these limitations only after demonstrating complete mastery of the required
Beginner paragliding tasks (above), and only after acquiring a full understanding of the potential
problems and dangerous situations which may arise from exceeding these limitations.
B. All flights be made under the direct supervision of a USHGA Certified Basic or Advanced
Paragliding Instructor.
C. Should fly only in steady winds of 12 m.p.h. or less.
D. If foot launching, should only foot launch only on slopes of 3:1 - 4:1, where wind is within 15_ of
being straight up the slope.
E. Should launch only when there are no obstructions within 60_ to either side of the intended flight
path.
F. Should fly appropriate sites for this skill level.
G. Should fly a canopy recommended by the manufacturer as suitable for Beginner or Novice
pilots.

104.14 - NOVICE PARAGLIDING RATING
General Description
A Novice paraglider pilot has the knowledge and basic skills necessary to fly and practice without direct
instructor supervision but within significant operating limitations. The pilot understands the
paragliding rating systems and recommended operating limitations.
The pilot shall use good judgment and have a level of maturity commensurate with the rating. Pilots must
demonstrate Beginner level skills and knowledge before obtaining the Novice rating. All witnessed flights
must be pre-planned by the pilot and discussed with the Instructor or specially qualified Observer.
14.01 Novice Rating - Required Witnessed Tasks
A. Logged Requirements
1. Attends a minimum of 8 hours of ground school.
2. 25 flights. At the discretion of any paragliding instructor or special observer, powered
paragliding flights can be used to fulfill this requirement. Use of a powered paraglider to
demonstrate the required witnessed tasks is allowed, as long as the engine is stopped at no
lower than 200 feet AGL and remains off.
3. 5 flying days.

1. Demonstrates layout and preflight of the canopy, harness, and backup reserve parachute.
2. Gives a reliable analysis of general conditions of the site and self, and a flight plan including
flight path, areas to avoid in relation to the wind flow, and obstacles to stay clear of.
3. Demonstrates 5 consecutive forward inflations with a visual check of the canopy each time.
4. Demonstrates 5 consecutive controlled reverse inflations with proper surge dampening.
5. Demonstrates controlled kiting of a glider overhead for 2 minutes in a steady wind.
6. Demonstrates 2 clean, smooth reverse inflations/reversals prior to launch.
7. With each flight, demonstrates a method of establishing that the pilot is properly connected to
the glider, with cleared lines and risers just prior to inflation.
8. Demonstrates 2 successful, aggressive, confident inflations/launches, where the wind is at least
15° cross to straight up the hill in wind not exceeding 5 m.p.h.
9. Demonstrates 2 no-wind (0-5 m.p.h.) inflations/launches.
10. Demonstrate how to brief and instruct a ground crew and explain when an assisted launch is
necessary.
11. Demonstrates 2 high-wind (10-15 m.p.h.) inflations/launches.
12. Demonstrates flight with smooth variation in airspeed, from above minimum sink to fast flight,
while maintaining a heading.
13. Demonstrates flight showing the ability to comfortably and precisely slow the glider to
minimum sink and smoothly increase to normal airspeed while maintaining a heading. The
pilot should not slow the glider to near the stall speed.
14. Demonstrates flight(s) along a planned path alternating 'S' turns of at least 90° change in
heading. Flight heading need not exceed 45° from straight into the wind. Turns must be
smooth with controlled airspeed, ending in safe, stand up landings on a heading.
15. Demonstrates 360-degree turns in both directions, and at various speeds and bank angles.
16. Demonstrates hands-off flying, one handed flying skills, weight-shift turns, and rear-riser
turns.
17. Demonstrates symmetric and asymmetric tip folds for increased descent rate.
18. Demonstrates the ability to judge and allow for proper clearance from a ridge and other
aircraft.
19. Demonstrates 5 landings within 25' of a target, safe, smooth, on the feet and into the wind. The
target must be sufficiently close to launch such that turns are required to set up an approach
and avoid over-flying the target. The target should be at least 100' below the launch point.
20. Explains proper strong wind landing procedures and how to keep from being dragged back.
21. Explains correct canopy maintenance.
22. Explains how to lengthen and shorten the flight path.
23. Explains the right of way traffic rules.
24. Explains the use of a speedbar/accelerating system.
25. Demonstrates reserve deployment while hanging in a harness in simulated turbulence or
malfunction conditions.
26. Gives a thorough verbal demonstration of knowledge of how to:
a. Maintain directional control during and correct for an asymmetric wing fold of 25% of the
wing span.
d. Fly at minimum sink while precluding any chance of inadvertent stall or spin.
e. Increase descent rate and/or forward speed.
27. Demonstrates proper and effective PLF technique.
28. Must pass the USHGA Novice Paragliding written exam.
29. Must agree to all the provisions of the USHGA standard waiver and assumption of risk
agreement for the Novice rating and deliver an original signed copy to the USHGA office.
Rating System - Pilot Proficiency System - SOP 12-2 Revised 06/06
Copyright © 2006, The United States Hang Gliding and Paragliding Association, Inc. page 25 of 36
30. Acknowledges and understands the need to become familiar with site-specific restrictions and
launch or landing access limits, consistent with preservation of flying privileges at a site.
14.03 Recommended Operating Limitations for Novice Paragliding Pilots
A. Should exceed these limitations only after thoroughly mastering all required tasks, and after
acquiring a full understanding of the potential problems and dangers involved in exceeding these
limitations.
B. Maximum base wind of 12 m.p.h.
C. Maximum peak gusts to 15 m.p.h.
D. Maximum gust rate of 5 m.p.h. in 5 seconds.
E. Should not fly in thermal lift where peak climb rates exceed 200 fpm.
F. If foot launching, should launch only on slopes steeper than 4:1, where the wind is within 25° of
being straight up the slope.
G. Visual contact with the landing zone.
H. Avoid application of either brake beyond 2/3 of the way from slack to stall position.
I. Limit turns to 30° of bank, limit speed in turns to 1.5 times the straight line, brakes off, cruise
speed, and smoothly exit any spiral turn which shows a tendency to steepen or accelerate.
J. Should fly a canopy recommended by the manufacturer as suitable for Beginner to Intermediate
pilots.

