Windsurfing Lesson

Paragliding

Team
Wing
Parts of a glider
The paraglider wing or canopy is known in aviation engineering as a ram-air wing free or paragliding. These wings have two layers of material relating to internal support material, thus forming a row of cells. In most cells, leaving open just the tip, the incoming air (ram pressure outdoor) keeps the wing inflated, now and form. When inflated, the cross section is shaped wing typical oval wing.
Some modern gliders (from 1990), the wings of superior performance in particular, some of the leading cells are closed to form an aerodynamic wing cleaner. As the end of wings, these cells stay inflated by internal pressure Wing Wings information.
The controller is compatible with the wing by a network of lines. The lines are grouped into two sets as left and right bands. The cranes collect lines in the front rows back in three or four lines, the charge distribution as in a whippletree. The bands are connected to the pilot's harness by two carabiners.
Paragliding often wings have an area of 2035 square meters (220,380 square feet) with a range of 812 meters (2639 feet) and weighs 37 kg (6615 lbs). combined weight of the glider, harness, reserve, instruments, headphones, etc is about 1218 kg (2640 lbs.)
The fineness of paragliders ranges from 8:1 for recreational wings, around 11:01 for competing models modern [edit]. In comparison, a typical skydiving parachute achieve about 3:1 glide. Glider glides reach approximately 15:01. Idle (Slippery) Cessna 152 will achieve 9:1. Some sailplanes can achieve fine of up to 72:1.
The speed range of paragliders is typically 2060 kmh (1237 km / h) of the stall speed at maximum speed. novice wings will be at the bottom of this range, high-performance wings at the top of the range. The range flight insurance to be somewhat lower.
Modern paraglider wings are made of high-performance fabrics such as non-porous OLKS of Gelvenor with Dyneema / Spectra or Kevlar lines aramid.
For storage and transportation, the wing is usually folded into a carrying case (bag), which can be stored in a large bag back with the harness. For drivers who do not want the extra weight or accounts of a backpack, harness modern include the ability to transform the beam from the inside to become a backpack.
glider, designed to carry the pilot and one passenger, are larger but otherwise similar. Generally, faster speeds are more high in the finish, more resistant to collapse, and a low rate slightly higher compared to the foil alone.
Since 2000, Argentina Juan Salvadori explored in a variant called Paramont wing which implies a certain company beams. In April 2009, the Casellas joined father in collaboration with John Salvadori Paramont polishing. Paramont flight Laboratori
Take
Pilot harnesses (blue) to reverse launch
The driver is freely and comfortably secured in a harness provides support in both the standing or sitting. Modern harnesses are designed to be as comfortable as an armchair in the sitting position. Many harnesses even have a support adjustable lumbar. A parachute is also typically connected to a paragliding harness.
The main objective of the parachutes (including skydiving canopies) is decreasing, as in a jump from a plane or dropping the load. However, the main objective is to bring together planners. Paragliders are categorized as "parachute bottom-up manufacturers in the world covered, and are designed to "free flight", ie without a flight home (For an example of captive flight, see paragliding). However, in areas without high launch points, paragliders may be towed aloft by a ground vehicle or standing around, after which they are released, creating the same effect as the launch of the mountains. These releases captive can provide a greater glider pilot point that mountains many do, that offers the same opportunities to catch the thermals and stay suspended for "thermal" and other forms of lifting. In gliding, paragliding training required important and necessary training for control of aircraft, including the theory of aeronautics, knowledge and weather considerations personal and emotional security, federal law enforcement Aviation Regulations (USA), and care of equipment and maintenance.
Tools
Most variometer used pilot, radios, and, increasingly, GPS units during the flight.
Variometer
Vario pressure
Birds are very sensitive to pressure air, and can tell when they are rising or sinking air. People can feel the acceleration when they first thermal shock, but can not detect the difference between air and the steady increase in constant sinking air, turn to technology for help. modern variometer able to detect rate of climb or sink of a cm per second, this is the case of aflatoxin B1 Flymaster electronics uses extremely low noise and complex algorithms to detect such small changes in pressure air.
