Editing Paragliding (section)

== Flying ==

=== Launching ===
[[File:Paraglider towed launch.jpg|thumb|left|Paraglider towed launch, [[Mirosławice, Lower Silesian Voivodeship|Mirosławice]], Poland]]

As with all aircraft, launching and landing are done into wind. The wing is placed into an airstream, either by running or being pulled, or an existing wind. The wing moves up over the pilot into a position in which it can carry the passenger. The pilot is then lifted from the ground and, after a safety period, can sit down into his harness. Unlike skydivers, paragliders, like hang gliders, do not jump at any time during this process. There are two launching techniques used on higher ground<ref>{{cite web|author1=Peter Cröniger|title=Aufziehen Kontrollieren Starten|publisher=DHV|access-date=5 December 2014|url=http://www.dhv.de/web/fileadmin/user_upload/files/2014/sicherheit/Croe_Artikel/artikel_aufziehen_kontrollieren_starten.pdf|pages=41–42|language=de|date=July 2007|archive-url=https://web.archive.org/web/20141209042632/http://www.dhv.de/web/fileadmin/user_upload/files/2014/sicherheit/Croe_Artikel/artikel_aufziehen_kontrollieren_starten.pdf|archive-date=9 December 2014|url-status=live}}</ref> and one assisted launch technique used in flatland areas:

==== Forward launch ====
In low winds, the wing is inflated with a forward launch, where the pilot runs forward with the wing behind so that the air pressure generated by the forward movement inflates the wing.

[[File:Paraglider landing.jpg|thumb|right|A [[Powered paragliding|paramotor]] at Azheekkod beach, India]]

It is often easier, because the pilot only has to run forward, but the pilot cannot see his wing until it is above him, where he has to check it in a very short time for correct inflation and untangled lines before the launch.

==== Reverse launch ====
In higher winds, a reverse launch is used, with the pilot facing the wing to bring it up into a flying position, then turning around under the wing and running to complete the launch.

Reverse launches have a number of advantages over a forward launch. It is more straightforward to inspect the wing and check if the lines are free as it leaves the ground. In the presence of wind, the pilot can be tugged toward the wing, and facing the wing makes it easier to resist this force and safer in case the pilot slips (as opposed to being dragged backwards). However, the movement pattern is more complex than forward launch, and the pilot has to hold the brakes in a correct way and turn to the correct side so he does not tangle the lines. These launches are normally attempted with a reasonable wind speed, making the ground speed required to pressurise the wing much lower.

[[File:Paraglider launch Mam Tor.webm|thumbtime=3|thumb|left|Paraglider reverse launch, [[Mam Tor]], England]]

The launch is initiated by the hands raising the leading edge with the As. As it rises the wing is controlled more by centring the feet than by use of the brakes or Cs. With mid level wings (EN C and D) the wing may try to "overshoot" the pilot as it nears the top. This is checked with  Cs or brakes. The wing becomes increasingly sensitive to the Cs and brakes as its internal air pressure rises. This is usually felt from increasing lift of the wing applying harness pressure to the [[seat of the pants]]. That pressure indicates that the wing is likely to remain stable when the pilot pirouettes to face the wind.

The next step in the launch is to bring the wing into the lift zone. There are two techniques for accomplishing this depending on wind conditions. In light wind this is usually done after turning to the front, steering with the feet towards the low wing tip, and applying light brakes in a natural sense to keep the wing horizontal. In stronger wind conditions it is often found to be easier to remain facing downwind while moving slowly and steadily backwards into the wind.

Knees bent to load the wing, foot adjustments to remain central and minimum use of Cs or Brakes to keep the wing horizontal. Pirouette when the feet are close to lifting. This option has two distinct advantages. a) The pilot can see the wing centre marker (an aid to centring the feet) and, if necessary, b) the pilot can move briskly towards the wing to assist with an emergency deflation.

With either method it is essential to check "traffic" across the launch face before committing to flight.

The A's and C's technique described above is well suited to low-hours pilots, on standard wings, in wind strengths up to 10 knots. It is particularly recommended for kiting. As wind speed increases (above ten knots), especially on steep ridges, the use of the C's introduces the potential to be lifted before the wing is overhead due to the increased angle of attack. That type of premature lift often results in the pilot's weight swinging downwind rapidly, resulting in a frontal tuck (due to excess A line loads). In that situation the pilot commonly drops vertically and injuries are not uncommon. In ridge soaring situations above ten knots it is almost always better to lift the wing with A's only and use the brakes to  stop any potential overshoot. The brakes do not usually increase the angle of attack as much C's. As wind strength increases it becomes more important than ever for the pilot to keep the wing loaded by bending the knees and pushing the shoulders forward. Most pilots will find that when their hands are vertically under the brake line pulleys they are able reduce trailing edge drag to the absolute minimum. That is not so easy for most, when the arms are thrust rearwards.

