Thermal flying parachute.

When the sun warms the ground will warms. It will warm some features such as rock face or large buildings and these set off thermals which rise through the air. Some times these may be a simple rising column of air, more often. They are blown sideways in the wind and will break off from the source with a new thermal forming later. Once a pilot finds a thermal, he begins to fly in a circle, trying to center the circle on the strongest part of the thermal core. Where the air rising the fastest. Most pilots use a vario altimeter. which indicates climb rate with beeps or a visual display to help core in on a thermal. The technique to core a thermal is simple turn tighter as lift decreases and turn less as lift increases. The 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 left tends to become smother. Good thermal flying is a skill which takes time to learn but a good pilot can often care a thermal all way to cloud base.

In flight wing deflation of parachute.

Since the shape of the wing airfoil is formed by the moving air entering and in flatting the wing, in turbulent air, part or all of the wing airfoil can deflate collapse. Piloting techniques referred to as active flying will greatly reduce the frequency and severity of deflation or collapses. On modern variational wings such deflation will normally recover without pilot intervention. In the event of a severe deflation, correct pilot input will speed recovery from a deflation but incorrect pilot input may slow the return of the glider to normal flight so pilot training and practice in correct response to deflation is necessary. For the rate occasions when it is not possible to recover from a deflation or from other threatening situations such as a spin, most pilot carry a reserve emergency rescue parachute. Most pilots never have cause to throw their reserve should a wing deflation occur at low altitude, shortly after take off or just before landing the wing paraglidint may not recover its correct structure rapidly enough to prevent an accident with the pilot often not having enough altitude remaining to successfully deploy a reserve parachute with the minimum altitude for this being approximately 200ft but typical deployment to stabilization periods using up 400-600ft of altitude. It is also important to note that should the wing collapse have been due to turbulence. This bad air can cause the reserve parachute to take significantly longer to inflate and stabilise. In this example, it may be of greater benefit to the paragliding to purposefully lose altitude to clear this turbulent air before deploying their reserve should they have spare altitude to use on this process. Low altitude wing failure can result in serious injury or death due to the subsequent velocity of a ground impact where ironically a higher altitude failure may allow more time to regain some degree of control in the descent rate and critically deploy the reserve if needed. In flight wing deflation and other hazards are minimized by flying a suitable glider and choosing appropriate weather conditions and locations for the pilot's skill and experience level.

parachute Launching.

(a) Forward launch: in low wind the wing is inflatal with a forward launch, where the pilot tuns forward so that the air pressure generated by the forward movement inflates the wing.
(b) Reverse launch: In higher winds particularly ridge soaring, a reverse launch is used with the pilot facing the wing to bring it up into 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 wing\d, 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 making the ground speed required to pressurise the wind much lower the pilot is initially launching while walking forwards as opposed to running backward.
(c) Towed launch: 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 winch has quite different characteristics from free flying. There are two major ways to tow. Pay in and pay out towing. Pay in towing involves a stationary winch that pays in the towline and thereby pulls the pilot in the air. The distance between winch and pilot at the start is around 500 meter or more. Pay out towing involves a moving object like a car or a boat that pays out line slower than the speed of the object thereby pulling the pilot up in the air. In both cases ,it is very important to have a gauge indicating daN to avoid pulling the pilot out of the air. There is one other form of towing , static towing. This involves a moving object, like a car or boat attached to a paraglider or hand glider with a fixed length line. This is very dangerous because now the forces on the line have to be controlled by the moving object itself which is almost impossible to do.

Emergency landing paradhute.

