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Paragliding
Team
Wing
Parts of a glider
The paraglider wing or canopy is known in aeronautical engineering as a ram-air surface supporting or paragliding. Wings have two layers of fabric that are connected to the internal support material, so that they form a row of cells. As most cell leaders open only to edge, incoming air (ram-air pressure) keeps the wing inflated, thus maintaining its shape. When inflated, the wing section has the typical transverse teardrop aerodynamics.
Some modern gliders (from the 1990s onwards), especially the upper wings performance, some of the leading edge cells are closed to form an aerodynamic airfoil cleaner. Like the wingtips, these cells are kept inflated by the internal pressure of the wing Info.
The pilot is supported under the wing of a network of lines. The lines are grouped into two groups: bands right and left. The bands pick up lines in rows from front to back in either 3 or 4 rows, the distribution of the load as a whippletree. The bands are connected to the pilot's harness by two carabiners.
Paraglider wings typically have an area of 2,035 square meters (220,380 square feet) with a distance of 812 meters (2639 feet) and weighs 37 kilograms (6615 pounds). The combined weight of wing, harness, reserve, instruments, helmet etc is around 1218 kilograms (2640 pounds).
The glide ratio of paragliders ranges from 8:1 for recreational wings, to about 11:01 for modern competition models [citation needed]. In comparison, a typical skydiving parachute achieve about 3:1 glide. A delta wing glide reach approximately 15:1. An idle (Slip) Cessna 152 9:01 succeed. Some sailplanes can achieve a glide ratio of up to 72:1.
The speed range of paragliders is typically 2060 km per hour (1237 miles per hour), the rate of loss of speed. Beginner wings are at the bottom of this range, high-performance wings at the top of the range. The range for safe flying will be somewhat smaller.
Modern paraglider wings are high performance non-porous surfaces such as fabrics OLKS Gelvenor with Dyneema / Spectra or Kevlar / Aramid lines.
For storage and transportation, the wing is usually folded into a stuffsack (bag), which can then be stored in a large backpack, with the harness. For drivers who do not want to gain weight or fuss of a backpack, a modern harnesses include the ability to turn the harness inside out so that becomes a backpack.
Paragliding tandem, designed to carry the pilot and one passenger, are larger but similar to others. They usually fly faster with a higher speed of adjustment, are more resistant to collapse, and have a slightly higher sink rate compared to solo paragliders.
Since 2000 Juan Salvadori in Argentina has been exploring a wing variant called Paramontante involving some beams of the company. In April 2009 Pere Casellas has joined a partnership with John Salvadori for polishing the paramontante. Laboratori d'surround Paramontante
Take
Harness Driver (light blue) by the reverse launch
The loose, comfortable pilot buckled into a harness that provides support in both the standing and sitting position. Modern harnesses are designed to be as comfortable as an armchair in the sitting position. Harnesses many even have a setting 'lumbar support. "A reserve parachute is also typically connected to a harness paragliding.
The main purpose of parachutes (including skydiving canopies) is to decrease since the jump from an aircraft or the release of material. By Instead, the main purpose of paragliders is to ascend. Paragliders are categorized as "ascending parachutes" for drinks manufacturers worldwide, and are designed for the flight which means "free flight" no strings attached (for an example of captive flight, paragliding see). However, in areas without points high launch, paragliding can be towed at the top of a land vehicle or a fixed round, after which they are released, creating the same effect as the launch of the mountain. This bound can launch a paraglider pilot starting point greater than the mountains many do, that offers the same opportunity to catch thermals and stay in air forms "in heat" and other elevation. Like gliding, paragliding requires significant skills and training needed to control aircraft, including the theory aeronautical meteorological knowledge and forecasting, personal / emotional safety considerations, the compliance Federal Aviation Regulations (USA), and knowledge of care and maintenance.
Tools
Most pilots use variometer, radios, and increasingly, GPS units during flight.
Variometer
Vario-altimeter
Birds are very sensitive to atmospheric pressure, and can that when in rising or sinking air. People can detect the acceleration of the first hit a thermal, but can not detect the difference between air and the steady increase in steady downward air, so turn to technology for help. Modern variometer are able to detect rates rise or sink 1 cm per second, as in the case of the B1 Flymaster that uses extremely low noise electronics and complex algorithms to detect such minute changes in pressure atmosphere.
