PARAGLIDING
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(Redirected from Paraglider)
'Paragliding' (known in Greece, France, Spain and Portugal as ''parapente'' - ''παÏαπÎντε'' or ''αλεξίπτωτο πλαγιάς'' in Greek) is a recreational and competitive flying sport. A paraglider is a free-flying, foot-launched aircraft. The pilot sits in a harness suspended below a fabric wing, whose shape is formed by the pressure of air entering vents in the front of the wing.
The paraglider wing (or ‘canopy’) is known in aeronautical engineering as a ram-air airfoil, or parafoil. Such wings are comprised of two layers of fabric which are connected to internal supporting material in such a way as to form a row of cells. By leaving most of the cells open at the leading edge only, incoming air (ram-air pressure) keeps the wing 'inflated', thus maintaining its shape. When inflated, the wing's cross-section describes the typical 'teardrop' aerofoil shape.
The pilot is supported underneath the wing via a network of cascading lines. The lines culminate into two sets as 'risers' (left and right). The risers in turn provide the attachment point between the wing's lines and the pilot's harness, where they connect to two carabiners. The risers collect the lines in rows from front to back in either 3 or 4 rows.
The pilot is loosely and comfortably buckled into a harness which is able to support him/her in both the standing and sitting positions. Modern harnesses are designed to be extremely comfortable in the sitting position and may be considered as comfortable as a lounge chair. Many harnesses even have an adjustable 'lumbar support'.
A reserve parachute is also typically connected to a paragliding harness.
Paraglider wings typically have an area of 25–35 m² with a span of 8–12 m, and weigh 3–7 kg. Combined weight of wing, harness, reserve, instruments, helmet etc is around 12–18 kg.
The Glide ratio of paragliders range from 6:1 for recreational wings to about 10:1 for modern competition models. For comparison, a typical skydiving parachute will achieve about 3:1 glide. A hang glider will achieve about 15:1 glide. An idling (gliding) Cessna 152 will achieve 9:1. Some sailplanes can achieve a glide ratio of up to 60:1.
Speed range of a paraglider is typically 20–65 km/h (stall speed – max speed): though the range for safe flying is much smaller.
Modern paraglider wings are made of high-performance non-porous fabrics such as Porcher Sport & Gelvenor, with Dyneema/Spectra or Kevlar/Aramid lines.
For storage and carrying, the wing is folded into the harness seat, and the whole stored in a backpack (which is normally stowed in the harness in flight). Recent developments in light-weight harness design include the ability to turn the harness inside out such that it becomes the backpack removing the need for a second storage system.
Tandem paragliders, designed to carry the pilot and one passenger, are larger but otherwise similar. They usually have higher trim speeds (fly faster), are more resistant to collapses and have a slightly higher sink rate compared to solo paragliders.
Parachutes including skydiving canopies are generally used for descending purposes (i.e. jumping out of an aircraft or for dropping cargo) while paragliders are generally used for ascending. Paragliders are categorized as "ascending" parachutes by canopy manufacturers worldwide and involve "free flying" (without a tether). However Paragliders can sometimes be tethered for a short period during towing to become airborne.
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, flare (during landing), and steer.
In addition to manipulating the breaks, a paraglider pilot must also lean in order to steer properly.
A kind of foot control called the 'speed bar' or 'accelerator' attaches to the paragliding harness and connects to the leading edge of the paraglider wing, usually though a system of at least two pulleys. 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 rate of descent.
★ 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.
★ In a 'B-line stall', the second set of risers from the front are gently pulled down to decrease the wings ability to create lift, thus increasing rate of descent.
In unpowered flight, rising air is needed to keep a glider aloft. This rising air can come from two sources:
★ when the sun heats features on the ground, columns of rising air known as thermals are generated
★ when wind encounters a ridge in the landscape, the air is forced upwards, providing ridge lift.
In mountainous environments, flying is mostly based around thermals, which can be used to stay aloft before heading for a landing field below the launch site. In hill environments, ridge lift is used for ridge soaring, and landing can be done either back at the launch site, or at a landing field at the bottom of the ridge. In either case, more experienced pilots can use thermals to go ‘cross country’.
In ridge soaring, pilots fly along the length of a ridge feature in the landscape, relying on the lift provided by the air which is forced up as it passes over the ridge.
Ridge soaring is highly dependent on a steady wind within a defined range (the suitable range depends on the performance of the wing and the skill of the pilot). Too little wind, and insufficient lift is available to stay airborne (pilots end up ‘scratching’ along the slope). With more wind, gliders can fly well above and forward of the ridge, but too much wind, and there is a risk of being ‘blown back’ over the ridge.
When ridge soaring, it is usually possible to either ‘top land’ or ‘slope land’ close to the launch site, which saves time returning from a landing site back to the launch site.
When the sun warms the ground, it will warm some features more than others (such as rock-faces or large buildings), and these set off thermals which rise through the air. Sometimes these may be a simple rising column of air; more often, they are blown sideways in the wind, and will break off from the source, with a new thermal forming later.
Once a pilot finds a thermal, he or she begins to fly in a circle, trying to center the circle on the strongest part of the thermal (the "core"), where the air is rising the fastest. Most pilots use a ‘vario’ (vario-altimeter), which indicates climb rate with beeps and/or a visual display, to help ‘core-in’ on a thermal.
Coring: The technique to "core" a thermal is simple: turn tighter as lift decreases, and turn less as lift increases. This ensures you are always flying around the core.
Often there is strong sink surrounding thermals, and there is often also strong turbulence resulting in wing collapses as a pilot tries to enter a strong thermal. Once inside a thermal, shear forces reduce somewhat and the lift tends to become smoother.
Good thermal flying is a skill which takes time to learn, but a good pilot can often "core" a thermal all the way to cloud base.
Once the skills of using thermals to gain altitude have been mastered, pilots can glide from one thermal to the next to go ‘cross-country’ (‘XC’). Having gained altitude in a thermal, a pilot glides down to the next available thermal. Potential thermals can be identified by land features which typically generate thermals, or by cumulus clouds which mark the top of a rising column of warm, humid air as it reaches the dew point and condenses to form a cloud. In many flying areas, cross-country pilots also need an intimate familiarity with air law, flying regulations, aviation maps indicating restricted airspace, etc.