104.15 - INTERMEDIATE PARAGLIDING RATING
G
eneral Description
The pilot has the knowledge and skills to fly most sites in mild to moderate soaring conditions, and to judge
when the site and conditions are within the pilot's skill, knowledge, and experience level. The pilot understands
the USHGA paragliding rating system as recommended operating limitations, and the FARs and other flying
rules applicable to his/her flying (ridge rules, thermal right of way, FAR 103, aircraft sectional use and
regulated airspace avoidance, etc.).
The pilot shall use good judgment and have a level of maturity commensurate with the rating.
15.01 Intermediate Rating - Required Witnessed Tasks
A. Logged Requirements
1. Must have logged a minimum of 30 flying days.
2. Must have logged a total of at least 90 flights.
3. Must have logged a minimum of 20 hours of solo airtime.
B. Demonstrated Skills and Knowledge
1. Has received training in and/or understands the importance and significance of:
a. Right of way rules.
b. FAA Regulations and aircraft sectional charts
c. Airspeed control, stalls, spins, and turbulence-induced collapses and recoveries.
d. Canopy owner’s manual.
Rating System - Pilot Proficiency System - SOP 12-2 Revised 06/06
Copyright © 2006, The United States Hang Gliding and Paragliding Association, Inc. page 26 of 36
e. USHGA Accident Report results currently in print.
2. Can give verbal analysis of conditions on the hill, demonstrating knowledge of wind shadows,
gradients, lift, sink, laminar air, turbulence and rotors, and the effect these items have on an
intended flight path and turns.
3. Must give a verbal flight plan for each observed flight.
4. Must show thorough preflight of the harness, canopy, and backup reserve parachute.
5. With each flight, demonstrates a method of establishing that the pilot is properly connected to the
glider, with cleared lines and risers just prior to launch.
6. All inflations/launches should be aggressive, confident, and with a smooth transition from running
to flying. Flights with slow, unstable inflations/launches will not be considered adequate for
witnessed tasks.
7. For witnessed tasks, all landings must be safe, smooth, on the feet, and in control.
8. Demonstrates the ability to differentiate airspeed from ground speed.
9. Demonstrates linked 180° turns along a predetermined ground track showing smooth
controlled reversals and proper coordination at various speeds and bank angles.
10. Demonstrates 360° turns in both directions, and at various speeds and bank angles.
11. Demonstrates symmetric and asymmetric tip folds (25% per side, 50% total) or some other
method of canopy reduction for increased descent rate.
12. Demonstrates one method to increase forward speed.
13. Demonstrates proper surge control of canopy using properly timed brake application.
14. Gives a thorough verbal description of how to maintain directional control during and correct
for an 50% asymmetric wing collapse.
15. Explains characteristics of impending stall and impending spin.
16. In 8 to 15 m.p.h. winds, demonstrates the ability to maintain airspeed at or near minimum sink
during crosswind and upwind legs, without any evidence of stalls.
17. Demonstrates 5 landings within 10' of a spot after flights requiring turns on approach.
18. Demonstrates proper airspeed control on landing approach when descending through a
gradient.
19. Demonstrates proper airspeed for maximum distance flown into a significant headwind.
20. Demonstrates complete understanding of all Paragliding Tow Discussion Topics (for tow rated
pilots only).
21. Must pass the USHGA Intermediate Paragliding written exam.
22. Must agree to all the provisions of the USHGA standard waiver and assumption of risk
agreement for the Intermediate rating and deliver an original signed copy to the USHGA
office.
23. Acknowledges and understands the need to become familiar with site-specific restrictions and
launch or landing access limits, consistent with preservation of flying privileges at a site.
15.02 Recommended Operating Limitations for Intermediate Paraglider Pilots
A. Maximum base wind of 15 m.p.h.
B. Maximum peak gusts to 18 m.p.h.
C. Maximum gust rate of 5 m.p.h. in 5 seconds.
D. Avoid steep turns close to the ground.
E. Avoid application of either brake beyond 3/4 of the way from full off to stall position.
F. Limit turns to bank angles recommended by the manufacturer, limit speed in turns to 2 times the
straight line, brakes off, cruise speed, and smoothly exit any spiral turn that shows a tendency to
steepen or accelerate.
G. Should initiate downwind turns only with 300' of clearance outward from the hill or ridge in winds
above 15 m.p.h., and 200' of clearance in winds above 10 m.p.h.
Rating System - Pilot Proficiency System - SOP 12-2 Revised 06/06
Copyright © 2006, The United States Hang Gliding and Paragliding Association, Inc. page 27 of 36
H. Should not fly in thermals where peak climb rates exceed 500 fpm or where significant vertical
cloud development exists.
I. Upon mastering the above skills, an Intermediate Paragliding Pilot should pursue new maneuvers,
sites, and conditions with the guidance of a USHGA Certified Advanced Paragliding Instructor or
Observer.