A barometer indicates the rate rise (or sink-rate) short audio signals (sound, increasing in pitch and rhythm during ascent and a thud, which is deeper than the growth rate of descent) and / or display. It also shows altitude:. "Flight Level" either on takeoff, above sea level, or (at higher altitudes)
The main purpose of a variometer is in helping a pilot find and stay in "Core" of the thermal to maximize height gain and, conversely, to indicate when a pilot is in the air is sinking and needs to find rising air.
The most advanced variometer have a GPS. This is not only comfortable but also to record the flight 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 the claims record, replacing the "old" form of photographic documentation.
2m band radio
Radio
Pilots use radio for training purposes, to communicate with other pilots in the air, especially when traveling together on cross-country flights, and to report the location of landing.
Radios used are PTT (push-to-talk) transceivers, normally operating in or around the VHF FM band of 2 meters (144,148 MHz). The "two meters," the band is a band of amateurs, sometimes used for interpersonal communications and aviation frequencies are 108MHz to 136MHz in general. Usually a microphone built into the hull, and the switch PTT is fixed on the outside of the hull, or attached to a finger.
GPS
GPS (Global Positioning System) is a necessary accessory for flying competitions, where you have to demonstrate that way the points were passed correctly.
You may also want to see a GPS track of a flight when back on the floor to discuss technical flight. Software is available that allows several different GPS analysis (CompeGPS, for example, See You).
Other uses include the ability to determine drift to the prevailing winds during flight at high altitude, providing position information to allow restricted airspace to be avoided, and identifying a location for retrieval teams after landing in unknown territory.
More recently, the use of GPS data, connected to a computer, has enabled pilots to share topics of your flights in 3D in Google Earth. This fascinating insight allows comparisons between competing pilots to become a detailed analysis' post-flight.
Control
Accelerator mechanism.
Brakes: The controls conducted in each pilot hands connect to the back edge of right and left wing. These controls are called 'brakes' and provide the main and most general means of control in a paraglider. Brakes are used to adjust the speed, direction (in addition to weight change), and flare (during landing).
Weight change: in addition to manipulating the brakes, a pilot Paragliding should also be supported in order to properly orient. As a "weight shift" can also be used for a more limited when the brake use is unavailable, as when 'big ears' (see below). A more advanced control techniques can also lead to weight change.
Speed Bar: A kind of foot control called the "accelerator" (also "throttle") joins the paragliding harness and connects to the 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 angle of attack. This control is necessary because the brakes can only slow the wing so-called "speed of adjustment '(without brake applied). The accelerator is needed to go faster than this.
More advanced means of control can be obtained by manipulating the wing bands lines or directly:
Usually, the lines connecting the outermost points of the wing leading edge can be used to induce the wingtips sometimes less. The technique, known as 'ears' is used to increase the speed of descent (see photo).
The bands are connected to the rear of the wings can also be manipulated to address, if the brakes are separated or are unavailable.
In a B-line position, the second set of bands the leading-edge/front pulled down slightly to put a kink in the underside of the wing (this also distorts the upper surface) that acts as a "brake air "significantly reducing the speed. The combination of vertical speed and low forward speed increased destroys the laminar flow of air over the airfoil, dramatically reducing the lift produced by the canopy, which induce a higher rate of descent.
Rapid decrease
Large ears Rocky Point, NY.
Etting Problems occur when lifting the situation is very good or when the weather changes unexpectedly. There are three possibilities for the rapid height reduction in these types of situations, each has advantages and issues to consider:
Big Ears induces a drop of 2 m / s approximately. It is the most controllable of the techniques, and the easiest for beginners to learn.
A line position B induces a drop of 5 m / s approximately. That increases the load on the parts of the wing (pilot's weight is mostly in the B-lines, rather than spread across all lines). There is no risk of becoming a pilot disoriented as a result of using this technique.
A bit offers the highest rate of descent, 10-15m/sec. It puts more load on the wing of other techniques do, and requires the highest level of pilot's ability to perform safely.