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As with all aircraft, launching and landing are done into wind (though in mountain flying, it is possible to launch in nil wind and glide out to the first thermal).
In low winds, the wing is inflated with a ‘forward launch’, where the pilot runs forward so that the air pressure generated by the forward movement inflates the wing.
In higher winds, particularly ridge soaring, a ‘reverse launch’ is used, with the pilot facing the wing to bring it up into a flying position, then turning under the wing to complete the launch.
Reverse launches have a number of advantages over a forward launch. It is more straight forward to inspect the wing and check 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). These launches are normally attempted with a reasonable wind speed making the ground speed required to pressurise the wing much lower - the pilot is initially launching while walking backwards as opposed to running forward.
In flatter countryside, pilots can also be launched with a tow. Once at full height, the pilot pulls a release cord and the towline falls away. This requires separate training, as flying on a winch has quite different characteristics from free flying. In many countries only towing from a stationary winch is permitted: ‘static’ towing, with a fixed length towline attached to a car, is far more dangerous.
Landing involves lining up for an approach into wind, and just before touching down, ‘flaring’ the wing to minimise forward speed. The angle of approach to the landing zone will depend on wind speed. Landing will typically be at a gentle forward run.
The pilot holds controls in each hand which pull down the trailing edge of the wing. Pulling down the trailing edge increases the angle of attack of the wing from its ‘trim’ (hands-off) position, which slows it down and increases the lift generated (like flaps on an aircraft wing). Turning is achieved by a combination of pulling down the control on one side and ‘weight shift’ within the harness. Faster than ‘trim’ speed can be achieved by pushing out a ‘speedbar’ with the feet, which pulls down the leading edge to reduce the angle of attack.
On occasions when it is necessary to lose height more rapidly, the tips of the wing can be ‘folded in’, in what is known as ‘big ears’. This reduces the flying area of the wing, and increases the amount of drag, causing the glider to descend at a greater rate than in normal flight.
In more extreme conditions, other manoeuvres such as ‘b-line stalls’ and spiral dives can be used, but most pilots avoid getting themselves into situations where these are required.
In turbulent air, since the shape of the wing (airfoil) is formed by the moving air entering and inflating the wing, part or all of the wing (airfoil) can deflate (collapse). On modern recreational wings, such deflation will normally recover themselves without pilot intervention. For the rare case where 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. Thankfully, most pilots never have cause to ‘throw’ their reserve. In case the wing deflation happens near ground, i.e. shortly after takeoff or just before landing, the wing (paraglider) may not recover (airfoil shape) even with pilot intervention and there may not be enough time for successful rescue parachute deployment. Those cases can result in serious bodily injury or death. 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.
Some pilots like to stretch themselves beyond recreational flying. For such pilots, there are multiple disciplines available:
★ Cross-country leagues – annual leagues of the greatest distance ‘XC’ flying
★ "Comps" – competitive flying based around completing a number of tasks such as flying around set waypoints
★ Accuracy – spot landing competitions where pilots land on targets the size of jam-jar lids
★ "Acro" – aero-acrobatic manoeuvres and stunt flying; heart stopping tricks such as helicopters, wing-overs, synchro spirals, infinity tumbles, and so on.
★ National/international records – despite continually improving gliders, these become ever more difficult to achieve; aside from longest distance and highest altitude, examples include distance to declared goal, distance over triangular course, speed over 100 km triangular course, etc.
Competitive flying is done on high performance wings which demand far more skill to fly than their recreational counterparts, but which are far more responsive and offer greater feedback to the pilot, as well as flying faster with better glide ratios.
See also: World Air Games
Most pilots use varios and radios when flying; some more advanced pilots also use GPS units.
Birds are highly sensitive to atmospheric pressure, and can tell when they are in rising or sinking air. People can sense the acceleration when they first hit a thermal, but cannot detect the difference between constant rising air and constant sinking air, so turn to technology to help.
A variometer indicates climb-rate (or sink-rate) with audio signals (beeps which increase in pitch and tempo as you accelerate upwards and a droning sound which gets deeper as your descent rate increases) and/or a visual display. It also shows altitude: either above takeoff, above sea level, or (at higher altitudes) "flight level".
The main purpose of a variometer is in helping a pilot find and stay in the "core" of a thermal to maximise height gain, and conversely indicating when he or she is in sinking air, and needs to find rising air.
Pilots use radio for training purposes, for communicating with other pilots in the air, particularly when travelling together on cross-country flights, and for reporting the location of landing.
Radios used are PTT (push-to-talk) transceivers, normally operating in or around the FM VHF 2-metre band (144–148 MHz) (Note that transmitting in the 144-148 MHz band requires a ham radio licence in some countries.) Usually a microphone is incorporated in the helmet, and the PTT switch is either fixed to the outside of the helmet, or strapped to a finger.
GPS (global positioning system) is a necessary accessory when flying competitions, where it has to be demonstrated that way-points have been correctly passed.
It can also be interesting to view a GPS track of a flight when back on the ground, to analyze flying technique. Computer software is available which allows various different analyses of GPS tracks (e.g. CompeGPS, See You).
Other uses include being able to determine drift due to the prevailing wind when flying at altitude, providing position information to allow restricted airspace to be avoided, and identifying one’s location for retrieval teams after landing-out in unfamiliar territory.
More recently, the use of GPS data, linked to a computer, has enabled pilots to share 3D tracks of their flights on Google Earth. This fascinating insight allows comparisons between competing pilots to be made in a detailed 'post-flight' analysis.
Paragliding is perhaps often viewed as a higher-risk sport than it actually is. Nonetheless, there is great potential for injury for the reckless or ill-prepared.
The safety of the sport is directly proportional to the skill and sense of the pilot. It's important to note that almost all paragliding accidents are the result of pilot error. Paragliding equipment is very well built and, if properly cared for, will never fail. As an example, the average paraglider has around 30 lines connected to the risers, yet each one is strong enough to support the full weight of a pilot individually. Aerodynamically, newer paragliders not within advanced or competition categories will tend to recover from most incidents on their own (without pilot intervention).
Given that equipment failure of properly certified paragliding equipment can be considered a non-issue, it is accurate to say that paragliding can be a very safe sport. The individual pilot is the ultimate indicator of his or her personal safety level.
In general:
The safe pilot will not fly at sites that pose an unreasonable challenge to his/her flying skills.
