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.