Big Ears
Pulling the exterior lines to the tips of the glider's wings can be folded in. This method deteriorates dramatically glide angle, with only a small decrease in speed. The effectiveness of this technique can be increased by the system speed at the same time.
To re-inflate a low performance glider (eg DHV1 nominal) is simply necessary to release the lines. Glider higher performance (eg DHV1 / 2 and above) may be necessary to help re-inflation pump briefly at the bottom of the brakes.
While large ears are in use, the burden on the rest of the flight surface of the wing is larger making it more stable and less prone to collapse. However, there is an increasing amount of stagnation, because 'throwing' ears increases the angle of attack and slows down the wing. Thus, while "ears" and the speed bar is a good combination, "ears" and the brake is not - it's best not to use the brakes when the ears are 'in'.
B-Line as
In a B-line position, the second set of bands leading-edge/front (B-lines) are shot down independently of the other bands. This puts a kink in the upper wing surface, destroying and laminar flow of air over the airfoil. This dramatically reduces the lift produced by the canopy and therefore induces a higher rate of descent.
The position of the B line should start with the wing in normal flight (no speed bar, not accelerated). Take line B, on both sides above the line and pull them links down. No need to release the levers, while B-stagnation. 01.02 DHV wings are very resistant to wrinkles, the pilot can pull the hard-line B almost enough to lift themselves out of the seat to get the wing to fold. Once the fold is, it requires less effort to keep it as it does to put underway.
The feeling for the driver when the B-line is that is induced because the breeze is up instead of face. Pulling the B-lines further down, not increase the sink rate, but can lead to a more unstable flight position.
To recover from the cockpit of the B line, the release of the B-band so that the aerodynamic shape of the wings is resumed. Normally, this will be enough to resume normal flight, but if the cup is in a position to push gently on band-to lower front edge of the wing and reconnect the laminar airflow on the upper surface of the wing.
Spiral Dive
The auger is the fastest controlled rapid descent. With a little practice you will reach a rate drop of 15 m / s and more.
However, spiral dives put strong G-forces on the wing and the glider and be done with care and skill. The G-forces involved can cause loss of consciousness, and the rotation can cause disorientation. Chopped spiral, as with all techniques of paragliding, are best learned under the supervision of experts. Paragliding courses 'SIV' offer the opportunity to practice spiral dives on the water with a rescue boat waiting.
The auger begins pulling the brake on one side and hold it. Constant pulling a brake reduces the radius of twist and turn in a spiral form in which high sink rates can be achieved. As soon as the glider is in a bit (clear increase in sink rate and bank turn), the outer wing should always be stabilized with the outside brake and the desired drop rate must be controlled with great delicacy.
Flight
Take off from a ramp Tegelberg, Fussen, Germany.
Release
Paragliding reverse launch demo video
Investing in progress, Fiesch, Switzerland.
Paraglider towed launch Mirosawice, Poland.
As with all aircraft, launching and landing are made in the wind (though in mountain flying, you can put in no wind up and glide to the first heat).
Forward launch
In low winds, the wing is inflated with a pitch orward, where the pilot runs forward to the air pressure generated by the forward movement inflates the wing.
Investing in progress
In stronger winds, particularly ridge soaring, the launch a Everse used, with the pilot facing the wing that appears in a flying position, then turning under the wing to complete the commissioning.
Lanza reverse a number of advantages over a release forward. It is easier to inspect the wing and check the lines are free as it leaves the ground. In the presence of wind, pilot can be tugged toward the wing and in front of the wing makes it easier to resist this force, and safer in case of driver slides (instead of being dragged back). These releases are usually treated with a reasonable wind speed to the speed over the land needed to pressurize the wing much lower - the pilot implementation up initially by walking forward instead of running back.
Towed launch
Arax launch Paragliding, Brazil.