A variometer shows the rate of climb (or descent rate) in short audio signals (beeps which increase in intensity and pace during the ascent and a buzz, which is deeper than the rate of increase of decrease) and / or visual presentation. It also shows the height above the takeoff, above sea level, or (The higher altitude) flight level. "
The main purpose of a variometer is to help find the driver and stay in the "core" a thermal to maximize height gain, and conversely, to indicate when a driver is sinking air and needs to find rising air.
The most advanced variometer with an integrated GPS. This is not only more convenient but also allows the flight record in three dimensions. The runway is digitally signed and stored and can be downloaded after landing. Tracks digitally signed can be used as evidence for applications for registration, replacing the "old" method of photo documentation.
2m-band radio
Radio
Pilots use radio for training purposes, to communicate with other drivers in the air, especially when traveling together on cross-country flights, and to report the location of the destination.
The radios are used PTT (push to talk) transceivers, normally operating in or around the FM VHF 2 meter (144 148 MHz). The "two meters" band is a group of amateur radio, sometimes used for interpersonal communications and 108MHz to 136MHz frequencies of aviation in general. Generally, a microphone built into the helmet, and the PTT button is either attached to the outside of the hull or connected a finger.
GPS
GPS (Global Positioning System) is an indispensable accessory when traveling competition, which should be demonstrated that the points of interest have been passed correctly.
You may also be interesting to see a GPS track of a flight when on the ground, the analysis of flight technique. The software is available that allows analyze the various different GPS tracks (eg CompeGPS, of course).
Other applications include the ability to determine drift due to winds when flying to altitude, providing position information to allow restricted airspace to prevent and identify location of the recovery teams landing in unknown territory.
More recently, the use of GPS data, connected to a computer, has enabled pilots to share 3D tracks of their flights in Google Earth. This fascinating insight allows comparisons between competing pilots that are detailed in a post-flight 'analysis.
Control
Speedbar mechanism.
Brakes: hand controls in each pilot log the trailing edge of the left and right. These controls are called 'brakes and provide a primary and secondary The more general control birds. The brakes are used to adjust the speed of the unit (plus the weight of displacement) and flare (during landing).
Weight Shift: In addition to manipulating the brakes, a paraglider pilot must also have to orient properly. These "weight changes" can also be used in the management is more limited when using the brakes is not available, for example, when under "ears" (see below). A technique more advanced control can also involve weight changes.
Speed Bar: A kind of pedal speed bar called "(also" accelerator ") joins the paragliding harness and connects to the edge of the wing, usually through a system of at least two pulleys (see animation in margin). This control is used to increase the speed and minimizing the wing angle of attack. This is necessary because the brakes can slow the wing of the "Maximum speed (without brakes). The accelerator is necessary to go faster than that.
More advanced means of control can be obtained by manipulating the wing bands or lines directly:
Very often, the lines connecting the endpoints of the edge of the wing can be used to induce the wingtips of times less. The technique, known as "ears", is used to increase the rate of descent (see photo).
The elevators connecting the rear wing can also be manipulated to management if the brakes have been cut or are unavailable.
In a position of "B-line", the second group of bands is slightly pulled leading-edge/front down to put a crease in the wing lower surface (which would distort the upper surface), acting as an air brake "significantly reduced speed. The combination of lower feed rate and increasing the vertical velocity destroys laminar air flow over the wing, which significantly reduces the lift produced by the canopy, which induces a higher rate of descent.
Rapid decrease
Long ears, Rocky Point, New York.
Problems then Etting can occur when the situation is very good lift or when the weather changes unexpectedly. There are three ways to quickly reduce the altitude in such situations, each has its advantages and challenges of knowledge:
Big ears induced descent speed of 2m / s or more. It is easier to control techniques, and the easiest for beginners to learn.
A line position B induce the rate of decline of 5 m / s or more. Increases the load on the wing parties (mainly pilot weight the B-lines, rather than distribution in all lines). There is no risk that the pilot lost due to the use of this technique.
