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Paragliding a pilots training manual pdf download
Included with the book is a bonus DVD with more than 80 minutes of instructional video. Previous page. Print length. Sport Kites, Inc. Publication date. See all details. Next page. Frequently bought together. Total price:. To see our price, add these items to your cart. Add both to Cart. Choose items to buy together. Get it Feb 11 - Understanding the Sky.
Customers who bought this item also bought. Page 1 of 1 Start over Page 1 of 1. Dennis Pagen. Paragliding The Beginner's Guide: The ultimate training manual for pilots worldwide.
Bastienne Wentzel. Joanna Di Grigoli. Ian Currer. Please check 'EMI options' above for more details. Sign up for free Here's how. Review Brilliant!
The book presents the technical info in a progressive and organized manner that is not geeky, boring or intimidating. Easy-to-read and understand, the book details concepts and techniques, reinforced with graphic illustrations and chapter quizzes. The highlight of the manual, though, is the accompanying DVD which uses relevant video footage to clearly demonstrate concepts from launches to advanced flying skills and paragliding safety. The DVD alone is an exceptional teaching tool, and the combination of the manual and DVD together make this a winning package.
Kent "Paragliding Pilot" This is the most complete, up to date paragliding book out there. It covers all of the basics in depth, but also has a lot of tips that will be of interest to more advanced pilots. Topics covered include kiting, launching, landing, aerodynamics, meteorology, thermals and cross country flight. In the accompanying DVD, the author, a U. Air Force test pilot, demonstrates maneuvers such as stalls, spins, and collapses as well as launching, landing and thermalling.
Altogether a great value and excellent reference for pilots of all levels. Paul Paragliding, A Pilot's Training Manual is a comprehensive, well-written manual that takes beginners through early training to advanced paragliding techniques. Mike Meier - Owner, executive manager and senior hang gliding and paragliding test pilot for Wills Wing, Inc. About the author Follow authors to get new release updates, plus improved recommendations. Mike Meier. Brief content visible, double tap to read full content.
Full content visible, double tap to read brief content. Read more Read less. Customer reviews. How are ratings calculated? Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyses reviews to verify trustworthiness. Right from theThe aerofoil is nothing less than thenext generation of the Hybrid SynergyAerofoil. The basic premise for thisdesign concept is to combine thecharacteristics of an intermediate wingaerofoil with that of an school wing —and the child of this union is a uniquenew Aerofoil with the best of bothworlds.
Combining different software allowedus to draw a wing that at least in thevirtual world was significantly better,and the real-life refinement and testingshowed that the computer modelswere right.
After At UP we are always testing newmaterials to see if our wings canbenefit from new developments in thetextile industry. The following diameters areemployed: 1. A new manufacturing process in which thelines are pre-stretched makes these linesparticularly stretch-resistant, and theyhave little or no tendency to shrink. Theirbreak-load is noticeably higher than that ofcomparable Aramide lines, and they arecompletely unsusceptible to bending-cycledamage, unlike Aramide lines. Line systemThe entire line system is formed fromindividual lines, which are sewn andlooped at both ends.
The single line levelsare connected over a special hooptechnology "handshake" to prevent aweakening of the core and a loss ofstrength. The lines and stitching aresubject to rigorous production controls, toensure high and consistent manufacturingquality. This controlline runs through a pulley attached tothe D-Riser and is marked with a blackdot at the point where it should looparound the D-ring. The brake is pre-setso that the glider is at 0 degree brakewhen the toggle is free.
The line bundles A, B, C and D arecolour coded for easy identificationand handling. All main lines of eachlevel are looped together and attachedto delta quick links, which areconnected to the risers. Thislittle detail improves the ergonomics ofthe wing and makes all the differentmanoeuvres b-line, BigEars moreaccessible to the pilots.
We use a very similar riser design for ourcompetition wings. They allow for veryhigh top speeds with low sink values andgive impressive stability at high speeds. Once activated the speed system pullssimultaneously on the A's and B's. Thismaintains the angle of incidence aroundthe leading edge and causes only minimalinfluence to the collapse resistanceproperties of the wing.
Top speed is reached when the top pulleytouches the bottom extremity of the speedsystem, down near the karabiner. We have built in an anatomical carryingsystem that allows an optimised loaddistribution for maximum comfort. The Sshaped shoulder straps allow fulladjustment and the detachable chest strapprevents the shoulder straps from slippingoff the shoulders.