In pilot field can also be started with a trailer. Once at full height, the pilot pulls a release cord and the towline falls. This requires separate training, like flying on a winch has quite different characteristics of free flight. There are two main forms of Trailer: payment and pay-out trailer. Payment trailer includes a winch fixed pay the tow and thereby pulls the pilot in the air. The distance between the winch and the driver at the start is about 500 meters or more. Pay-out trailer includes a moving object, like a car or boat, you pay the line slower than the speed of the object to propel the pilot into the air. In both cases it is very important to have A gauge indicating daN to avoid throwing the rider into the air. One form of trailer, trailer Tatic. This implies a moving object, like a car or boat, attached hanglider a glider or a line of fixed length. This is very dangerous, because now the forces on the line must be controlled by the moving object itself, which is almost impossible to do. With the static line trailer is a lock to happen sooner or later. Static line towing is prohibited in most countries and if not, should be avoided at all costs.
Landing
Landing is in line for a focus on wind, and just before landfall, larynx wing to reduce the minimum horizontal velocity. In light winds, some running less common. In moderate winds through the landings can be without forward speed.
Crest rise
In ridge soaring, pilots fly along a ridge feature in the landscape, based on the elevation provided by the air being pushed up as it passes over the ridge.
Crest hike is highly dependent on a steady wind within a defined range (the suitable range depends on the performance of the wing and the ability pilot). Very little wind, and a lift available is not enough to stay airborne (pilots end cratching along the slope). With more wind, gliders can fly well above and ahead of the crest, but windy, and the risk of being Lown back along the ridge.
Front of the Mont Blanc Paragliding
Thermalling
When the sun warms the earth will warm more features than others (such as rock faces o. large buildings), and this set of thermals that soar through the air sometimes, they can be a simple column of rising air, most often, are swept sideways in the wind, and will break away from the source, with a heat is generated later.
Once a pilot finds a thermal, he or she begins to fly in circles, trying to center the circle in the strongest part of the thermal (the "core"), where the air is rising faster. Most pilots use an Aryan (vario-altimeter) which indicates climb rate with beeps and / or a display to help the minerals in a thermal.
Sampling: technique "Core" a thermal is simple: turn tighter as lift decreases, in turn less as lift increases. This ensures that always are flying around the nucleus.
Often there is a strong sink surrounding thermals, and often there is also a strong turbulence resulting in collapse pilot wings is entering a strong thermal. Once within a thermal forces, cutting and reduce some of the lift tends to be softer.
Paragliders in the air at Torrey Pines Gliderport
Flight thermal well is a skill that has time to learn, but a good pilot can often "core" a thermal all the way to cloud base.
Ski flying
Once the skills of using thermals to gain altitude have been mastered, pilots can glide from one thermal to the Next to go ross-country (C). Having gained altitude in a thermal, a pilot glides down to the heat available. Thermal potential can be identified by terrain features that usually generate thermals, or by cumulus clouds that mark the top of a rising column of warm, moist air, as it reaches the dew point and condenses to form a cloud. In many areas of flight, cross-country pilots also need an intimate familiarity with air law, flight regulations, aviation maps indicating restricted airspace, etc.
On the flight wing deflation (collapse)
Since the shape of the wing (Airfoil) is formed by the movement of air into and inflate the wing, in part, turbulent air or all of the wing (airfoil) can deflate (Collapse). Piloting Techniques referred to as "active flying" greatly reduce the frequency and severity of the deflation or falls. In modern versions recreational wings, such deflation usually recover without pilot input. In the case of a severe deflation, the successful pilot speed recovery from deflation incorrect but the pilot can delay the return of the sail normal flight, so the pilot training and practice the correct response to deflation is necessary. In the unlikely event that it is not possible to recover from deflation (or other risk situations, like a top), most pilots carry a reserve (rescue and emergency) parachute. Most drivers have no reason to HROW booking. In the case of the wing deflation happens near ground, ie shortly after takeoff or just before landing, the wing (paraglider) can not be recovered (the aerodynamic shape), even with the intervention of the driver and may not be enough time for successful rescue parachute deployment. Such cases can result in serious bodily injury or death. In flight wing deflation and other risks are minimized by flying a glider adequate and appropriate choice to the weather conditions and locations for driver skill and experience level.