When you are going to paragliding. All the time not same good weather. Some time weather might be suddenly change in that time pilot should have to emergency land. The pilot can be forced to land in some unusual conditions. For example a strong wind and in big raining time. If the pilot has to land on a tree, he thrusts himself upon it, making sure that the lines of wing and the safety parachute tangle well in the branches to that he is safe from falling. After clutching the strongest branches, he must stay in his place until the rescue comes. Once the safety parachute is launched the pilot should take the glider under control, in order to cease the winging and the collapse. The inner risers are entirely pulled and the wing gets into a stall. The pilot must be provided with a life jacket in case of an emergency landing on water. The pilot lands against the wind. In the air he should loosen the harnesses round the legs. Before falling into the water the pilot pulls the brake lines completely so the canopy will to set the life system in operation the pilot should throw the inner container away. As soon as the connecting line is pulled stretched, it pulls out the splint from the container and trees the parachute's canopy. If the maneuver fails, the pilot stands into an upright position, ready for an emergency landing . The speed of collapse is from 3 to 7 m/Se fall over him.

Spiral dive parachute.

Spiral dive is also important for parachute. The spiral dive is the most rapid form of controlled fast descent with a little bit of practice you will achieve a sink rate of 15m/s and move. However spiral dives put Strong forces on the wing and glider and must be done carefully and skilfully. The forces involved can induce blackout and the rotation can produce disorientate on. Spiral dives as with all paragliding techniques are best learned under expert supervision. Paragliding courses offer a chance to practice spiral dives over water with a rescue boat standing by. The spiral dives is initiated by pulling the brake on one side and holding it down. Constant pulling on one brake narrows the radius of the furn and forms a spiral rotation in which high sink rates can be reached. As soon as the glider is in a spiral dive clear increase of sink rate and turn bank, the outside wing should aways be stabilised with the out side brake and the desired sink rate should be controlled with great delicacy.

B line stall parachute.

In B line stall the second set of risers from the leading edge front the B lines are pulled down independently of the other risers with specific lines used to initiate the condition being responsible for its name. This puts a crease in the upper surface of the wing, thereby destroying the laminar flow of air over the aerofoil. This reduces the lift produced by the canopy and thus induces a higher rate of descent. The B line stall should be initiated with the wing in normal flight, no speed bar, not accelerated. Grasp the B lines on both sides above the line links and pull them down. There is no need to release the brake toggles while B stalling. The pilot may have to pull on the B lines with sufficient force to almost lift themselves out of the seat to get the wing to crease. Once the crease is in, it requires less effort to keep it in that, it does to initiate it. The sensation for the pilot when the B line stall is induced is that the breeze is upwards rather than in our face pulling the B lines even further down will not enhance the sink rate but can lead to a more unstable flight position. To recover from the B line stall release the B risers so that the aerofoil shape of the wing is resumed. This will normally be sufficient to resume normal flight but if the canopy remains in a stall push forward gently on the A risers to lower the leading edge of the wing and reattach the laminar airflow to the upper surface of the wing.

About big ears of parachute.

Big ears induces descent rates 2m/sec. By pulling on the outer A lines the wing tips of the glider can be folded in. This method drastically deteriorates the glide with only a small decrease in forward speed. The effectiveness of this technique can be increased b using the speed system at the same time. To reflate on a low performance glider is simply necessary to release the lines. On higher performance gliders may be necessary to help the re inflation with brief, deep pumps of the brakes whilst big ears in use the loading on the remaining flying surface of the glider is increased and it is more stable and less prone to collapse. However there is an increased risk of stalling because pulling the ears increases the angle of attack and reduces the speed of the wing so while ears and speed bar is a good combination ears and brake is not, it is best not to use the brakes when the ears are in.

Fast descents of parachute.

When the weather changes unexpectedly or some time other problems might be appears that time pilot should have to rapidly reducing altitude in such situations, each of which has benefits and issues to be aware of. There are three possibilities.
(a) Big ears induces decent rates of 2m/s. It is the most controllable of the techniques and the easiest for beginners to learn. By pulling on the outer A lines the wing tips of the glider can folded in. This method drastically deteriorates the glide angle with only a small decrease in forward speed.
(b) A B line stall induces descent rates of 5m/s. If increases loading on parts of the wing the pilot's weight is mostly on the B lines, instead of spread across all the lines. There is not a rick of the pilot becoming disoriented as a result of using this technique. In a B line stall the second set of risers from the leading edge, front the B lines are pulled down independently of the other risers with the specific lines used to initiate the condition being responsible for its name.
(c) A spiral dive offers the fastest rate of descent at 10-15m/sec. It places greater loads on the wing than other techniques do and requires the highest level of skill from the pilot to execute safely.