104.16 - ADVANCED PARAGLIDING RATING
General Description
The pilot has the knowledge and skills to fly technically demanding sites in strong soaring conditions, and to
judge when the site and conditions are within the pilot's skill, knowledge, and experience level. The pilot
understands the USHGA paragliding rating system and recommended operating limitations, and the FARs and
other flying rules applicable to his/her flying.
The pilot will fly using good judgment and have a level of maturity commensurate with the rating.
16.01 Advanced Rating - Required Witnessed Tasks
A. Logged Requirements
1. 250 flights.
2. Must have made 5 flights at each of 5 different sites in Intermediate level conditions, of which
3 were inland.
3. Must have logged a minimum of 80 flying days.
4. Must have at least three, 1-hour flights in thermal lift without sustaining ridge lift. Flights must
originate from at least two different sites in Intermediate level conditions.
5. Must have at least one, 1-hour flight in ridge lift without sustaining thermal lift.
6. Must have logged a minimum of 75 hours total airtime, with no more than 25 of these hours to
be tandem. Of these 75 hours, 25 must be in thermal lift, with no more than 10 of these 25
hours to be tandem flights.
7. Must have flown a minimum of 5 different canopies.
B. Demonstrated Skills and Knowledge
1. Preflight of the harness, canopy, and backup reserve parachute.
2. Verbal analysis of conditions.
3. Flight plan.
4. With each flight, demonstrates a method of establishing that the pilot is properly connected to
the glider, with cleared lines and risers just prior to launch.
5. All inflations/launches should be aggressive, confident, and with a smooth transition from
running to flying. Flights with slow, unstable inflations/launches will not be considered
adequate as witnessed tasks.
6. All landings must be safe, smooth, on the feet and in control.
7. Demonstrate ability to allow clearance when doing 360 degree turns by demonstrating figure
eights:
a. In a wind sufficient to cause drift, two points will be selected on a line perpendicular to
the wind.
b. The pilot will fly along a line parallel to that joining the pylons, slightly downwind of the
Rating System - Pilot Proficiency System - SOP 12-2 Revised 06/06
Copyright © 2006, The United States Hang Gliding and Paragliding Association, Inc. page 28 of 36
pylons, toward a point midway between them. During the crosswind leg, the pilot will
establish the degree of wind drift. At the midpoint between the pylons, the pilot will make
a smooth, deliberate upwind turn and enter a figure eight course consisting of smooth
turns of constant ground track radius around the pylons (centered on the pylons) with
straight segments at the midpoint between the pylons.
c. The pilot must complete two consecutive figure eights in which the airspeed, bank angle,
and turn rate are altered smoothly around the course such that the proper ground track is
held and the drift is compensated for, without overcompensation or hesitation.
8. Demonstrate three consecutive spot landings within 10' of a target after a flight which requires
turns on approach. In smooth conditions, the spot location should be changed by the Observer,
for each of the three flights. Flights should be a minimum of one minute and 200' AGL.
9. Demonstrate smooth coordinated 360 degree turns in both directions, with reversal at various