The safe pilot will not be influenced by the possibly negative examples set by others.
The safe pilot will only fly on days in which the weather is conducive to safe flight. Turbulence in all its forms is enemy #1 for a flying paraglider wing. Because paragliders have no solid support, their shape (and ability to fly) can be ruined by an errant down daft or the like. Therefore, turbulence or conditions conducive to turbulence generation is a primary factor in determining whether the weather is safe.
The following weather is to be avoided:
-Excessive wind speed or gustiness. 15mph wind is fairly windy for a paraglider, and most pilots wont take off in much more wind than that. High winds will also increase the effect of mechanical turbulence. Gusty conditions will make takeoffs and landings more dangerous and will make collapses more likely while in flight.
-A wind direction that will not allow a take-off (or landing) into the wind, or at least generally so. Tail-wind takeoffs are to be avoided at all cost. Assurance that an [apparent] headwind is not actually a 'rotor' is also critical (rotors comprise a form of mechanical turbulence.
-Excessively high atmospheric instability, indicated in part by overdeveloped cumulus clouds, or in worse situations by cumulo-nimbus cloud formation. Such conditions will contribute to turbulence. If cumulo-nimbus (thunderstorm) clouds are anywhere in sight, the effect of severe atmospheric instability may exist where you are.
-Rain or snow. Because a paraglider wing is made form fabric, it has the ability to absorb moisture. Moreover, the weight (or lack thereof) of a paraglider wing is critical to its performance. Flying into rain or snow will weigh the wing down and terminate a flight quickly. A wet wing is also less controllable and less stable (more prone to collapse). Flying a wet paraglider may even cause irreversible stretching or shrinking which will render even a new wing useless.
General safety precautions include pre-flight checks, helmets, harnesses with back protection (foam or air-bag), reserve parachutes, and careful pre-launch observation of other pilots in the air to evaluate conditions.
For pilots who want to stretch themselves into more challenging conditions, advanced ‘SIV’ (''simulation d’incidents de vol'', or simulation of flying incidents) courses are available to teach pilots how to cope with hazardous situations which can arise in flight. Through instruction over radio (above a lake), pilots deliberately induce major collapses, stalls, spins, etc, in order to learn procedures for recovering from them. (As mentioned above, modern recreational wings will recover from minor collapses without intervention).
While fatalities and freak accidents do occur, most properly-trained, responsible pilots risk only minor injuries – particularly twisted ankles – and an occasional pounding heart.
Most popular paragliding regions have a number of schools, generally registered with and/or organized by national associations. Certification systems vary widely between countries, though around 10 days instruction to basic certification is standard.
There are several key components to a paragliding pilot certification instruction program. Initial training for beginning pilots usually begins with some amount of ground school to discuss the basics, including elementary theories of flight as well as basic structure and operation of the paraglider.
Students then learn how to control the glider on the ground, practicing take-offs and controlling the wing 'overhead'. Low, gentle hills are next where students get their first short flights, flying at very low altitudes, to get used to the handling of the wing over varied terrain. Special winches can be used to tow the glider to low altitude in areas that have no hills readily available.
As their skills progress, students move on to steeper/higher hills (or higher winch tows), making longer flights, and learning to turn the glider, control the glider's speed, then moving on to 360° turns, spot landings, ‘big ears’ (used to increase the rate of descent for the paraglider), and other more advanced techniques. Training instructions are often provided to the student via radio, particularly during the first flights.
A third key component to a complete paragliding instructional program provides substantial background in the key areas of meteorology, aviation law, and general flight area etiquette.
To give prospective pilots a chance to determine if they would like to proceed with a full pilot training program, most schools offer tandem flights, in which an experienced instructor pilots the paraglider with the prospective pilot as a passenger.
Most recognised courses lead to a national licence and an internationally recognised International Pilot Proficiency Information/Identification card. The IPPI specifies five stages of paragliding proficiency, from the entry level ParaPro 1 to the most advance stage 5.
The current (as of December 2006) world distance record of 426 km was set by two Slovenian brothers, Aljaz and Urban ValiÄ, at De Aar, South Africa, on the 7th of December 2006. The Slovenian born ValiÄ brothers travelled to South Africa in the middle of November 2006 with the specific goal to achieve a world record in terms of a declared goal. Despite tough and very strong conditions, and after spending 6 and half hours in the air, both brothers made the declared goal, and had enough height and time to continue to fly further, eventually landing within 300 meters of each other, setting a new world distance record of 426km. The two brothers flew at over 5200 meters above sea level.
The previous world distance record (and still the official world record by FAI rules) of 423 km was set by Will Gadd, Canada, on the 21st of June 2002. He tow-launched near Zapata, Texas, USA, and landed near Ozona, Texas just under 11 hours later. There is a story about the flight here.
The official world record for gain of height is held by Robbie Whittall, England, who gained 4526 m on January 6, 1993 in Brandvlei, South Africa.
Other records can be seen on the FAI site
In 1954, the prescient Walter Neumark foresaw (in an article in ''Flight'' magazine) a time when a glider pilot would be “able to launch himself by running over the edge of a cliff or down a slope … whether on a rock-climbing holiday in Skye or ski-ing in the Alpsâ€.
In 1961, the French engineer Pierre Lemoigne produced improved parachute designs which led to the Para-Commander (‘PC’), which had cut-outs at the rear and sides which enabled it to be towed into the air and steered – leading to parasailing/parascending.
Sometimes credited with the greatest development in parachutes since Leonardo da Vinci, the American Domina Jalbert invented in 1964 the Parafoil which had sectioned cells in an aerofoil shape; an open leading edge and a closed trailing edge, inflated by passage through the air – the ''ram-air'' design.[1]
Meanwhile, David Barish was developing the 'Sail Wing' for recovery of NASA space capsules – “slope soaring was a way of testing out … the Sail Wingâ€. After tests on Hunter Mountain, New York in September 1965, he went on to promote ‘slope soaring’ as a summer activity for ski resorts (apparently without great success). NASA originated the term ‘paraglider’ in the early 1960’s, and ‘paragliding’ was first used in the early 1970’s to describe foot-launching of gliding parachutes.
Author Walter Neumark wrote ''Operating Procedures for Ascending Parachutes'', and he and a group of enthusiasts with a passion for tow-launching ‘PCs’ and ram-air parachutes eventually broke away from the British Parachute Association to form the British Association of Parascending Clubs (BAPC) in 1973.