Control speedbar mechanism.

These controls are called brakes. Brakes controls held in each of the pilot's hands connect to the trailing edge of the left and right side of the wings and most general means of control in the para glider. The brakes are set adjust speed to steer in addition to weight shift and flare during landing. Weight shift in addition to manipulating the brakes para glider pilot must also learn in order to steer properly. Such weight shifting can also be used for more limited steering when brake use is unavailable, such as when under big ears. More advanced control techniques may also involve weight shifting. Speed bat a kind of foot control called the speed bar or accelerator attaches to the paragliding harness and connects to the leading edge of the para glider wing. Usually through 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. The accelerator is needed to go faster than this.

advance stage of parachute.

Most recognised courses lead to a national licence and an internationally recognised international pilot proficiency information and identification card. The specifies five stages of paragliding from the entry level 1 to the most advance stage 5. If they would like to proceed with a full pilot training program, most school offer tandem flights in which an experience instructor pilots the para glider with the prospective pilot as a passenger. Sports and competitive flying , cross country leagues annual leagues of the greatest distance flying. Accuracy spot landing competitions where pilots land on targets with a 3cm centre spot out to a full 10meter circle competitive flying based on completing a number such a fling around set way point. Aero acrobatic manoeuvres and stunt flying, heart stopping tricks such as helicopters wing overs, synchrony spirals, infinity tumbles and so on. National and international records, despite continually improving gliders, these become ever more difficult to achieve aside from longest distance and highest altitude. For examples include distance to declared goal, distance over triangular course, speed over 100 km triangular course. Competitive flying is done on high performance wings which demand for more skill to fly then their recreational counterparts but which are more responsive and offer greater feed back to the pilot as well as flying with better glide.

What time must be avoid for paragliding?

Rain and snow time because a para glider wing is made from fabric, it has the ability to absorb moisture. Moreover, the weight of a para glider wing is critical to it's performance. Flying into heavy rain or snow will weight the wing down and may terminate a flight quickly. A wet wing is also less controllable, less stable and will exhibit less tendency to recover into normal flight. A wind direction that will not allow a take off or landing into the wind, at least generally so tail wind take off are to be avoided at all cast. Assurance that an headwind id not actually a rotor is also critical. High atmospheric instability, indicate in part by overdeveloped cumulus clouds or in worse situations by cumuli nimbus cloud formation. If clouds are any where in sight. Excessive wind speed or gustness 15mph(24km/h) wind is fairly windy for a paragliderand most pilots won't take off in much more wind than that. High winds will also increase the effect of mechanical turbulence. Gusty conditions and will make collapses more likely while in flight. The limit of 15mph is fairly arbitrary and also depends on local parameters.

Equipment, wing part of a paraglider.

The paraglider wing is known in aeronautical engineering as a ram air airfoil or parafoil. Such wing comprise two layers of fabric which are connected to internal supporting material in such a way as to form a row of cells. Beginning of the cell open only at the leading edge, incoming air keeps the wing inflated so maintaining its shape. When inflated the wing's cross section has the typical teard rope aerofoil shape. The pilot is supported underneath the wing by a network of line. The lines are gathered into two sets as left and right risers. The risers collect the lines in rows from front to back in either 3 or 4 rows, distributing load as in a whippletree. The risers are connected to the pilot's harness by two carabiners. Beginner wings Will be in the lower part of this range, high performance wings in the upper part of the range. The range for safe flying will be somewhat smaller. The speed range of paragliding is 20-60 kilomerer per hour. Paraglider wings have an area of 20-35 square meter with a span of 8-12 meter and weight 3-7 kilograms. Combined weight of wing, harness, reserve, instruments and helmet. The wing is usually folded into a stuff sack. The paragliders designed to carry the pilot and one passenger. Safety is directly influenced by the pilot's mental attitude, experience, skill, reaction to,e. active natire of the air and whether or not the paraglider is fling at an altitude where the emergency parachute might possibly have time to open in the event of an unrecoverable collapse or spiral dive. Incidents of any nature that happen in an altitude that does not allow to recover or deploy the reserve parachute are the most likely situations to cause severe or fatal injuries and while start and landing.