speeds and bank angles appropriate to the rating level.
10. Demonstrates significant asymmetric wing collapses (50% of the wing span) with directional
control.
11. Demonstrates complete understanding of all Paragliding Tow Discussion Topics (for tow rated
pilots only).
12. Must pass the USHGA Advanced Paragliding written exam.
13. Must convince the Instructor or Observer that he can check in and fly Advanced rated sites
without endangering spectators, other pilots, or jeopardizing the site.
14. Must agree to all the provisions of the USHGA standard waiver and assumption of risk
agreement for the Advanced rating and deliver an original signed copy to the USHGA office.
16.02 Recommended Operating Limitations for Advanced Paraglider Pilots
A. Should not fly within 30' of another glider in smooth air, or within 100' of another glider in
moderately turbulent air.
104.17 - MASTER PARAGLIDING RATING
G
eneral Description
For pilots who wish to further diversify their skills in the sport of paragliding, and to recognize the
achievement of the expert skilled pilot who has experience beyond the Advanced level, there is a designation
of Master Pilot. No site will be designated as requiring Master skills. The pilot will fly using good judgment
and have a level of maturity commensurate with the rating.
17.01 Master Rating - Required Witnessed Tasks
A. Logged Requirements
1. Must be a current USHGA Full Member.
2. Must have all Special Skills witnessed except Para Ski (PS).
3. Must have a minimum of 1,450 points in at least 6 categories (see chart below). Must have a
minimum of 400 hours airtime with at least 200 hours in thermals, and at least 500 logged flights.
4. Must obtain at least 3 letters of recommendation from USHGA Paragliding Observers, Examiners,
or Advance Instructors, who will attest to the flying requirements and especially the good
judgment and maturity of the applicant. If these officials have not seen the applicant flying for this
3 year period, additional letters of recommendation must be presented so that the 3 year block of
time is covered.
Rating System - Pilot Proficiency System - SOP 12-2 Revised 06/06
Copyright © 2006, The United States Hang Gliding and Paragliding Association, Inc. page 29 of 36
5 Must possess the Bronze Safe Pilot Award (100 flights; there are no points given for this).
MAXIMUM
CATEGORIES POINTS POINTS ALLOWED
Air time 1 pt./hr. 350
(min. 400 hrs.) (beyond 400 hrs required airtime)
No. of flights 1 pt./flt. 250
(Min. 500 flts. 250 must (beyond required 500 flts)
be foot launched)
Altitude Gains 10 pts./2,000' gain 350
(Only one altitude 15 pts./3,000' gain
gain may be used 20 pts./4,000' gain
from each flight) 25 pts./5,000' gain
30 pts./6,000' gain
Cross Country 1 pt./mi 350
(10 mi. min. flts.)
Number of different 10 pts./site 300
sites flown
Number of different 5 pts./glider 150
gliders flown
Competition 10 pts./fifth 100
20 pts./fourth
30 pts./third
40 pts./second
50 pts./first
Tandem 10 pts./flight 100
(As pilot in command)
Towing 5 pts./flight 100
(Payout Reel, Stationary Winch, Static Line) (50 pts. in each of the possible categories)
original signed copy to the USHGA
office.

FlyHawaii

Sunday, March 25, 2007

Paragliding Instruction Big Island of Hawaii

Thursday, March 22, 2007

Paragliding Manual

Wednesday, January 24, 2007

Friday, August 19, 2005

news feed

Video Bar

Blog Archive