A gimlet offers highest rate of descent, 10-15m/sec. It puts more load on the wing that other techniques do, and requires the highest level of competence to carry out pilot with security.
Ears
A kick-lines A-wingtip of the glider can be folded in. This method significantly deteriorates the angle of descent with only a slight decrease in forward speed. The effectiveness of this technique can be enhanced through the use of the system's speed at the same time.
To inflate performance sailing low (eg DHV1 nominal), it is simply necessary to release the lines. In high-performance sailplanes (eg DHV 1 / 2 years) may be necessary to facilitate the reopening of short, well pumps the brakes.
While large ears are used, cargo glider flight of the remaining area is enhanced so that it is more stable and less prone to collapse. However, there is a greater increase in post because "ear pulling" increases the angle of attack and reduces the speed of the wing. Thus, while the "ears" and the speed of the bar is a good combination, "Ears" and the brake is not – it is better not to use the brakes when the ears are "in".
B line position
In a position of "B-line", the second series of leading-edge/front bands (B-lines) are equally, regardless of other bands. This puts a strain on the upper surface of the wing, destroying the laminar flow of air over the wing. This significantly reduces lift produced by the canopy, so it induces a higher rate of descent.
Stop B line should start with the wing in normal flight (no speed bar, not accelerated). Enter the B-lines on both sides over the line and links to pull it down. It is not required to release the latch while the B-post. wings DHV 1 / 2 are highly resistant to wrinkles and the pilot could have drawn on the B-lines on themselves with enough force to leave the seat to get the wing on the network. Once the trick is, it requires less effort to keep it starts.
The feeling for the driver when the post is induced B line is that the wind is rising instead of the face. Pull B-lines will not improve even lower rate of fall, but can lead to a flight position unstable.
In a position of line B, release B-lift for the wing airfoil to resume. Normally be sufficient to resume normal flight, but if the foliage is maintained at a press gently put the bands in the lower edge of the wing and attach the laminar airflow to the upper surface of the wing.
Spiral
The spiral is the fastest way controlled rapid descent. With a little practice you will achieve a reduction rate of 15 m / s and more.
However, spiral dives to high G forces on the wing and a glider and done with care and competence. The G-forces involved can lead to unconsciousness, and rotation can produce disorientation. spiral down, as with all paragliding techniques, it is worth learn best under the supervision of experts. Paragliding "for IMS offers the opportunity to practice dives in the water spiral with a rescue boat by foot.
The spiral starts pulling the brake on one side and wait. Constant pulling a brake reduces the turning radius and shape of a spiral rotation in the may be the high rate of descent reached. Once the candle is a spiral (net increase in the rate of fall and the tower of the World Bank) outside wing should always be stabilized the brakes and the sink rate to be controlled with great delicacy.
Flight
Rampa, Tegelberg, Schwangau, Germany.
Release
Paragliding demonstration reverse's Video Release
Investing launch, Fiesch, Switzerland.
Paraglider towed launch, Mirosawice, Poland.
As with all devices, the launch and landing is in the wind (though in mountain flying, you can launch in no wind and glide to the first manga).
Before launching
In case of low winds, the wing is inflated with a future release, where the pilot runs forward so that the air pressure generated by the forward movement inflates the wing.
Take-off
With strong winds, in particular rising edge, a launch everted is used, with the pilot facing the wing put in a position flight, and then turning under the wing to complete the implementation.
Inverted poses a number of advantages over forward march. Is more straightforward to inspect wings and check the lines are free, as it leaves the ground. In the presence of wind, the pilot can be towed to the wing and front wing, is easier to resist this force, and safer if the driver slides (instead of being dragged back). These launches are normally attempted to formulate a reasonable wind speed, speed land needed to put pressure on the lower wing – the pilot is released for the first time by walking forward instead of running back.
drag launch
Paragliding in place by Arax, Brazil.