These threads were pulled together in June 1978 by three friends Jean-Claude Bétemps, André Bohn and Gérard Bosson from Haute-Savoie, France. After inspiration from an article on ‘slope soaring’ in the ''Parachute Manual'' magazine by parachutist & publisher Dan Poynter, they calculated that on a suitable slope, a ‘square’ ram-air parachute could be inflated by running down the slope; Bétemps launched from Pointe du Pertuiset, Mieussy, and flew 100 m. Bohn followed him and glided down to the football pitch in the valley 1000 metres below. ‘Parapente’ (pente being French for slope) was born.
Through the 1980’s and since, it has been a story of constantly improving equipment and ever greater numbers of paragliding pilots. The first World Championship was held in Kössen, Austria in 1989.
Numbers of actively flying pilots can only be a rough estimate, but France is believed to have the largest number, at around 25,000. Next most active flying countries are Germany, Austria, Switzerland, Japan, and Korea, at around 10,000 – 20,000, followed by Italy, the UK, and Spain with around 5,000 – 10,000. The USA has around 4,500. (All as of 2004).
== Comparison with Hang gliders ==
Paragliding and hang gliding are closely related sports: foot-launched gliders with flexible wings, with options for tow launching and for powered flight and there is sometimes confusion about the differences. Beyond sport definitions and sporting association class definitions, there is a perspective that simply treats paragliders as a proper subset of hang gliders (as an over class of aircraft apart from the influence of sporting classes).
The main differences between the 'two proper subsets' of generalized hang gliders are:
★ Powered paragliding
★ Hang gliding
★ Foot-launched Powered Hang Glider
★ Gliding
''Info & News''
★ TheFlyingEye.com Paragliding magazine
★ Nirvana India Paragliding News from India
★ Mac Para Australia Paragliding News from Australia
★ sky.gr Everything about paragliding in Greece. Schools, Sites, News
''Discussions''
★ ParaglidingForum.com Largest Paragliding Forum
★ Paragliding India Paragliding India Forum
''Sites''
★ paraglidingearth.com Site guide
★ paragliding365.com Site guide in German language
''Gliders''
★ P@r@2000 Paragliding world - Gérard Florit
★ Paraglider Performance Comparison Jérôme Daoust
''Safety''
★ Paragliding Safety Articles USHPA
★ Tips for Paraglider Pilots Jérôme Daoust
★ Paraglider survives being sucked into storm, ABC News Online
★ Entrenúvols school Safety courses in Àger.
''Competition''
★ Paragliding World Cup
''History''
★ Paragliding's "Believe it or not !" Jérôme Daoust
★ Historical Review ParachuteHistory.com
★ Para-Commander ParachuteHistory.com
★ Domina Jalbert WindMuller Aerology Lab
★ David Barish, The Forgotten Father of Paragliding FlyAboveAll
''Online Videos''
★ Acro Paragliding Videos JustAcro
★ Paragliding Videos InAir
★ Paragliding Videos MyFlight Videos
★ Paragliding and Powered Paragliding Videos Marks Paragliding Pages
★ "Tree landing" an example of a paraglider helmet-cam video
★ Paragliderpilot.co.uk Videos and photos.
★ bkanal.ch: Vertigo Video Extreme Acro Videos from the Red Bull Vertigo, Montreux 2006
★ Acromania A site for acro-pilots. Instruction video's on tricks and some nice travelvid's
''Photos''
★ Paragliding Photos Sport Paragliding
''Humour''
★ Pie in the Sky Monthly Paragliding & Hang Gliding Satire
★ Mort Mort Cartoons
★ ParaLingo Paragliding Terminology
''Paragliding Extrem''
★ Swiss Paragliding Pilots Course with Yomps [2]
★ Extrempilot Andi Siebenhofer English and German
★ enelviento.com - Everything about free flight in México
★ Paragliding courses (from beginners to SIV) in Àger (Catalonia)
★ Tandem Paragliding in Cape Town South Africa
★ Club Parapente Chile Paragliding Association of Chile
★ Paragliding FAQs WikiFAQ
''International and National Associations''
★ FAI International air sports federation
★ DHV German Paragliding and Delta flying association
★ FFVL French Federation of Free Flight
★ HPAC Hang Gliding and Paragliding Association of Canada
★ USHPA United States Hang gliding and Paragliding Association
★ BHPA British Hang Gliding and Paragliding Association
★ SHPF The Scottish Hang-gliding and Paragliding Federation
★ HGFA Hang Gliding Federation of Australia
★ FPVL Portuguese Free Flight Federation
★ EAP Hellenic Paragliding Committee
★ 2005 World Championship
★ Paragliding World Cup
★ Red Bull Vertigo Aerobatics World Cup
★ Paragliding in Argentina
★ KNVvL Dutch Paragliding Association
★ Holywind.net website Paragliding in Israel
''Other''
★ Britain's Top Woman Paraglider Attacked by Wedge-tailed Eagles in Mid-Flight
★ Champion paraglider survives storm that lifted her 32,000ft
★ Aerial magazine for leisure (french touch)
'Paragliding' (known in Greece, France, Spain and Portugal as ''parapente'' - ''παÏαπÎντε'' or ''αλεξίπτωτο πλαγιάς'' in Greek) is a recreational and competitive flying sport. A paraglider is a free-flying, foot-launched aircraft. The pilot sits in a harness suspended below a fabric wing, whose shape is formed by the pressure of air entering vents in the front of the wing.
Paraglider take-off in Brazil
Practicing on a beach in Seattle, USA. In this shot the web of lines is clearly visible.
Equipment
Land-based practice: Catching a wind.
Parafoil fully up in land-based practice.
Paragliding in Swiss mountains
The paraglider wing (or ‘canopy’) is known in aeronautical engineering as a ram-air airfoil, or parafoil. Such wings are comprised of two layers of fabric which are connected to internal supporting material in such a way as to form a row of cells. By leaving most of the cells open at the leading edge only, incoming air (ram-air pressure) keeps the wing 'inflated', thus maintaining its shape. When inflated, the wing's cross-section describes the typical 'teardrop' aerofoil shape.