The load control straps attached to theshoulder straps can be set either loose, toaid ventilation, or tight, for extra stability. A hip belt is also incorporated to assistoverall comfort. If the hip belt istightened then the shoulder straps canbe released slightly to transfer the loadaway from the shoulders. The hip beltis fitted with stabilisation straps, whichcan be tightened to help stability, orloosened for extra freedom ofmovement.
The hip belt is removablefor when packing size is critical, or thepack is being transported by air. It is important, especially when there isa long trek involved, that the backpackis adjusted for maximum comfort.
Thefollowing advice should be consideredwhen packing. Illustration 3:UP Backpack All carrying straps should be setfully loose and the pack then put on yourback.
The hip belt should be fastened andtightened to rest approximately in themiddle of the hip. Any slack should betaken out of the shoulder straps, and thechest strap should be done up. The loadcontrol straps at the shoulders and hipscan now be tightened to achieve thedesired stability. Packing tipsPacking the UP paraglider rucksackcorrectly will make it a pleasure to carry. Acouple of easy tips can help you get itright.
Failing to follow these tips willadversely affect you carrying comfort. The centre of gravity of the load should beas close to the vertical centre axis of thecarrier, while also being situated as highon the back as possible. This allows for avertical posture and minimises theleverage of the load against the naturalposture of the carrier.
It also helps byreducing the oscillations of the load whilewalking. The drawing shows the ideal loaddistribution in the UP rucksack. Loadedlike this the carrying comfort will beoptimal. Start by placing the heaviestitems close to the shoulder blades, withlighter items over and under this region.
The lightest items should be placed thefurthest from your back. Do not fasten any objects to the exterior ofthe rucksack, as these are unprotectedagainst theft and can also get caught onprotruding points when entering or exitinglifts, cars or buses. Illustration 4: Ideal load distributionin the UP rucksack The manual may also be downloaded fromthe UP website. The linelengths of each glider are individuallychecked and recorded before dispatch.
Any change to theconfiguration of the wing willinvalidate certification! The only change allowed is tothe length of the lower brakeline. This should only be done byan experienced person. But tallor short pilots, or those with a harnesswith non-standard attachment pointsmight feel it necessary to change theposition of the brake handles.
If the brakes are to be shortened, it isextremely important to avoid theadjustment affecting the glider's trimspeed. There must always be someslack in the brakes when they are fullyreleased. This can be checked with theglider inflated above the pilot's head. There should be a noticeable bow inthe brake lines, and the brakes shouldbe having no effect on the shape of thetrailing edge. If the brake lines are to be lengthened,it is important to ensure that the pilotcan still stall the canopy i.
If you do feel the need to change thebrake line lengths, do so a little cm at a time, and preferably whilst atan easy training slope.
Checkespecially that both lines are the samelength, as any asymmetry will lead totiring and possible dangerous flyingcharacteristics. If you have any questions or concernswith reference to the brake line lengthsthen seek advice from either your UPdealer or directly from UPInternational. To tie the brake line onto the brakehandle use one of the following knots:The simple fisherman's knot or theBowline as shown in illustration 5 and6.
These knots guarantee the leastamount of line weakening. Loose or incorrectbrake knots can cause seriousaccidents through loss of thesteering of the glider! Illustration 5 and 6:Fishermans- andBowmans-Knot The link between the foot stirrup and therisers consists of two cords and twobrummel hooks. The speed stirrup itself iscomposed of a foot bar and webbing withloops sewn on either end to attach thecords. These cords should be run upthrough the eyelets and pulleys on theharness to connect with the pulley systemon the front of the risers see Illustration.
This illustration refers to the UP harness,but many harnesses are similar. The length of the cords should be set sothat, at full leg extension, the pulleys onthe risers are just touching each other. Any shorter and the stirrup will be difficultto reach; longer and the top of the speedrange will be unavailable. During take off it is advisable to fix theaccelerator stirrup underneath theharness to avoid any danger of trippingover it.
Brummel hookfor combinationbetween foot bar andriserRope of speedsystemPulley rollerFoot bar with2 steps Illustration 7:Components of thefoot accelerator The lower thesuspension points the more the harnesswill respond to weight shift.
Please note that different harnesses cancause very different wing characteristics inextreme situations like increased risk oftwists with cocoon harnesses. Note that the height of the hang point alsoaffects the brake line length. Rescue systemIt is strongly recommended that you havea rescue system reserve parachute fittedat all times.
