Kevlar Helmet Wikipedia
Kevlar Helmet Wikipedia
Paragliding
Equipment
Wing
Parts of a glider
The paraglider or cap is known in aeronautical engineering as a Ram-air airfoil or paraglider. These wings are connected to two layers of fabric that form on internal surface in such a way to a series of cells. While most cells show only at the leading edge, incoming air (ram air pressure) keeps the wing inflated, thus maintaining its shape. If they inflated, the wing section The typical drop shape wing shape.
In some modern gliders (from the 1990s), especially higher performance wings, some of the cells of the leading edge are closed to form a clean aerodynamic wing. As the wingtips, these cells are kept inflated by the internal pressure of the leaf Wings info.
The Pilot is supported on the wing by a network of lines. The lines are gathered into two groups, as left and right shoulder straps. The risers gather the lines in the ranks from front to back in three or four lines, the distribution of charge as a whippletree. The risers are connected to the pilots harness with two rifles.
Paraglider wings usually have an area of 2035 square meters (220,380 sq ft) with a span of 812 m (2639), and weighs 37 kilograms (6.615 pounds). Combined weight of the wings, Harness, reserve, instruments, helmet, etc. about 1 218 kilograms (£ 2,640).
The glide ratio of paragliders ranges from 8:01 to recreational vehicles wings, about 11:1 ] For modern competition models [Edit. For comparison, a typical skydiving parachute glide to reach approximately 3:1. A hang glider can be reached by 15:01 . Glide An idling (gliding) Cessna 152 is reached 9:1. Some sailplanes can achieve a glide ratio of up to 72:1.
The speed range of paragliders is typically 2060 kilometers per hour (1237 km / h), from stall to maximum speed. Beginner wing will be at the bottom of this range, high-performance wing the top of the range. The range for safe flying will be somewhat smaller.
Modern paraglider wings are made of high-performance non-porous materials such as olks Gelvenor, using Dyneema / Spectra or Kevlar / Aramid lines.
For storage and transport, the wings folded usually in a traffic jam bag (BAG), which are then in a great Backpack stowed along with the harness. For pilots who do not want the added weight or fuss of a backpack may include some modern harnesses the ability to the belt from the inside out, so that it becomes a backpack on.
Tandem paragliders, should the pilot and one passenger to wear, are larger but otherwise similar. They usually fly faster with higher trim speeds, are more resistant to collapse, and have a slightly higher sink rate compared to solo paragliders.
Since 2000, Salvadori Juan in Argentina was a variant exploring wing called Paramontante that some companies include bars. In April 2009, Pere Casellas, in collaboration Salvadori joined with Juan for polishing the paramontante. Laboratori d'envol Paramontante
Tableware
Pilot with harness (light blue) to do a reverse
The pilot is relaxed and comfortable strapped into a harness that provides support for both standing and sitting positions. Modern harnesses are designed to be as comfortable as a Armchair in the sitting position. Many harnesses even have an adjustable support "back injury". A parachute is also typically connected to a paragliding harness.
The primary purpose of the parachutes (including skydiving canopies) is for the descent, such as jumping from a plane or dropping cargo. In the Contrast, the main purpose of paragliders for ascending. Gliders are as "ascending parachutes" by canopy manufacturers worldwide classified, and are "Free flying" meaning flight without a lead (an example for tethered flight find parasailing) is designed. However, in areas without high starting points can paragliders be towed aloft by a ground vehicle or a stationary winch, after which they are released, thereby to start much the same effect as a mountain. Such connected give a hang glider can start to do a higher starting salary point than many mountains, offer similar opportunities to catch thermals and stay, "thermal" and raise other forms of air. As a free flight, paragliding the considerable skill and training required for aircraft requires control, including air-theory, meteorological Evidence and forecasts, personal and emotional security considerations, compliance with applicable Federal Aviation Regulations (USA), and knowledge of equipment maintenance and maintenance.
Instruments
Most pilots use variometer, radios, and increasingly, GPS devices while flying.