Sports / competitive flying
Some drivers like stretch beyond recreational flying. For these pilot projects, multiple disciplines are available:
Cross-country league league's annual flying farther C
"Comps" flying around the competition to complete a series of tasks such as flying around the benchmarks
Detail the powers of point landing ground targets pilots with a central 3 cm of space to a circle 10 meters total.
"Acro" aero-acrobatic maneuvers and stunts air, heart stopping tricks such as helicopters, wing-overs, spirals synchronization falls infinity, and so on.
National / international records despite the continuous improvement of the planners, these are becoming harder to achieve, in addition to greater distance and higher, the examples include the distance to declared goal, distance over a triangular course, speed over 100 km triangular course, etc.
Competitive flying on the wings is high performance demand more power than their recreational flying counterparts but are much more sensitive and offer more information to the pilot and like flying faster with better glide rates.
See also: World Air Games
The current world champion Andy Aebi is from Switzerland, who won the title in February 2009 in Valle de Bravo in Mexico. Its predecessor was Bruce Goldsmith.
Security
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Paragliders launch video Arax.
Paragliding is perhaps often seen as a high-risk sport than it actually is. However, there is great potential for injury to the unwary or unprepared.
The safety of this sport is directly influenced by the skill and sense of the pilot. It is important to note that almost all paragliding accidents are the result of pilot error. Paragliding Equipment is very well built and, if well cared for, almost certainly never fail. For example, the average glider has about 30 lines attached to the bands, but each is strong enough to withstand the weight of an individual pilot. Aerodynamic gliders are not new or advanced categories in the competition classified for security and tend to recover from most of the cases on their own (no pilot).
Given the lack of proper equipment Paragliding computer certificates can be considered as a non-issue, it must be said that the wing can be a very safe sport. The individual pilot is the ultimate indicator of their level of personal safety.
Overall:
The safety pilot will not fly on sites that pose a reasonable challenge to his / flying skills.
The pilot insurance not affected by the possible negative examples given by others.
The pilot will fly only on certain days when the weather is conducive to safe flight. Turbulence in all its forms is the enemy # 1 for a paragliding wing. Because paragliders have no solid support, the way (and the ability to fly) can be ruined by an errant by the project or the like. Therefore, turbulence or conditions conducive to the generation of turbulence is a primary factor in determining if the weather is safe.
The time tracking is to be avoided:
Excess wind speed gusts. 15 mph (24 km / h) wind is enough wind for a paraglider, and most Pilots will not take off with much more wind. Strong winds will also increase the effect of mechanical turbulence. Gusty conditions made takeoffs and landings will become more dangerous and likely to collapse during flight. The limit of 15 mph is quite arbitrary, and depends on local parameters. In some places people fly safely winds of 20 mph, 10 mph on other sites may be too.
A wind direction that does not allow a departure (or arrival) at wind, or at least generally so. Tailwind takeoffs should be avoided at all costs. Ensuring that a headwind [apparent] is not really a "rotor" is also essential (rotors are a form of mechanical turbulence).
Excessively strong atmospheric instability, shown partly-developed cumulus clouds, or worse situations in the formation of cumulus clouds, nimbus. Such conditions contribute to turbulence. If cumulus nimbus-(storm) clouds are anywhere in sight, effect of severe atmospheric instability can exist where it is.
Rain or snow. Because a paraglider wing is made of cloth, has the capacity to absorb moisture. Moreover, the weight (or lack thereof) of a paraglider wing is critical to performance. Flying in rain or snow weighed down the wing and finish can be a quick flight. A wet wing is less controllable, less stable and have less tendency to recover normal flight.
General safety precautions include pre-flight checks, helmets, harness back protection (foam or air bags), reserve parachutes, and careful pre-launch of the observation of other pilots in the air to assess conditions.
For pilots who want to pull in more difficult conditions, advanced IV (dncidents simulation volume, or simulation of flying incidents) are available to teach pilots to cope with dangerous situations that may arise during the flight. Through instruction in the radio (above a lake), pilots deliberately induce collapses, stalls, spins, etc, to learn the procedures to recover from them. (As mentioned above, modern recreational wings will recover from minor collapses without intervention).