In some countries it ismandatory, so check if you plan to travel. For fitting the reserve system, follow theinstructions of the harness manufacturer. The glider hasnot been certified foraerobatics.
Doing aerobatics caninduce flying configurations wellbeyond the tested flight envelope, andcan lead to total loss of control. Aerobatics can also overload yourglider and break it in flight. It is not Ask if there wasanything that could have damaged anypart of the glider, if the pilot has found anypart that needs to be replaced or if theynoticed any strange flight behaviour.
Makesure you do the same when you lend yourglider to somebody else. A thorough pre-flight inspectionshould be performed prior to eachflight. Before every launch you should carry outthe standard 5-point checking procedure. It is a good idea to do the checks followingthe same sequence every time tominimize the risk of omitting something.
Unpack and arrange your glider in asemi-circular manner. This shapeensures that the centre cells inflatebefore the tips. When unfolding yourglider, observe the wind directionand arrange your glider so that itis pointed directly into the wind. The lines must be arranged sothat there are no tangles and theA-lines are uppermost. Once thelines are free and untangled,check to make sure that they allgo directly from the riser to theglider without going over the topof the wing.
Launching with a lineover the wing is extremelydangerous! It is also importantthat the brake lines are free andnot tangled. Next check that you have put theharness on correctly, and ensurethat both leg straps and the cheststrap are closed and adjusted.
Also check the rescue systempins and deployment handle. Right before the launch youshould check the air space alsobehind you. Once again check the winddirection before take-off. Only a gentle forwardpressure on the A risers is necessaryand the glider will inflate evenly andclimb above your head.
The glider hasno tendency to hang back behind youor to overshoot over your head. With the A risers and the brakes inyour hands, have another look at yourunfolded glider. Make sure that you are centrallypositioned in the middle of the wing,and that the wing is facing into wind. Inflate the glider with a steady run andremember to position your arms so thatthey are a continuation of the A risers.
Asthe glider comes above your head, youshould glance up to see that the entirecanopy is inflated and flying. Directional control should only beattempted when the glider is aboveyour head. Excessive braking will causethe wing to drop back.
Only after checking that the wing isproperly inflated do you apply slight brakepressure and accelerate rapidly down thehill. After a few steps you will reach flyingspeed and become airborne.
NOTE: The decision to actuallytake off or not is only reallytaken towards the end of thecontrol phase. The pilotaccellerates their start run andis airborne. Depending on theinclination of the launch paddock it maymake sense to brake a bit in this phase. If this is not possiblethen the pilot may hold both handles inone hand whilst assisting the seating withthe other.
The speed can beset with the brakes to optimiseperformance in any situation. Maximum glide speed is achieved withthe brakes released completely,whereas minimum sink speed is withapproximately cm of brakeapplied. Further braking will notimprove the sink rate, but the brakepressure increases noticeably as theglider reaches minimum speed. Flying close to thestall point is very dangerousand should be avoided.
Atspeeds below minimumsink the danger of enteringan unintentional stall or spin isincreased dramatically. Being familiar with the useof the speed system is an importantskill to have in paragliding.
The speed system should be usedwhen you are flying through sinkingair, when trying to achieve best glide ina headwind, or trying to cover theground as quickly as possible. But it isimportant to remember that the gliderwill be more susceptible to collapses athigh speeds, so the speed systemshould not be used in extremeturbulence.
If, with the speed systemapplied, a collapse occurs then itshould be released immediately. Somewarning of an imminent collapse isafforded by the tension felt in thespeed system; should the tensionsuddenly reduce then the stirrupshould be released and the gliderreturned to normal trim speed. All extremeflight situations, such as Therefore the speed systemshould not be operated near theground or in noticeableturbulence.
The brakes have been designed so thatthe first 15 to 20 centimeter of travel willcause a soft and direct turning, whereaslarger movements will give the glider anagile and nimble feel.
Using weightshift in combination with brake input willresult in flat turns with minimum heightloss and is in fact always the most efficientcontrol method. The radius of the turn isthen controlled with the brake linewhereas the bank is controlled throughweight shift. To do this, apply some brake inputon both sides, then release the outsidebrake whilst applying further brake on theinside — this will reduce turning radius to aminimum.
Whilepointing into the wind, the pilot should flythe wing fast until approximately onemeter above the ground, and then applyboth brakes completely. When landing instronger wind, less brake is required. Landing from steep turns should beavoided due to the risk of anuncontrolled pendulum reaction. There areno special techniques that need to beemployed, but consideration should begiven to the following points:Especially when you are towing atan unknown field, make sure thatyou are fully aware of any localconditions and peculiarities.