The pilot is supported underneath the wing via a network of cascading lines. The lines culminate into two sets as 'risers' (left and right). The risers in turn provide the attachment point between the wing's lines and the pilot's harness, where they connect to two carabiners. The risers collect the lines in rows from front to back in either 3 or 4 rows.
The pilot is loosely and comfortably buckled into a harness which is able to support him/her in both the standing and sitting positions. Modern harnesses are designed to be extremely comfortable in the sitting position and may be considered as comfortable as a lounge chair. Many harnesses even have an adjustable 'lumbar support'.
A reserve parachute is also typically connected to a paragliding harness.
Paraglider wings typically have an area of 25–35 m² with a span of 8–12 m, and weigh 3–7 kg. Combined weight of wing, harness, reserve, instruments, helmet etc is around 12–18 kg.
The Glide ratio of paragliders range from 6:1 for recreational wings to about 10:1 for modern competition models. For comparison, a typical skydiving parachute will achieve about 3:1 glide. A hang glider will achieve about 15:1 glide. An idling (gliding) Cessna 152 will achieve 9:1. Some sailplanes can achieve a glide ratio of up to 60:1.
Speed range of a paraglider is typically 20–65 km/h (stall speed – max speed): though the range for safe flying is much smaller.
Modern paraglider wings are made of high-performance non-porous fabrics such as Porcher Sport & Gelvenor, with Dyneema/Spectra or Kevlar/Aramid lines.
For storage and carrying, the wing is folded into the harness seat, and the whole stored in a backpack (which is normally stowed in the harness in flight). Recent developments in light-weight harness design include the ability to turn the harness inside out such that it becomes the backpack removing the need for a second storage system.
Tandem paragliders, designed to carry the pilot and one passenger, are larger but otherwise similar. They usually have higher trim speeds (fly faster), are more resistant to collapses and have a slightly higher sink rate compared to solo paragliders.
Parachutes including skydiving canopies are generally used for descending purposes (i.e. jumping out of an aircraft or for dropping cargo) while paragliders are generally used for ascending. Paragliders are categorized as "ascending" parachutes by canopy manufacturers worldwide and involve "free flying" (without a tether). However Paragliders can sometimes be tethered for a short period during towing to become airborne.
Control
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, flare (during landing), and steer.
In addition to manipulating the breaks, a paraglider pilot must also lean in order to steer properly.
A kind of foot control called the 'speed bar' or 'accelerator' attaches to the paragliding harness and connects to the leading edge of the paraglider wing, usually though a system of at least two pulleys. 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 rate of descent.
★ 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.
★ In a 'B-line stall', the second set of risers from the front are gently pulled down to decrease the wings ability to create lift, thus increasing rate of descent.
Flying
Paragliding in Solang Valley, India.
In unpowered flight, rising air is needed to keep a glider aloft. This rising air can come from two sources:
★ when the sun heats features on the ground, columns of rising air known as thermals are generated
★ when wind encounters a ridge in the landscape, the air is forced upwards, providing ridge lift.
In mountainous environments, flying is mostly based around thermals, which can be used to stay aloft before heading for a landing field below the launch site. In hill environments, ridge lift is used for ridge soaring, and landing can be done either back at the launch site, or at a landing field at the bottom of the ridge. In either case, more experienced pilots can use thermals to go ‘cross country’.
Ridge soaring
In ridge soaring, pilots fly along the length of a ridge feature in the landscape, relying on the lift provided by the air which is forced up as it passes over the ridge.
Ridge soaring is highly dependent on a steady wind within a defined range (the suitable range depends on the performance of the wing and the skill of the pilot). Too little wind, and insufficient lift is available to stay airborne (pilots end up ‘scratching’ along the slope). With more wind, gliders can fly well above and forward of the ridge, but too much wind, and there is a risk of being ‘blown back’ over the ridge.
When ridge soaring, it is usually possible to either ‘top land’ or ‘slope land’ close to the launch site, which saves time returning from a landing site back to the launch site.
Thermal flying
When the sun warms the ground, it will warm some features more than others (such as rock-faces or large buildings), and these set off thermals which rise through the air. Sometimes these may be a simple rising column of air; more often, they are blown sideways in the wind, and will break off from the source, with a new thermal forming later.
Once a pilot finds a thermal, he or she begins to fly in a circle, trying to center the circle on the strongest part of the thermal (the "core"), where the air is rising the fastest. Most pilots use a ‘vario’ (vario-altimeter), which indicates climb rate with beeps and/or a visual display, to help ‘core-in’ on a thermal.
Coring: The technique to "core" a thermal is simple: turn tighter as lift decreases, and turn less as lift increases. This ensures you are always flying around the core.
Often there is strong sink surrounding thermals, and there is often also strong turbulence resulting in wing collapses as a pilot tries to enter a strong thermal. Once inside a thermal, shear forces reduce somewhat and the lift tends to become smoother.
Good thermal flying is a skill which takes time to learn, but a good pilot can often "core" a thermal all the way to cloud base.
Cross-country flying
Paragliders in the air at Torrey Pines Gliderport
Once the skills of using thermals to gain altitude have been mastered, pilots can glide from one thermal to the next to go ‘cross-country’ (‘XC’). Having gained altitude in a thermal, a pilot glides down to the next available thermal. Potential thermals can be identified by land features which typically generate thermals, or by cumulus clouds which mark the top of a rising column of warm, humid air as it reaches the dew point and condenses to form a cloud. In many flying areas, cross-country pilots also need an intimate familiarity with air law, flying regulations, aviation maps indicating restricted airspace, etc.
Launching / landing
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Paraglider towed launch, Mirosławice, Poland.
As with all aircraft, launching and landing are done into wind (though in mountain flying, it is possible to launch in nil wind and glide out to the first thermal).
In low winds, the wing is inflated with a ‘forward launch’, where the pilot runs forward so that the air pressure generated by the forward movement inflates the wing.
In higher winds, particularly ridge soaring, a ‘reverse launch’ is used, with the pilot facing the wing to bring it up into a flying position, then turning under the wing to complete the launch.
Reverse launches have a number of advantages over a forward launch. It is more straight forward to inspect the wing and check 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). These launches are normally attempted with a reasonable wind speed making the ground speed required to pressurise the wing much lower - the pilot is initially launching while walking backwards as opposed to running forward.