In the flat landscape drivers can also be started with a trailer. Once at full height, the pilot pulls a release rope and trailer stands. This requires separate training, flying in a winch has quite different characteristics of free flight. There are two main ways of tables: De payment and payment of towing. traction winch involves paying fixed payment on the trailer and pulled the pilot and the air. The distance between the winch and the driver is initially 500 meters or more. pay-out trailer involves a moving object, like a car or boat, which makes the line slower than the speed of the object that would cause the pilot in the air. In both cases it is very important to have a gauge indicating daN to avoid pulling the pilot from the air. There is another way Tatic trailer towing. It is a moving object, like a car or boat, attached to a paraglider or hanglider with a fixed line length. This is very dangerous because now the forces on the line must be controlled by the mobile, which is almost impossible to do. With the static line towing a lockout is bound to happen sooner or later. trailer online static is banned in most countries, and if not, avoid all the expenses.
Landing
Landing involves lining up an approach into the wind, and just before touching the ground, the wing larynx to minimize the horizontal velocity. In light winds, some running children is common. In the midst of moderate winds, landings can not be the forward speed.
Rising
In singing soaring, pilots fly along a Ridge property in the landscape, based on the lift provided by the air being pushed his way through the ridge.
The rise is highly dependent on a steady wind within a defined range (the suitable range depends the performance of the wing and driver skill). Too little wind, and a lift available is insufficient to stay airborne (pilots end cratching along the slope). With more wind, gliders can fly well above and ahead of the crest but too much wind, and runs the risk of being Lown back into the ridge.
Paragliding front Mont Blanc
Thermal flight
When the sun heats the earth, heated other features (such as cliffs or tall buildings), and these increased thermal match in the air. Sometimes it can be a simple column of rising air, most often blown by the wind side and break the dish, with a new form of heat later.
Once a pilot finds a thermal, he or she begins to fly in circles, trying to circle in the center of much of the heat (The "core") where the air is rising faster. Most pilots use an Aryan (vario-altimeter), which indicates climb rate with beeps and / or visual presentation to help the ore by a thermal.
Nucleus: The technique of "base" is a simple heat: turn over closely with the decrease in lift and rotate unless the increase in lift. So you're still at the base of the leaf.
Often there is a heat sink environment and there is often strong turbulence resulting in wing collapses as a pilot tries to enter a strong thermal. Once within a thermal, shear forces and reduce a little lift tends to become softer.
Paragliders in the air at Torrey Pines Gliderport
Good thermal flying is a skill that takes time to learn, but a good pilot can often "core" a thermal all the way to the base of the cloud.
Cross Country
Once the skills of using of thermals to gain altitude have been mastered, pilots can plan a heat to go to another country-Ross (C). Having gained altitude in a thermal, the pilot slides down the next available thermal. thermal potential can be identified by land features which typically generate heat, or in the clouds clusters that mark the summit of a rising column of warm, moist air, as it reaches the dew point and condenses to form clouds. In many areas, pilots cross-country also needs a thorough knowledge of air law, flight rules, maps indicating restricted airspace, aviation, etc.
In Flight Wing Deflation (Collapse)
From the shape of the wing (wing) is formed by the air moving in and inflate the wing, part or all of the turbulent air wings (wing) deflated (collapsed). driving technique called "active steering" will significantly reduce the frequency and severity of deflation or falling. The modern recreational wings, such deflation usually recover without driver intervention. In the case of severe deflation, the correct speed pilot intervention the recovery of a deflation, but the wrong driver stress can slow the glider flight back to normal, if the pilot training and good practice response to deflation is necessary. For special cases where it is not possible to recover from deflation (or other threatening situations, like a top), most pilots make a reservation (rescue, emergency) parachute. Most pilots have never hRow reservations. If deflation happens near the wing on the ground, ie shortly after takeoff or just before landing, the wing (wing) can not be recovered (Aerodynamics), even with a pilot intervention and may not be enough time to successfully deploy the parachute. These cases can result in serious injury or death. In flight, the deflation of the wings and other risks are minimized by flying a adapted glider and the selection of the weather and the location of the pilot's skill and experience level.