==== Towed launch ====
[[File:Parapente.ogg|thumb|right|Paraglider launching in [[Araxá]], Brazil]]

In flatter countryside, pilots can also be launched with a tow. Once at full height (towing can launch pilots up to {{Convert|3000|ft}} altitude), 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. There are two major ways to tow: pay-in and pay-out towing. Pay-in towing involves a stationary winch that winds in the towline and thereby pulls the pilot in the air. The distance between winch and pilot at the start is around {{Convert|500|m}} or more. Pay-out towing involves a moving object, like a car or a boat, that pays out line slower than the speed of the object, thereby pulling the pilot up in the air. In both cases, it is very important to have a gauge indicating line tension to avoid pulling the pilot out of the air. Another form of towing is static line towing. This involves a moving object, like a car or a boat, attached to a paraglider or hang glider with a fixed-length line. This can be very dangerous, because now the forces on the line have to be controlled by the moving object itself, which is almost impossible to do, unless stretchy rope and a pressure/tension meter (dynamometer) is used. Static line towing with stretchy rope and a load cell as a tension meter has been used in Poland, Ukraine, Russia, and other Eastern European countries for over 20 years (under the name ''Malinka'') with about the same safety record as other forms of towing.<ref>{{cite web |url=http://paraplan.ru/forum/topic/49704 |title=Малинка. Суть процесса и принцип организации буксировки. :: Форумы |trans-title=Malinka. The essence of the process and the principle of organizing towing. :: Forums |website=Paraplan.Ru |language=ru}}</ref>{{Unreliable source?|date=February 2023}}

[[File:Mussel Rock Gliding Bluffs - Pacifica, California.webm|left|thumb|A paragliding flight over the Mussel Rock Gliding Bluffs in [[Pacifica, California]]]]
[[File:A paraglider flies above Lac Leman and Geneva with the Jet DEau seen.jpg|thumb|A paraglider flies above Lac Leman and Geneva with the [[Jet d'Eau]] seen]]
One more form of towing is hand towing. This is where 1−3 people pull a paraglider using a tow rope of up to {{Convert|500|ft}}. The stronger the wind, the fewer people are needed for a successful hand tow.<ref>{{cite web |url=https://www.youtube.com/watch?v=Z7X6CSZk8ng |archive-url=https://ghostarchive.org/varchive/youtube/20211108/Z7X6CSZk8ng |archive-date=8 November 2021 |url-status=live |title=15-second hand-tow launch |last=Greg Flymeister |date=3 June 2014 |via=[[YouTube]]}}{{cbignore}}</ref> Tows up to {{Convert|300|ft}} have been accomplished, allowing the pilot to get into a lift band of a nearby ridge or row of buildings and ridge-soar in the lift the same way as with a regular foot launch.<ref>{{cite web |url=https://www.youtube.com/watch?v=XW3JLP_2MrI |archive-url=https://ghostarchive.org/varchive/youtube/20211108/XW3JLP_2MrI |archive-date=8 November 2021 |url-status=live |title=One Flew Over Florida Coast II |last=Greg Flymeister |date=11 January 2014 |via=YouTube}}{{cbignore}}</ref>

=== 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.

=== Control ===
[[File:Accélérateur parapente.gif|right|thumb|upright|Speedbar mechanism]]

Brakes: controls held in each of the pilot's hands connect to the trailing edge of the left and right sides of the wing. These controls are called brakes and provide the primary and most general means of control in a paraglider. The brakes are used to adjust speed, to steer (in addition to weight shift), and to flare (during landing).

Weight shift: in addition to manipulating the brakes, a paraglider pilot must also lean in order to steer properly. Such weight shifting can also be used for more limited steering when brake use is unavailable, such as when under "big ears" (see below). More advanced control techniques may also involve weight shifting.

Speed bar: a kind of foot control called the speed bar (also accelerator) attaches to the paragliding harness and connects to the leading edge of the paraglider wing, usually through a system of at least two pulleys (see animation in margin). This control is used to increase speed and does so by decreasing the wing's [[angle of attack]]. This control is necessary because the brakes can only slow the wing from what is called trim speed (no brakes applied). The accelerator is needed to go faster than this.