As always, strange deaths and accidents can happen, but most good trained pilots responsible for risk only minor injuries such as ankle sprains.
Learning to fly
Most popular paragliding regions have a number schools, generally registered and / or organized by national associations. Certification systems vary widely between countries, although about 10 days of instruction the basic certification is standard.
Flight over Stubaital, Austria
There are several key components of a pilot training program for glider certification. Initial training of pilots from usually starts with a certain amount of ground school to discuss the basic concepts, including theories basic flight and the basic structure and operation of the glider.
Students then learn to control the glider on the ground, practicing take-offs and control of "overhead" wing. Low hills and gentle side, where students get their first short flights, flying at low altitude to get used to the handling of sailing in various fields. Special winches can be used to tow the glider to low altitude hills areas without readily available.
As skills progress, students move to the hills steeper / higher (or trailer winch), making longer flights, and learn to turn the glider, control the speed of the sail, then going to 360 laps, landing place, ig ears (used to increase the rate of descent of the candle), and other techniques advanced. Training instructions are often provided to students via radio, particularly during the first flights.
A third key component to a complete paragliding instructional program provides substantial background in key areas of meteorology, aviation law and general flight area etiquette.
Tandem paragliding launch
To give prospective pilots a chance to decide whether to continue with a full pilot training program, most schools offer tandem flights, in which an experienced instructor pilots the paraglider with prospective pilot as a passenger. Schools often provide families of pilots and friends the opportunity flying in tandem, and tandem flights sometimes sell pleasure resorts.
Most renowned golf courses lead to a national license and international recognition International Information pilot's competence / ID card. The IPPI specifies five stages of paragliding competition from the entry level 1 to stage Amias advanced 5.
World Records
FAI (Fdration Aronautique Internationale) world records:
461.6 km straight distance: Frank Brown, Marcelo Prieto, Rafael Saladini Monteiro (Brazil); Quixada Duque, Brazil, November 14, 2007.
Directly to the stated objective distance 368.9 km: Alia Vali Vali Urban (Slovenia); Jamestown Vosburg (South Africa), December 7, 2006
4526 m altitude gain: Robbie Whittall (UK) Brandvlei (South Africa), January 6, 1993
Others log (distance / speed round and a triangular circuit) can be seen on the FAI site
Recently, a flight of more than 500 miles was made by Nevil Hulett in excellent condition in South Africa; flight record
Pilot Numbers
A multi-national contingent in the air in Bali
The number of pilots flying activities can only be a rough estimate, but France is believed that the greatest number, about 25,000. Next most active flying countries are Germany, Austria, Switzerland, Japan and Korea, around 10,000 20,000 followed by Italy, Britain and Spain, with nearly 5,000 10,000. U.S. have about 4500. (All from 2004).
See also
Foot launched Powered Hang Glider
Glider (glider)
Comparison of gliders, hang gliders and gliders
Gliding
Hang-glider
Paramotor
Torrey Pines Gliderport
Parahawking
EV
Extreme Sports
Sports Table
Snowboard Sandboarding Windsurf Surf Kitesurf Riverboarding River Skysurfing Flowboarding Skateboarding Surf Wakeboard Snowskate mountainboarding
Motorsport
Motocross Motorcycle SnoCross Rally meeting drifting
Water Sports
Whitewater rafting canoeing snorkeling Scuba_diving
Mountaineering
Ice Climbing Rock Climbing Bouldering Canyoning free solo climbing
Freefall
Parachuting Bungee jumping Wingsuit BASE jumping flying
Flight
Hang Gliding Paragliding
Others
BMX Mountain Biking Diving Skating Online Paintball Jibbing
References
U.S. ^ Pat. 2734706 - Filed October 17, 1952.
^ Walter Neumark, "The future upside, "the in-flight magazine, May 14, 1954
^ History of Paragliding
^ Pilot Profile: David Barish, the inventor of the likely Paragliding
↑ ab David Barish, the forgotten father of Paragliding
Jean-Claude Btemps ^ i will invent wing
^ FAI gliding and Paragliding World Records
^ How many pilots around the world?
External Links
Wikimedia Commons has media related to Paragliding
Paragliding Open Directory Project
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