Sports / competitive flying
Some pilots like to stretch beyond entertainment. For these drivers, there are many disciplines available:
Cross Country league major league annual flight distance C
"Comps" competition flying around completing a series of tasks such as flying around set points of interest
precision landing contest, where pilots land on targets with a 3 cm center to a full circle of 10 meters.
"Acro" aero-acrobatic maneuvers and acrobatics, tricks cardiac arrest such as helicopters, wing-overs, synchro spirals, infinity falls, and so on.
National / international records, despite improvement continuous gliders, these become more and more difficult to achieve, along with most of altitude include long distance and high distance to the stated objective triangular distance traveled, speed of over 100 km triangular course, etc.
Competitive is stolen on the wings of high performance requires skills far rather than steal their recreational counterparts, but are much more flexible and provide better information to the pilot and flying faster with better glide ratios.
See also: World Air Games
The current world champion Andy Aebi is Switzerland, which won the title in February 2009 in Valle de Bravo in Mexico. His predecessor was Bruce Goldsmith.
Security
This Section cite any references or sources.
Please help improve this article by adding citations to reliable sources. can share their knowledge and be challenged eliminated. (August 2009)
This section contains instructions, advice, or how the content. The purpose of Wikipedia is present the facts, not to train. For other uses of this article either by rewriting procedures or moving content to Wikiversity or Wikibooks. (October 2009)
Paragliders launch video Arax.
Paragliding is perhaps often viewed as a high-risk sport than it actually is. However, there is great potential for damage to the unwary or unprepared.
Sport safety is directly influenced by the skills and sense of driver. It is worth noting that almost all paragliding accidents are the result of a management error. Paragliding equipment is very well built and, if properly supported, almost never fails. For example, Paragliding is the average around 30 lines connected to the elevators, but each is strong enough to withstand the weight of an individual driver. Aerodynamics, new planners who are not current or categories of competition are planned for security and tend to recover from most of the incidents of self- (Without pilot intervention).
Since the failure of equipment Paragliding duly certified equipment can be considered as a non-issue, it is correct to say that paragliding can be a very safe sport. The driver is the maximum individual indicator level of personal security.
Overall:
The prudent pilot will not fly in places that represent fair knowledge challenging flight.
The pilot course will not be influenced by the negative examples can be given by others.
The prudent pilot will fly on the climate is conducive to flight safety. The turbulence in all its forms is the enemy # 1 for a glider flight. Because they have a glider solid support, the form (and ability to fly) can be destroyed by a loss or similar project. Therefore, turbulence or conditions conducive to the generation of turbulence is a primary factor in determining if the time is safe.
The next stage is to be avoided:
wind speed or gusts too. 15 mph (24 km / h) wind is enough wind for a glider, and most pilots will not fly in the wind much more than that. The strong winds also increase the effect of mechanical turbulence. Gusty conditions are takeoffs and landings more dangerous and more likely to collapse during flight. The limit of 15 mph is quite arbitrary, and it depends on local parameters. In some places people fly safely in 20 kmh winds 10 mph on other sites may be too.
A wind direction that does not allow a takeoff (or landing) in the wind, or at least in general as well. Tailwind compensation should be avoided at all costs. Ensuring that a headwind] [actually it is not apparent rotor is also essential (rotors include a form of mechanical turbulence).
atmospheric instability too high, is indicated in part by overdeveloped clusters, or in situations aggravated by the formation of cumulonimbus clouds. These conditions contribute to the turbulence. If Cumulonimbus (Storm) the clouds are everywhere in sight, the effect of gravely instability can exist where you are.
The rain or snow. Due to a glider made of fabric, has the ability to absorb moisture. Moreover, the weight (or lack thereof) of a glider is essential for its operation. Flying in the rain or snow will weigh down the wing and can stop a fast flight. A wing is also wet less controllable, less stable and show less tendency to recover normal flight.
general include preflight safety, helmets, harnesses with protection backing (foam or air bag) reserve parachute, and careful observation of pre-release of other drivers in the air to evaluate conditions.
