Risks at flight
First of all it must be mentioned that the paraglider does not
have a solid structure so it has some peculiarities that make it
different from other flying apparatuses.
Secondly, as many years' experience shows, dangerous situations
rarely occur during a flight, but if they do, they may confuse the
pilot and may require unusual corrections. Most often the major
danger is caused not by the flying situation itself but by the panic-stricken
pilot, who feels helpless left to those unknown forces.
There are some facts that can show the pilot that he is heading
for a stall:
· There are almost no noises.
· More height is lost than during planning.
· Resistance increases
There are many possible causes. Besides the pilot's mistakes, they
can be changes in the weather conditions and disadvantages of the
place (a too short track, many hindrances, etc.). In order to make
corrections, the pilot must accelerate the wing.
When the stream has departed, the apparatus gets first in a parachuting
condition - the cupola is filled with air but it is too soft. It
is streamed only from the inside, sometimes the wing even glides
backwards. The speed of collapse is from 3 to 6 m/sec.
Releasing the brakes will eliminate the parachute effect. If it
is done too fast, the cupola will launch forward.
The wing is stopped spinning by completely releasing the brakes.
If the spinning persists, it must be brought to a complete stall,
but if the height is not enough for performing a stall, the rescue
system must be launched immediately!
All maneuvers in stall are unpredictable and extremely dangerous.
As the glider loses height in case of a closure and is out of control,
in turbulent conditions it must be kept away from cliffs, walls
and other obstacles. The tendency towards closure depends on the
its construction and the activity of the turbulence.
In some meteorological situations the regions of rising currents
can be of such a size that the pilot is not able to get out horizontally
without going into the clouds. By using the maneuvers for emergency
lowering, he can decrease the height even in a strong current. There
is one more way of solving the problem that is called stall in the
B-lines. With the brakes in his hands, the pilot catches the B-risers
at the height of the locks and pulls them. The first 10-15 centimeters
are against the strong action. Then the stream departs and the cupola
bends slightly backwards. With the next10-15 centimeters the speed
of collapse increases and the canopy moves in the direction of the
pelengacy. The pilot must leave the current at about 250m above
the land by releasing the B-lines.
Using the life system
· 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 frees
the parachute's canopy. The process is accompanied by a hit.
· Once the safety parachute is launched, the pilot should
take the glider under control, in order to cease the swinging and
the collapse. The inner risers are entirely pulled and the wing
gets into a stall.
· 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/sec.
The pilot can be forced to land in some unusual conditions. For
example, he can be forced to land on a tree, on water or under the
effect of a strong wind.
· If the pilot has to land on a tree, he thrusts himself
upon it, making sure that the lines of the wing and the safety parachute
tangle well in the branches so that he is safe from falling. After
clutching the strongest branches, he must stay in his place until
the rescue comes.
· The pilot must be provided with a lifejacket 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 not fall over him.