Askthe local pilots if you are at allunsure. During the launch, ensure that theglider is completely inflated andover your head before giving the'start towing' signal. If the glider isnot central over your head do notcontinue with the tow. Anycorrections attempted through thebrakes during this critical phasemay result in the canopy deflatingagain, or in the tow progressingwith a non-flying wing; if towtension is applied when the glideris not correctly positioned then a'lock out' or a stall could occur.
Try to avoid large brake inputsuntil you are reasonably high. Emphasize weight shift if anycourse correction is necessaryclose to the ground. Do not try to climb steeply duringthe first part of the tow. Goodairspeed is essential. Do not use a towline tensiongreater than 90 daN at any timeduring the tow. All persons involved with thetowing operation should besuitably qualified and All equipment usedshould, where necessary, be certified,and a tow permit should be valid forthe field being used.
On a paraglider thatmeans the connection point between therisers and the harness, preferably rightonto the lower end of the risers. When using towline release systemsincorporating distance-tubes between therisers it is important to ensure that therisers are not pulled together by thesystem use webbing loops designed forclimbing to increase the length of yourrelease system.
It is also very importantto fit a bungee to the system that will keepit from hitting you in the face in the eventof a towline failureBEWARE! If you are using a frontmountedreserve system it is veryimportant to verify theunhindered deployment beforeevery flight.
In case of doubtplease only tow using a textilerelease system. But, at the same time, ithas also led to a requirement on behalf ofthe pilot for accurate, sensitive control andan acute anticipation of possible flyingconditions. Any glider, whether beginneror competition class, may collapse inturbulent conditions and you must be ableto react accordingly. Today you have a wide choice betweendifferent gliders in the UP range. The maindifference between the gliders is in thestability that each class offers.
Beginnerwings react to turbulence less dramaticallyand are more forgiving when compared totop performance gliders, which have moresensitive, but less forgiving handling. Making the correct decision whenchoosing a new glider is most important;you should critically examine your flyingand your level of knowledge.
A safe and efficient way to get used toyour new paraglider is by practicing yourground handling skills. We suggestfinding a suitable area, like a playing field,and with light to medium wind it is quiteeasy to practice inflating the glider andfeel the reaction to brake input, b-line stall,collapses etc.
Before takeoff and whilst flying it is veryimportant to anticipate any likelyturbulence and fly accordingly. Look wellahead, and as well as looking for areasof likely lift, try and predict, and avoid,areas of sink and rough air. If you dofind yourself in turbulence then look forthe cause, and adjust your flight plan toavoid other similar places.
While flying in strong orbroken thermals, it is important thatyou concentrate on keeping the wingcentrally above your head. Do this byallowing the glider to fly faster whileentering a thermal, and by dampeningthe surge of the canopy while exitingthe thermal by braking gently.
Flying fast is useful for getting throughsink or when flying into a headwind. Getting down fastAll rapid descent manoeuvres shouldbe practiced initially in smoothconditions with plenty of altitude beforeyou need to use them 'for real'.
It isimportant to distinguish between thethree techniques, and to know themerits of each. All other manoeuvres,such as full stalls and spins,should be avoided as fastdescent techniques. Theyare not very efficient, andincorrect recovery can havedangerous consequences aswith any paraglider! Steep Spiral DiveA maximum sink rate of over 15meters per second can be achieved in When entering the spiral it is essential toinduce the turn gradually; if you apply thebrake too quickly you may enter a spin.
Ifthis happens, release the brakeimmediately and let the glider recoverbefore trying again. Keep a steady tensionon the inside brake and observe theincreased angle of bank and sink rate. Alittle brake on the outer wing will helpstabilize the glider at a high sink rate. To recover from a spiral, simply releasethe inside brake. Do this gradually toprevent an uncontrolled steep climbcaused by the excess energy built upduring the dive. Be prepared for the gliderto climb a little and to damp out thesubsequent dive.
Be warned that steepspiral dives are equal to high G loading onboth you and your glider! Spiral dives withhigh sink rates expose thepilot and material to veryhigh centrifugal forces —incidents caused by pilotsfalling unconscious during spiraldives are not unheard of. Approach thismanoeuvre with caution.
B-Line StallsTo induce a B-line stall, start from normal,un-accelerated flight. Reach up and takehold of both B risers, still with your handsin the brake loops, and pull downsimultaneously by approximately 15centimetre.