About harness of parachute.

Harness pay very important roll. The pilot is loosely and comfortable buckled into a harness which offers support in both the standing and sitting position. Many harness even have an adjustable lumbar support. The primary porpose of parachutes is for descending as when jumping out of an aircraft. In contrast, the primary purpose of paragliders is for ascending. Paragliding are categorized as ascending parachute by canopy manufacture worldwide and are designed for free flying, meaning flight without a tether. However in areas without high launch points, para gliders may be towed aloft by a ground vehicle or a stationary winch, after which they are released, creating much the same effect as a mountain launch. Such tethered launches can give a paraglider pilot a higher starting point than many mountains do, offering similar opportunities t catch thermals and to remain airborne by thermal and other forms of lift. As with other forms of free flight, paragliding requires the significant skill and training required for air croft control, including aero nautical theory, meteorological knowledge and forecasting, personal/emotional safety considerations.

What are instruments need when paragliding?

Very important instruments are barometers, radio, and GPS need when paragliding flying. variometer or vario altimeter. Variometer is capable of detecting rates of climb or sink of 1cm per second, such is the case of the fly meter which uses extremely low noise electronics and such minute change in air pressure. A vario meter indicate climb rate or sink rate with short audio signals beeps, which increase in pitch and tempo during ascent, and a droning sound. Which gets Dipper as the rate of descent increases. It also shows altitude either above take off, above sea level, or at higher altitude, 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 again and conversely to indicate when a pilot is in sinking air and needs to find rising air.
Radio: pilot use radio for training purpose for communicating with other pilots in the air, particularly when travelling together on cross country flights and for reporting the location of landing. 2meter band is good one radio band, sometime used for inter personal communication and aviation.
GPS global positioning system is a necessary accessory when flying, where it has to be demonstrated that way pointer correctly. 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.

Learn first to fly parachute.

Most popular paragliding in the world so learn first and have great experience of paragliding. This paragliding is also adventure trip. That is very important to learn in school or organized. 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 paragliding. Students then learn how to control the glider on the ground, practicing take offs and controlling the wing overhead. It needs first low and gentle hill are where students get their first short flight, fling 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 area. As their skills progress, students should have of more on to steeper/higher hills, making longer flights and learning to turn the glider, control the glider's speed on to turns, spot landings,and other more advanced techniques. Training instruction are provided to the student via radio during the first flights. Complete paragliding instruction program provides substantial background in the key area of meteorology, aviation law, and general flight area etiqufte.

Matter comes first safety of paragliding.

Every sport or in adventures must be safety of the life. If there is not safe then it can be very danger of the life so if you are going to fly with paragliding, you should think about safety ways. what are first priority think about before to fly paragliding. check it your all equipment of the parachute and what you need for paragliding. Make it sure they are reliable and bout the weather. what kind of weather is good for fly with parachute and what king of weather is avoid. Safety is directly influenced by the pilot's mental attitude, experience, skill, reaction time, active nature of the air and whether or not the para glider is flying at an altitude where the emergency reserve parachute might possibly have time to open in the event of an unrecoverable collapse or spiral deve. Incidents of any nature that happen in an altitude that does not allow to recover or deploy the reserve parachute are the most likely situations to Case severe or fatal injuries and while start and landing.