|Preparing for a take-off
1.There are many different tracks with different lengths and conditions.
There are some facts that must be checked before a take-off. The pilot
has to know if:
2.The track is long enough.
3.The acceleration is opposite to the direction of the wind.
4.The land is flat enough for a safe take-off.
5.It is possible to stop the flight.
6.There are no holes that will lead to the allocation of the lines.
7.The slope of the hill is greater than the angle of flying.
8.The track is far enough from any natural or artificial obstacles
(trees, rocks, building, etc.).
1. The pack is fastened to the pilot.
2. The canopy is unfurled at the highest point of the path, in the
direction of running. The cupola lies symmetrically behind the pilot
in the form of an arc. Thus the parachute fills with air through its
3. The harnesses are stretched, without being twisted. The locks of
the lines and the brake lines are checked.
4. The lines must be divided into their rows, starting with the brake
lines. The A-lines form the last row.
5. The leading edge is completely opened.
6. The pack is fastened to the risers.
7. All connections that can unfasten must be checked, including the
8. The helm is put on. During the first attempts the harnesses around
the pilot's shoulders and flanks must be fastened as well as possible
in order to lighten the straight flight.
The pilot stands straight in a starting position in the middle of
the trailing edge, puts the harnesses on his elbow, the brake lines
are separated from the risers and checked. The pilot takes the front
risers and stretches his hands upwards positioning the stretched risers
behind him. The back risers are above his shoulders. Right before
the start the pilot checks all elements of the apparatus and the pack.
If the flight is delayed all the check is made again.
The next step is levelling the glider - the pilot runs the first steps
with his body moderately stooped. The cupola fills with air and lifts
above the pilot raising his hands. He is upright again. Now he has
to view the whole cupola in order to check the flying conditions.
If there is something wrong, he makes the corrections with the help
of the brake lines. In case the corrections appear unsuccessful, the
take-off has to be stopped and the pilot directs the wing across the
slope pulling the brake lines.
If the flying conditions are suitable, the pilot accelerates the cupola
to the point of elevating with the help of his stooped body. He begins
with even steps and constantly increases their length. The brake lines
are pulled so that the cupola does get ahead of the pilot and the
takeoff does not change its direction. The elevation speed is reached
when the canopy lifts the pilot from the ground. Its value must be
between the minimum collapse and the speed of best flying.
The last step is in the air. During the elevation the pilot's body
is in an upright position. The brake lines must not be dropped! If
a correction is necessary, they can be held with two hands but not
earlier than the pilot is high enough.
If there is a strong wind, the reverse launch is the better choice.
The difference is in the start position. The pilot faces the paraglider
holding the brakes. After he fixes the cupola above his head, he follows
the steps of a normal take-off. There are two types of a reverse launch:
with parallel and with crossed hands.
If the slow pulling of the brakes proceeds, the stream departs from
the upper part of the wing, the glider stops, the cupola is unstable
and collapses with great speed. This state is called a stall.
Flying in virage
The basic technique of flying in virage is very simple. In order to
go in, the pilot has to pull the brake line on the corresponding side
and to go out - he follows the opposite procedure. There are many
other ways of performing a virage: faster or slower, with a longer
or shorter radius, evenly or precipitously. There are three kinds
of virage: a virage at full speed, a slightly disturbed virage and
a considerably disturbed virage.
In general, any attempt to go into virage rapidly, neglecting the
chute behavior, leads to the danger of spinning. It happens when the
stream departs from the wing side that is inner to the turn; all that
leads to a sudden torsion round the vertical axis and rapid loss of
height. The spin is to be ceased immediately by loosening the brake.
The glider is directed straight upwind. The position of the brake
lines corresponds to the position of the best collapse. The height
of 5m is the latest moment when the pilot must have stood in an upright
position prepared to land. In this position he can soften the hit
with his feet even in case of sudden and hard collapse. When the pilot
is 1-2 m above the land he stops the glider carefully pulling the
brake lines (forwards, along the body) until in rest. In the ideal
situation this rest coincides with the first touch with the ground.
The track must be freed immediately after the touchdown.