The first few centimetres oftravel will be quite hard, but as theglider settles into the stall so the effortbecomes less. The glider will drop back a little as itstalls, and then centralize over yourhead.
With 15 centimetre or so of pulla sink rate of up to 9 meters persecond can be achieved. With less pullyou will get a decrease in sink rate. The B-risers should not be pulledbeyond this point, as it may result inthe canopy entering an unstable phaseor going into a frontal rosette. Shouldyou inadvertently have pulled too fardown on the B-risers, simply releasethem a little again until the wing isagain stable above you, showing thecharacteristic deep crease along theB-level and being fully stretched outspanwise.
To recover from a B-line stall, therisers should be released abruptly andsimultaneously. Doing so will allow thewing to re-inflate completely andresume normal flight. In this phase the pilot shouldNOT engage the brakes! Releasing theB-stall too slowly, orasymmetrically, canlead to dangeroussituations.
Always practisemanoeuvres underprofessional guidance and over water! Big EarsTo pull the ears in, reach up and gethold of the outermost A line on bothfront risers and pull them down,simultaneously, by about 20 to 30cm Keep these twolines in your hands, to prevent the wing reinflating.
This reduces the angle ofincidence and improves the safety of themanoeuvre. We suggest keeping the brake toggles inyour hands while inducing Big Ears. Theglider will remain fully steer-able throughweight shifting during the manoeuvre. Thesink rates will be around 3 to 5 metres perSecond, depending on the number ofcentre cells still open and on the amountof speed bar employed straight ahead.
Toend the BigEars configuration, simplyrelease the A risers and disengage thespeed system, and the wing will return tolevel flight. Notethat we advice against performing extrememanoeuvres while flying in the BigEarsconfiguration. However as withall paragliders extreme turbulence orpiloting error may induce unwantedbehaviour from the canopy.
To ensure thatyou are able to handle these situationscorrectly we strongly recommend that youattend a safety-training SIV clinic, whereyou can learn to master your wing outsidethe normal flying envelope underprofessional guidance. Safety training manoeuvres should onlybe practiced in calm air with sufficientaltitude, and under the instruction ofqualified instructors.
We would like to usethis occasion to once again remind you tonever fly without a reserve parachute! The manoeuvres and possible flightconfigurations described in the followingmay occur following a conscious effort onthe part of the pilot, through turbulence orthrough pilot input error.
Any pilot flying inturbulent air or making piloting mistakesmay end up experiencing these flightconfigurations and therefore findthemselves in danger, particularly if theyare not adequately trained to master them.
Mistakes during theexecution of the followingmanoeuvres may seriouslycompromise the safety ofpilot. Wingtip collapses can almost always beprevented through active flying.
Once an asymmetric collapse hasoccurred the pilot aims to maintainflying direction through weightshift andcareful application of brake input onthe open side. If the open side is braked too much itmay stall, and the wing will enter aspin — this is the classical recipe forcascading events see the Spinchapter. In rare instances a wingtip may catchin the lines during asymmetriccollapses see Cravattes here below. But under extraordinarycircumstances any paraglider maycravatte, and if this happens the pilotshould know how to deal with thesituation.
The first step is to STOP any rotation,or, if this is not possible, to slow downthe rotation as much as possible — acravatted wing that is left to its owndevices may very quickly enter into aspiral dive of such vehemence that thepilot cannot stop the rotation any more. Once the rotation is under control thepilot attempts to free the cravatte bypulling on the purple stabilo line, If neither of these approaches work thenthe experts may decide to try either a fullstall or a brief spin on the cravatted side —please note that these measures shouldONLY be practised during an SIV trainingover water.
Should the pilot beunable to control the rotation itis normally best to deploythe reserve parachuteimmediately. Uncontrolled andcravatted spiral dives are amongthe most dangerous canopy configurationsin paraglidingFull frontal collapseA negative angle of attack occurringthrough turbulence or from simultaneouslypulling down both A-risers results in a fullfrontal collapse of the leading edge of thecanopy.
The stallsWhen a paraglider flies through the air alaminar and a turbulent airflow formsaround the surface of the wing. When thelaminar airflow along the top surface isinterrupted, dangerous flightconfigurations follow — we say that thewing stalls. This is most often theconsequence of attempting to fly with toohigh angle of attack. In more detail we differ between threedifferent forms of stall.
Spin and fullstall are both dangerousand somewhatunpredictablemanoeuvres. Do not stallor spin your paraglider onpurpose.
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