In flatter countryside, pilots can also be launched with a tow. Once at full height, the pilot pulls a release cord and the towline falls away. This requires separate training, as flying on a winch has quite different characteristics from free flying. In many countries only towing from a stationary winch is permitted: ‘static’ towing, with a fixed length towline attached to a car, is far more dangerous.
Landing involves lining up for an approach into wind, and just before touching down, ‘flaring’ the wing to minimise forward speed. The angle of approach to the landing zone will depend on wind speed. Landing will typically be at a gentle forward run.
Control of the glider
Speedbar mechanism.
The pilot holds controls in each hand which pull down the trailing edge of the wing. Pulling down the trailing edge increases the angle of attack of the wing from its ‘trim’ (hands-off) position, which slows it down and increases the lift generated (like flaps on an aircraft wing). Turning is achieved by a combination of pulling down the control on one side and ‘weight shift’ within the harness. Faster than ‘trim’ speed can be achieved by pushing out a ‘speedbar’ with the feet, which pulls down the leading edge to reduce the angle of attack.
On occasions when it is necessary to lose height more rapidly, the tips of the wing can be ‘folded in’, in what is known as ‘big ears’. This reduces the flying area of the wing, and increases the amount of drag, causing the glider to descend at a greater rate than in normal flight.
In more extreme conditions, other manoeuvres such as ‘b-line stalls’ and spiral dives can be used, but most pilots avoid getting themselves into situations where these are required.
In-flight Wing Deflation (Collapse)
In turbulent air, since the shape of the wing (airfoil) is formed by the moving air entering and inflating the wing, part or all of the wing (airfoil) can deflate (collapse). On modern recreational wings, such deflation will normally recover themselves without pilot intervention. For the rare case where 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. Thankfully, most pilots never have cause to ‘throw’ their reserve. In case the wing deflation happens near ground, i.e. shortly after takeoff or just before landing, the wing (paraglider) may not recover (airfoil shape) even with pilot intervention and there may not be enough time for successful rescue parachute deployment. Those cases can result in serious bodily injury or death. 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.
Sports/competitive flying
Some pilots like to stretch themselves beyond recreational flying. For such pilots, there are multiple disciplines available:
★ Cross-country leagues – annual leagues of the greatest distance ‘XC’ flying
★ "Comps" – competitive flying based around completing a number of tasks such as flying around set waypoints
★ Accuracy – spot landing competitions where pilots land on targets the size of jam-jar lids
★ "Acro" – aero-acrobatic manoeuvres and stunt flying; heart stopping tricks such as helicopters, wing-overs, synchro spirals, infinity tumbles, and so on.
★ National/international records – despite continually improving gliders, these become ever more difficult to achieve; aside from longest distance and highest altitude, examples include distance to declared goal, distance over triangular course, speed over 100 km triangular course, etc.
Competitive flying is done on high performance wings which demand far more skill to fly than their recreational counterparts, but which are far more responsive and offer greater feedback to the pilot, as well as flying faster with better glide ratios.
See also: World Air Games
Instruments
Most pilots use varios and radios when flying; some more advanced pilots also use GPS units.
Variometer
Vario-altimeter
Birds are highly sensitive to atmospheric pressure, and can tell when they are in rising or sinking air. People can sense the acceleration when they first hit a thermal, but cannot detect the difference between constant rising air and constant sinking air, so turn to technology to help.
A variometer indicates climb-rate (or sink-rate) with audio signals (beeps which increase in pitch and tempo as you accelerate upwards and a droning sound which gets deeper as your descent rate increases) and/or a visual display. It also shows altitude: either above takeoff, above sea level, or (at higher altitudes) "flight level".
The main purpose of a variometer is in helping a pilot find and stay in the "core" of a thermal to maximise height gain, and conversely indicating when he or she is in sinking air, and needs to find rising air.
2m-band radio
Radio
Pilots use radio for training purposes, for communicating with other pilots in the air, particularly when travelling together on cross-country flights, and for reporting the location of landing.
Radios used are PTT (push-to-talk) transceivers, normally operating in or around the FM VHF 2-metre band (144–148 MHz) (Note that transmitting in the 144-148 MHz band requires a ham radio licence in some countries.) Usually a microphone is incorporated in the helmet, and the PTT switch is either fixed to the outside of the helmet, or strapped to a finger.
GPS
GPS (global positioning system) is a necessary accessory when flying competitions, where it has to be demonstrated that way-points have been correctly passed.
It can also be interesting to view a GPS track of a flight when back on the ground, to analyze flying technique. Computer software is available which allows various different analyses of GPS tracks (e.g. CompeGPS, See You).
Other uses include being able to determine drift due to the prevailing wind when flying at altitude, providing position information to allow restricted airspace to be avoided, and identifying one’s location for retrieval teams after landing-out in unfamiliar territory.
More recently, the use of GPS data, linked to a computer, has enabled pilots to share 3D tracks of their flights on Google Earth. This fascinating insight allows comparisons between competing pilots to be made in a detailed 'post-flight' analysis.
Safety
Paragliding is perhaps often viewed as a higher-risk sport than it actually is. Nonetheless, there is great potential for injury for the reckless or ill-prepared.
The safety of the sport is directly proportional to the skill and sense of the pilot. It's important to note that almost all paragliding accidents are the result of pilot error. Paragliding equipment is very well built and, if properly cared for, will never fail. As an example, the average paraglider has around 30 lines connected to the risers, yet each one is strong enough to support the full weight of a pilot individually. Aerodynamically, newer paragliders not within advanced or competition categories will tend to recover from most incidents on their own (without pilot intervention).
Given that equipment failure of properly certified paragliding equipment can be considered a non-issue, it is accurate to say that paragliding can be a very safe sport. The individual pilot is the ultimate indicator of his or her personal safety level.
In general:
The safe pilot will not fly at sites that pose an unreasonable challenge to his/her flying skills.
The safe pilot will not be influenced by the possibly negative examples set by others.
The safe pilot will only fly on days in which the weather is conducive to safe flight. Turbulence in all its forms is enemy #1 for a flying paraglider wing. Because paragliders have no solid support, their shape (and ability to fly) can be ruined by an errant down daft or the like. Therefore, turbulence or conditions conducive to turbulence generation is a primary factor in determining whether the weather is safe.
