Editing Paragliding (section)

=== Landing ===

Landing a paraglider, as with all unpowered aircraft which cannot abort a landing, involves some specific techniques and traffic patterns.<ref>{{cite journal|author1=Peter Cröniger|title=Perfekte Landeeinteilung für Gleitschirm und Drachen|journal=DHV-Info|date=March 2011|issue=169|pages=61–65|url=http://www.dhv.de/web/piloteninfos/sicherheit-und-technik/sicherheit/sicherheitsberichte/gleitschirm/start-landetechnik/perfekte-landeeinteilung/|access-date=5 December 2014|publisher=DHV|language=de|format=pdf}}</ref> Paragliding pilots most commonly lose their height by flying a figure 8 over a landing zone until they reach the correct height, then line up into the wind and give the glider full speed. Once the correct height (about a metre above ground) is achieved the pilot will stall the glider in order to land.

[[File:Paragliding landing 8-pattern.svg|thumb|right|Landing figure 8 pattern]]

==== Traffic pattern ====

Unlike during launch, where coordination between multiple pilots is straightforward, landing involves more planning, because more than one pilot might have to land at the same time. Therefore, a specific [[Airfield traffic pattern|traffic pattern]] has been established. Pilots line up into a position above the airfield and to the side of the landing area, which is dependent on the wind direction, where they can lose height (if necessary) by flying circles. From this position, they follow the legs of a flightpath in a rectangular pattern to the landing zone: downwind leg, base leg, and final approach. This allows for synchronization between multiple pilots and reduces the risk of collisions, because a pilot can anticipate what other pilots around him are going to do next.

==== Techniques ====

[[File:Paragliding landing pattern.svg|thumb|left|Paragliding landing pattern]]

Landing involves lining up for an approach into wind and, just before touching down, flaring the wing to minimise vertical and/or horizontal speed. This consists of gently going from 0% brake at around two metres to 100% brake when touching down on the ground.

During the approach descent, at around four metres before touching ground, some momentary braking (50% for around two seconds) can be applied then released, thus using forward pendular momentum to gain speed for flaring more effectively and approaching the ground with minimal vertical speed.

In light winds, some minor running is common. In moderate to medium headwinds, the landings can be without forward speed, or even going backwards with respect to the ground in strong winds. Landing with winds which force the pilot backwards are particularly hazardous as there is a potential to tumble and be dragged. While the wing is vertically above the pilot there is potential for a reduced risk deflation. This involves taking the leading edge lines (As) in each hand at the mallion/riser junction and applying the pilot's full weight with a deep knee bend action. In almost every case the wing's leading edge will fly forward a little and then tuck. It is then likely to collapse and descend upwind of the pilot. On the ground it will be restrained by the pilot's legs.

Landing in winds which are too strong for the wing is to be avoided wherever possible. During approach to the intended landing site this potential problem is often obvious and there may be opportunities to extend the flight to find a more sheltered landing area. On every landing it is desirable to have the wing remain flyable with a small amount of forward momentum. This makes deflation much more controllable. While the midsection lines (Bs) are vertical there is much less chance of the wing moving downwind fast. The common deflation cue comes from a vigorous tug on the rear risers' lines (Cs or Ds). Promptly rotate to face down wind, maintain pressure on the rear risers and take brisk steps towards the wing as it falls. With practice there is potential for precision enabling safe trouble-free landing.

For strong winds during the landing approach, flapping the wing (symmetrical pulsing of brakes) is a common option on final. It reduces the wing's lift performance. The descent rate is increases by the alternate application and release of the brakes about once per second. (The amount of brake applied in each cycle being variable but about 25%.) The system depends on the pilot's wing familiarity. The wing must not become stalled. This should be established with gentle applications in flight, at a safe height, in good conditions and with an observer providing feedback. As a rule the manufacturer has set the safe-brake-travel-range based on average body proportions for pilots in the approved weight range. Making changes to that setting should be undertaken in small increases, with tell-tale marks showing the variations and a test flight to confirm the desired effect. Shortening the brake lines can produce the problematic effect of making the wing sluggish. Lengthening brakes excessively can make it hard to bring the wing to a safe touchdown speed.

Alternative approach techniques for landing in strong winds include the use of a speed bar and big ears. A speed bar increases wing penetration and adds a small increase in the vertical descent rate. This makes it easier to adjust descent rates during a formal circuit. In an extreme situation it might be advisable to stand on the speed bar, after shifting out of the harness, and stay on it till touchdown and deflation. Big ears are commonly applied during circuit height management. The vertical descent speed is increased and that advantage can be used to bring the glider to an appropriate circuit joining height. Most manufacturers change the operation technique for big ears in advanced models. It is common for Big Ears in C-rated gliders to remain folded in after the control line is released. In those cases the wing can be landed with reasonable safety with big ears deployed. In those wing types it usually takes two or three symmetrical pumps with brakes, over a second or two, to re-inflate the tips. In lower rated wings the Big Ears need the line to remain held to hold the ears in. While they are held-in the wing tends to respond to weight shift slightly better (due to reduced effective area) on the roll axis. They auto re-inflate when the line is released. In general those wings are better suited to the situation where the ears are pulled in simply to get rid of excess height. Full-wing flight should then be resumed during base leg or several seconds before touch down. Wing familiarity is a key ingredient in applying these controls. Pilots should practise in medium conditions in a safe area, at a safe height and with options for landing.