More advanced means of control can be obtained by manipulating the paraglider's risers or lines directly. Most commonly, the lines connecting to the outermost points of the wing's leading edge can be used to induce the wingtips to fold under. The technique, known as "big ears", is used to increase the rate of descent (see picture and the full description below). The risers connecting to the rear of the wing can also be manipulated for steering if the brakes have been severed or are otherwise unavailable. For ground-handling purposes, a direct manipulation of these lines can be more effective and offer more control than the brakes. The effect of sudden wind blasts can be countered by directly pulling on the risers and making the wing unflyable, thereby avoiding falls or unintentional takeoffs.

==== Fast descents ====
Problems with getting down can occur when the lift situation is very good or when the weather changes unexpectedly. There are three possibilities for rapidly reducing altitude in such situations, each of which has benefits and issues to be aware of. The "big ears" manoeuvre induces descent rates of 2.5 to 3.5&nbsp;m/s, 4–6&nbsp;m/s with additional speed bar. It is the most controllable of the techniques and the easiest for beginners to learn. The B-line stall induces descent rates of 6–10&nbsp;m/s. It increases loading on parts of the wing (the pilot's weight is mostly on the B-lines, instead of spread across all the lines). Finally, a spiral dive offers the fastest rate of descent, at 7–25&nbsp;m/s. It places greater loads on the wing than other techniques do and requires the highest level of skill from the pilot to execute safely.{{pb}}
{{np}}
;Big ears{{pb}}
[[File:Paragliding big ears.gif|thumb|left|Paraglider in "Big Ears" manoeuvre]]
:Pulling on the outer A-lines during non-accelerated, normal flight folds the wing tips inwards, which substantially reduces the glide angle with only a small decrease in forward speed. As the effective wing area is reduced, the [[wing loading]] is increased, and it becomes more stable. However, the [[angle of attack]] is increased, and the craft is closer to stall speed, but this can be ameliorated by applying the speed bar, which also increases the descent rate. When the lines are released, the wing re-inflates. If necessary, a short pumping on the brakes helps reestablish normal flight. Compared to the other techniques, with big ears, the wing still glides forward, which enables the pilot to leave an area of danger. Even landing this way is possible, e.g., if the pilot has to counter an updraft on a slope.{{pb}}
{{np}}
;B-line stall{{pb}}
:In a B-line stall, the second set of risers from the leading-edge/front (the B-lines) are pulled down independently of the other risers, with the specific lines used to initiate a [[stall (flight)|stall]]. This puts a spanwise crease in the wing, thereby separating the airflow from the upper surface of the wing. It dramatically reduces the lift produced by the canopy and thus induces a higher rate of descent. This can be a strenuous manoeuvre, because these B-lines have to be held in this position, and the tension of the wing puts an upwards force on these lines. The release of these lines has to be handled carefully not to provoke a too fast forward shooting of the wing, which the pilot then could fall into. This is less popular now as it induces high loads on the internal structure of the wing.{{pb}}
{{np}}
;Spiral dive{{pb}}
:The spiral dive is the most rapid form of controlled fast descent; an aggressive spiral dive can achieve a sink rate of 25&nbsp;m/s. This manoeuvre halts forward progress and brings the flier almost straight down. The pilot pulls the brakes on one side and shifts his weight onto that side to induce a sharp turn. The flight path then begins to resembles a corkscrew. After a specific downward speed is reached, the wing points directly to the ground. When the pilot reaches his desired height, he ends this manoeuvre by slowly releasing the inner brake, shifting his weight to the outer side and braking on this side. The release of the inner brake has to be handled carefully to end the spiral dive gently in a few turns. If done too fast, the wing translates the turning into a dangerous upward and pendular motion.
:Spiral dives put a strong [[G-force]] on the wing and glider and must be done carefully and skilfully. The G-forces involved can induce blackouts, and the rotation can produce [[Orientation (mental)|disorientation]]. Some high-end gliders have what is called a "stable spiral problem".<ref>{{cite web|url=http://www.flyozone.com/paragliders/de/learn/tips-and-advice/spiral-dives-and-stable-spiral/|title=Ozone Paragliders > InfoZone > Tipps und Ratschläge|access-date=2014-04-26|archive-date=2013-04-02|archive-url=https://web.archive.org/web/20130402202433/http://flyozone.com/paragliders/de/learn/tips-and-advice/spiral-dives-and-stable-spiral/|url-status=dead}}</ref> After inducing a spiral and without further pilot input, some wings do not automatically return to normal flight and stay inside their spiral. Serious injury and fatal accidents have occurred when pilots could not exit this manoeuvre and spiralled into the ground.