The following weather is to be avoided:
-Excessive wind speed or gustiness. 15mph wind is fairly windy for a paraglider, and most pilots wont take off in much more wind than that. High winds will also increase the effect of mechanical turbulence. Gusty conditions will make takeoffs and landings more dangerous and will make collapses more likely while in flight.
-A wind direction that will not allow a take-off (or landing) into the wind, or at least generally so. Tail-wind takeoffs are to be avoided at all cost. Assurance that an [apparent] headwind is not actually a 'rotor' is also critical (rotors comprise a form of mechanical turbulence.
-Excessively high atmospheric instability, indicated in part by overdeveloped cumulus clouds, or in worse situations by cumulo-nimbus cloud formation. Such conditions will contribute to turbulence. If cumulo-nimbus (thunderstorm) clouds are anywhere in sight, the effect of severe atmospheric instability may exist where you are.
-Rain or snow. Because a paraglider wing is made form fabric, it has the ability to absorb moisture. Moreover, the weight (or lack thereof) of a paraglider wing is critical to its performance. Flying into rain or snow will weigh the wing down and terminate a flight quickly. A wet wing is also less controllable and less stable (more prone to collapse). Flying a wet paraglider may even cause irreversible stretching or shrinking which will render even a new wing useless.
General safety precautions include pre-flight checks, helmets, harnesses with back protection (foam or air-bag), reserve parachutes, and careful pre-launch observation of other pilots in the air to evaluate conditions.
For pilots who want to stretch themselves into more challenging conditions, advanced ‘SIV’ (''simulation d’incidents de vol'', or simulation of flying incidents) courses are available to teach pilots how to cope with hazardous situations which can arise in flight. Through instruction over radio (above a lake), pilots deliberately induce major collapses, stalls, spins, etc, in order to learn procedures for recovering from them. (As mentioned above, modern recreational wings will recover from minor collapses without intervention).
While fatalities and freak accidents do occur, most properly-trained, responsible pilots risk only minor injuries – particularly twisted ankles – and an occasional pounding heart.
Learning to fly
Most popular paragliding regions have a number of schools, generally registered with and/or organized by national associations. Certification systems vary widely between countries, though around 10 days instruction to basic certification is standard.
Flying above Stubaital, Austria
There are several key components to a paragliding pilot certification instruction program. Initial training for beginning pilots usually begins with some amount of ground school to discuss the basics, including elementary theories of flight as well as basic structure and operation of the paraglider.
Students then learn how to control the glider on the ground, practicing take-offs and controlling the wing 'overhead'. Low, gentle hills are next where students get their first short flights, flying at very low altitudes, to get used to the handling of the wing over varied terrain. Special winches can be used to tow the glider to low altitude in areas that have no hills readily available.
As their skills progress, students move on to steeper/higher hills (or higher winch tows), making longer flights, and learning to turn the glider, control the glider's speed, then moving on to 360° turns, spot landings, ‘big ears’ (used to increase the rate of descent for the paraglider), and other more advanced techniques. Training instructions are often provided to the student via radio, particularly during the first flights.
A third key component to a complete paragliding instructional program provides substantial background in the key areas of meteorology, aviation law, and general flight area etiquette.
To give prospective pilots a chance to determine if they would like to proceed with a full pilot training program, most schools offer tandem flights, in which an experienced instructor pilots the paraglider with the prospective pilot as a passenger.
Most recognised courses lead to a national licence and an internationally recognised International Pilot Proficiency Information/Identification card. The IPPI specifies five stages of paragliding proficiency, from the entry level ParaPro 1 to the most advance stage 5.
World records
The current (as of December 2006) world distance record of 426 km was set by two Slovenian brothers, Aljaz and Urban ValiÄ, at De Aar, South Africa, on the 7th of December 2006. The Slovenian born ValiÄ brothers travelled to South Africa in the middle of November 2006 with the specific goal to achieve a world record in terms of a declared goal. Despite tough and very strong conditions, and after spending 6 and half hours in the air, both brothers made the declared goal, and had enough height and time to continue to fly further, eventually landing within 300 meters of each other, setting a new world distance record of 426km. The two brothers flew at over 5200 meters above sea level.
The previous world distance record (and still the official world record by FAI rules) of 423 km was set by Will Gadd, Canada, on the 21st of June 2002. He tow-launched near Zapata, Texas, USA, and landed near Ozona, Texas just under 11 hours later. There is a story about the flight here.
The official world record for gain of height is held by Robbie Whittall, England, who gained 4526 m on January 6, 1993 in Brandvlei, South Africa.
Other records can be seen on the FAI site
History
In 1954, the prescient Walter Neumark foresaw (in an article in ''Flight'' magazine) a time when a glider pilot would be “able to launch himself by running over the edge of a cliff or down a slope … whether on a rock-climbing holiday in Skye or ski-ing in the Alpsâ€.
In 1961, the French engineer Pierre Lemoigne produced improved parachute designs which led to the Para-Commander (‘PC’), which had cut-outs at the rear and sides which enabled it to be towed into the air and steered – leading to parasailing/parascending.
Sometimes credited with the greatest development in parachutes since Leonardo da Vinci, the American Domina Jalbert invented in 1964 the Parafoil which had sectioned cells in an aerofoil shape; an open leading edge and a closed trailing edge, inflated by passage through the air – the ''ram-air'' design.[1]
Meanwhile, David Barish was developing the 'Sail Wing' for recovery of NASA space capsules – “slope soaring was a way of testing out … the Sail Wingâ€. After tests on Hunter Mountain, New York in September 1965, he went on to promote ‘slope soaring’ as a summer activity for ski resorts (apparently without great success). NASA originated the term ‘paraglider’ in the early 1960’s, and ‘paragliding’ was first used in the early 1970’s to describe foot-launching of gliding parachutes.
Author Walter Neumark wrote ''Operating Procedures for Ascending Parachutes'', and he and a group of enthusiasts with a passion for tow-launching ‘PCs’ and ram-air parachutes eventually broke away from the British Parachute Association to form the British Association of Parascending Clubs (BAPC) in 1973.
These threads were pulled together in June 1978 by three friends Jean-Claude Bétemps, André Bohn and Gérard Bosson from Haute-Savoie, France. After inspiration from an article on ‘slope soaring’ in the ''Parachute Manual'' magazine by parachutist & publisher Dan Poynter, they calculated that on a suitable slope, a ‘square’ ram-air parachute could be inflated by running down the slope; Bétemps launched from Pointe du Pertuiset, Mieussy, and flew 100 m. Bohn followed him and glided down to the football pitch in the valley 1000 metres below. ‘Parapente’ (pente being French for slope) was born.