For drivers who want extension courses in the most difficult, advanced IV (dncidents flight simulation, flight simulation or incidents) are available to teach pilots how to handle dangerous situations that may arise during the flight. With the instruction from the radio (above a lake), pilots intentionally induce collapses, stalls, turns, etc, to learn the procedures for their recovery. (As noted above, modern recreational wings will recover from minor collapse without intervention).
As always, fatal and freak accidents can happen, but the most risk of trainee pilots Responsible for minor injuries such as ankle sprains.
Learning to fly
Most popular regions have a number of paragliding schools in general registered and / or organized by national associations. Certification systems vary considerably between countries, but about 10 days for training basic certification is standard.
Flight over Stubaital, Austria
There are several key elements of a certification program for glider pilot training. The initial pilot training usually starts at the beginning of a certain amount of training ground to discuss the basic concepts, including basic theories flight and the basic structure and operation of the paraglider.
Then, students learn to control the glider on the ground, practicing take-offs and controlling the wing 'of up '. Low, gentle hills are next where students short flights in the first place, flying at low altitude to get used to handling the wing on a varied terrain. Special winches can be used to drag the wing at low altitude in the hilly areas that are not easily accessible.
As skills progress, students move to a larger / higher hills (or more characteristics of the winch), making longer flights, and paragliding learn to turn, control the speed of sailing and then move to 360 towers, landings of space, IG ears (used to increase the rate of descent for the paraglider) and other techniques. instructions training are often provided to the student via radio, especially during the first flights.
A third key component of a comprehensive education program Paragliding offers important information on key areas of meteorology, air law, and general flight area etiquette.
Tandem paragliding launch
To give prospective pilots a chance to determine whether to conduct a pilot training program in its entirety, most schools offer tandem flights, in which an experienced instructor pilots the paraglider with prospective pilot as a passenger. Often, schools offer families and friends of the riders the chance to fly tandem and sometimes sells recreational flying in tandem at the stations.
Most courses lead to nationally recognized licensed and international rights competition internationally recognized driver information / identification card. The IPPI defines five stages of paragliding skills, from beginner Amias the most advanced step 5.
World Records
ISP (International Federation Aviation World Records):
461.6 km straight away: Frank Brown, Rafael Prieto Marcelo Saladini Monteiro (Brazil); Duke Quijada, Brazil, November 14, 2007.
Straight to the 368.9 km distance said: Alia Urban Vali Vali (Slovenia); Vosburg Jamestown (South Africa), December 7, 2006
4526 m altitude gain: Robbie Whittall (UK); Brandvlei (South Africa), 06 January 1993
Other documents (distance / speed for the return and of course triangular) can be seen on the FAI website
Recently, a flight of more than 500 km was done by Nevil Hulett in excellent condition in South Africa; flight data
number of pilots
A multinational contingent in the air Bali
Number of pilots actively flying can be a rough estimate, but France seems to have the largest number at about 25,000. Then more countries assets surpassing Germany, Austria, Switzerland, Japan and Korea, about 10,000 20 000, followed by Italy, the UK and Spain with around 5,000 to 10,000. United States has about 4500. (All 2004).
See also
Foot-launched Powered Hang Gliding
Glider (glider)
Comparison of hang-gliders, hang gliders and paragliders
Gliding
Hang-glider
PPG
Torrey Pines Gliderport
Parahawking
vd, e
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References
^ U.S. Pat. 2734706 – Filed October 17, 1952.
^ Walter Neumark, "The Future of the epidemic, "flight magazine, May 14, 1954
↑ History of Paragliding
^ Pilot Profile: David Barish, the probable inventor Paragliding
David Ab ^ Barish, The Forgotten Father of Paragliding
^ Jean-Claude Btemps: inventing paragliding
^ FAI Hang Gliding and Paragliding World Records
^ How many drivers in the world?
References
Wikimedia Commons has media related to Paragliding
Paragliding in the Open Directory Project

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