The rate of rotation in a spiral dive can be reduced by using a drogue chute, deployed just before the spiral is induced. This reduces the G forces experienced.<ref>{{cite web|title=PRODUCTS THE ANTI-G :: INFO|url=http://www.flyozone.com/paragliders/en/products/reserves-chutes/the-anti-g/info/|publisher=Ozone|access-date=23 March 2017}}</ref>

=== Ridge lift ===
{{main|Ridge lift}}
[[File:Paraglider ridge soaring at Torrey Pines.jpg|right|thumb|upright|Ridge soaring along the California coast]]
Ridge lift is achieved by using wind directed upwards by a fixed object such as a [[dune]] or [[ridge]].
To achieve this, pilots fly along the length of a slope feature in the landscape, relying on the lift provided by the air, which is forced up as it passes over the slope. This type of lift 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 slope, but too much wind, and there is a risk of being blown back over the slope. A particular form of ridge soaring is called condo soaring, where pilots soar a row of buildings that form an artificial ridge. This form of soaring is particularly used in flat lands where there are no natural ridges, but there are plenty of man-made building ridges.

=== Thermal flying ===

[[File:paragliding3.jpg|thumb|left|Paragliders in the air at [[Torrey Pines Gliderport]]]]

When the sun warms the ground, the ground will radiate some of its heat to a thin layer of air situated just above it. Air has very poor thermal conductivity and most of the heat transfer in it will be convective - forming rising columns of hot air, called thermals. If the terrain is not uniform, it will warm some features more than others (such as rock faces or large buildings) and these thermals will tend to always form at the same spot, otherwise they will be more random. 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 begins to fly in a circle, trying to centre the circle on the strongest part of the thermal (the "core"), where the air is rising the fastest. Most pilots use a [[Variometer|vario]]-[[altimeter]] ("vario"), which indicates climb rate with beeps and/or a visual display, to help core in on a thermal.

Often there is strong sink surrounding thermals, and there is also strong turbulence resulting in wing collapses as a pilot tries to enter a strong thermal. Good thermal flying is a skill that takes time to learn, but a good pilot can often core a thermal all the way to [[cloud base]].

=== 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. Having gained altitude in a thermal, a pilot glides down to the next available thermal.

Potential thermals can be identified by land features that typically generate thermals or by [[cumulus cloud]]s, which mark the top of a rising column of warm, humid air as it reaches the [[dew point]] and [[Condensation|condenses]] to form a cloud.

Cross-country pilots also need an intimate familiarity with air law, flying regulations, aviation maps indicating restricted airspace, etc.

=== In-flight wing deflation (collapse) ===
Since the shape of the wing (airfoil) is formed by the moving air entering and inflating the wing, in turbulent air, part or all of the wing can deflate (collapse). Piloting techniques referred to as active flying will greatly reduce the frequency and severity of deflations or collapses. On modern recreational wings, such deflations will normally recover without pilot intervention. In the event of a severe deflation, correct pilot input will speed recovery from a deflation, but incorrect pilot input may slow the return of the glider to normal flight, so pilot training and practice in correct response to deflations are necessary.

For the rare occasions when it is not possible to recover from a deflation (or from other threatening situations such as a spin), most pilots carry a reserve (rescue, emergency) parachute (or even two); however, most pilots never have cause to "throw" their reserve. Should a wing deflation occur at low altitude, i.e., shortly after takeoff or just before landing, the wing (paraglider) may not recover its correct structure rapidly enough to prevent an accident, with the pilot often not having enough altitude remaining to deploy a reserve parachute [with the minimum altitude for this being approximately {{convert|60|m|ft|abbr=on}}, but typical deployment to stabilization periods using up {{convert|120|–|180|m|ft|abbr=on}} of altitude] successfully. Different packing methods of the reserve parachute affect its deploying time.

Low-altitude wing failure can result in serious injury or [[death]] due to the subsequent velocity of a ground impact whereas a higher altitude failure may allow more time to regain some degree of control in the descent rate and, critically, deploy the reserve if needed. In-flight wing deflation and other hazards are minimized by flying a suitable glider and choosing appropriate weather conditions and locations for the pilot's skill and experience level.