Through the 1980’s and since, it has been a story of constantly improving equipment and ever greater numbers of paragliding pilots. The first World Championship was held in Kössen, Austria in 1989.
Pilot numbers
Numbers of actively flying pilots can only be a rough estimate, but France is believed to have the largest number, at around 25,000. Next most active flying countries are Germany, Austria, Switzerland, Japan, and Korea, at around 10,000 – 20,000, followed by Italy, the UK, and Spain with around 5,000 – 10,000. The USA has around 4,500. (All as of 2004).
== Comparison with Hang gliders ==
Paragliding and hang gliding are closely related sports: foot-launched gliders with flexible wings, with options for tow launching and for powered flight and there is sometimes confusion about the differences. Beyond sport definitions and sporting association class definitions, there is a perspective that simply treats paragliders as a proper subset of hang gliders (as an over class of aircraft apart from the influence of sporting classes).
The main differences between the 'two proper subsets' of generalized hang gliders are:
| Paragliders | Hang gliders | |
|---|---|---|
| ''Wing structure:'' | entirely flexible, with shape maintained purely by the pressure of air flowing into the wing in flight and the tension of the lines | supported on a rigid frame which determines its shape and thus does not collapse in turbulence |
| ''Pilot position:'' | sitting ‘supine’ in a seated harness, either open or cocoon-style | usually lying ‘prone’ in a cocoon-like harness suspended from the wing. Seated, and 'supine' are also possible |
| ''Speed range (stall speed – max speed):'' | slower – hence easier to launch and fly in light winds, can get into trouble when winds pick up, poor wind penetration and no pitch control, cannot dive for speed | faster – much faster, up to 90+ mph, hence easier to launch and fly in stronger conditions with better wind penetration, and can out run bad weather, full pitch control |
| ''Glide angle:'' | poorer glide performance makes long-distances more difficult: 264 mile record | better glide performance enables longer-distance flying: 430+ mile records |
| ''Landing-out:'' | smaller space needed to land, offering more landing options from cross-country flights. Also easier to carry back to the nearest road | longer approach & landing area required, but can reach more landing areas due superior glide range |
| ''Learning:'' | quicker to get ‘into the air’ with most skills learned in the air; flying tandem with an instructor is rarely necessary during instruction | basic control skills are learned in ground school, and in flights close to the ground prior to high flights; |
| ''Convenience:'' | pack smaller (easier to transport and store); lighter (easier to carry); quicker to rig & de-rig | more awkward to transport & store; longer to rig & de-rig |
| ''Cost:'' | cheaper but less durable | more expensive but more durable |
See also
★ Powered paragliding
★ Hang gliding
★ Foot-launched Powered Hang Glider
★ Gliding
References
''Info & News''
★ TheFlyingEye.com Paragliding magazine
★ Nirvana India Paragliding News from India
★ Mac Para Australia Paragliding News from Australia
★ sky.gr Everything about paragliding in Greece. Schools, Sites, News
''Discussions''
★ ParaglidingForum.com Largest Paragliding Forum
★ Paragliding India Paragliding India Forum
''Sites''
★ paraglidingearth.com Site guide
★ paragliding365.com Site guide in German language
''Gliders''
★ P@r@2000 Paragliding world - Gérard Florit
★ Paraglider Performance Comparison Jérôme Daoust
''Safety''
★ Paragliding Safety Articles USHPA
★ Tips for Paraglider Pilots Jérôme Daoust
★ Paraglider survives being sucked into storm, ABC News Online
★ Entrenúvols school Safety courses in Àger.
''Competition''
★ Paragliding World Cup
''History''
★ Paragliding's "Believe it or not !" Jérôme Daoust
★ Historical Review ParachuteHistory.com
★ Para-Commander ParachuteHistory.com
★ Domina Jalbert WindMuller Aerology Lab
★ David Barish, The Forgotten Father of Paragliding FlyAboveAll
''Online Videos''
★ Acro Paragliding Videos JustAcro
★ Paragliding Videos InAir
★ Paragliding Videos MyFlight Videos
★ Paragliding and Powered Paragliding Videos Marks Paragliding Pages
★ "Tree landing" an example of a paraglider helmet-cam video
★ Paragliderpilot.co.uk Videos and photos.
★ bkanal.ch: Vertigo Video Extreme Acro Videos from the Red Bull Vertigo, Montreux 2006
★ Acromania A site for acro-pilots. Instruction video's on tricks and some nice travelvid's
''Photos''
★ Paragliding Photos Sport Paragliding
''Humour''
★ Pie in the Sky Monthly Paragliding & Hang Gliding Satire
★ Mort Mort Cartoons
★ ParaLingo Paragliding Terminology
''Paragliding Extrem''
★ Swiss Paragliding Pilots Course with Yomps [2]
★ Extrempilot Andi Siebenhofer English and German
External links
★ enelviento.com - Everything about free flight in México
★ Paragliding courses (from beginners to SIV) in Àger (Catalonia)
★ Tandem Paragliding in Cape Town South Africa
★ Club Parapente Chile Paragliding Association of Chile
★ Paragliding FAQs WikiFAQ
''International and National Associations''
★ FAI International air sports federation
★ DHV German Paragliding and Delta flying association
★ FFVL French Federation of Free Flight
★ HPAC Hang Gliding and Paragliding Association of Canada
★ USHPA United States Hang gliding and Paragliding Association
★ BHPA British Hang Gliding and Paragliding Association
★ SHPF The Scottish Hang-gliding and Paragliding Federation
★ HGFA Hang Gliding Federation of Australia
★ FPVL Portuguese Free Flight Federation
★ EAP Hellenic Paragliding Committee
★ 2005 World Championship
★ Paragliding World Cup
★ Red Bull Vertigo Aerobatics World Cup
★ Paragliding in Argentina
★ KNVvL Dutch Paragliding Association
★ Holywind.net website Paragliding in Israel
''Other''
★ Britain's Top Woman Paraglider Attacked by Wedge-tailed Eagles in Mid-Flight
★ Champion paraglider survives storm that lifted her 32,000ft
★ Aerial magazine for leisure (french touch)
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