Variometer
Vario-altimeter
Birds are very sensitive to atmospheric pressure, and can tell when they are in rising or sinking air. People can accelerate to when they first one thermal sense, but can not tell the difference between constant rising air and constant sinking air, so to help the technology again. Modern variometer are capable of detecting of rates of climb or descent rate of 1 cm per second, as the case of Flymaster B1, using the extremely low noise electronics and complex algorithms to such short-term Detect changes in barometric pressure.
A variometer indicates climb-rate (or Sink-Rate) with short audio signals (beeps which increase in the tempo and pitch while promotion, and a roar, which is lower than the sink rate increases) and / or a visual display. It also shows altitude: either start over sea level, or (at higher elevations) "flight level."
The main purpose of a variometer will help you find a pilot and a stay in the "core" a thermal to maximize height gain, and vice versa, to indicate when a pilot is in sinking air and needs to find rising air.
The more advanced Variometer have an integrated GPS. This is not only convenient but also makes it possible to accommodate the flight in three dimensions. The length of the flight digitally signed and is stored and can be downloaded after landing. Digitally signed tracks can be used as evidence of their claims record, replacing the "old" Method of photo documentation.
2m-Band Radio
Radio
Pilots use radio for training purposes, for communicating with other pilots in the air, especially when traveling together on cross-country flights, and for reporting the location of the landing.
Radios are used, PTT (Push-to-talk) transceivers, normally present in or around the FM VHF 2-meter band (144 148 MHz). The "two-meter" band is an amateur radio band, sometimes used for interpersonal communication, and aviation frequencies are typically 136MHz to 108MHz. Usually a microphone is built into the helmet, and the PTT button is either on the outside of the helmet, or strapped with finger fixed.
GPS
GPS (Global Positioning System) is a necessary accessory when flying competitions, where it has been proved that such points were correctly passed be.
It can be interesting, a GPS track of a flight when back on the ground to analyze visual flight technology. Computer software that analyzes the various GPS tracks (eg CompeGPS, lake You) allows.
Other applications are to be determined in a position to drift due to the prevailing wind direction when flying at high altitude, Position provides information, thus avoiding restricted air space, and identifying a location for retrieval teams after landing-out in unfamiliar territory.
In recent Time has combined the use of GPS data to a computer that enabled pilots to share 3D tracks of their flights in Google Earth. This fascinating insight allows comparisons between Pilots competing in a detailed 'post-flight analysis to be performed.
Control
Speedbar mechanism.
Brakes: The checks in each of the pilot hands held a connection to the trailing edge of the left and right sides of the wing. These checks are as a "brake" and provide the primary and the most common means of control in a paraglider. The brakes are not adjusted speed control (in addition to weight-shift) and Flare (during landing).
Weight shift: In addition to manipulating the brakes, a paraglider pilot must also lean in order to control properly. Such "weight shift 'Can also be used for more limited steering, brake use if available, such as when the "big ears" (see below). More Advanced Control techniques can also a shift in emphasis.
Speed Bar: A type of footswitch as "accelerators" (or "accelerator" measures) the paragliding harness and connects to the front edge of the wing glider, usually through a system of at least two pulleys (see animation in margin). This control is used to increase speed, by reducing the wing's angle of attack. This control is necessary because the brakes can only slow the wings from what 'trim speed (no braking). The accelerator is needed to go faster than this.
More advanced means of control is through Manipulation of the paraglider's risers or lines are obtained directly:
Most often, the lines connecting the outermost points of the wing to the leading edge can move the wing tips under to fold. The technique, known as the "big ears" is used to increase descent rate (See picture).
The risers port on the back of the leaf can also be manipulated for steering when the brakes have been cut, or otherwise not available.
leading-edge/front is in a "B-stable", the second set of risers from the gentle to an increase on the lower surface of the Wing share basis (this will also distort the upper surface) acts as the "air brake" significant reduction in airspeed. The combination of reduced Forward flight speed and increased vertical velocity destroys the laminar flow of air over the wing, a drastic reduction in the lift that the Hood produced, resulting in a higher settling velocity.
Fast descents
Big Ears, Rocky Point, NY.
Problems with ETTING can happen if the lift situation very well or if the weather is unexpectedly changed. There are three ways of reducing the level quickly in such situations, each of which has benefited problems and aware to be:
Ears induced sinking velocities of 2m / s or so. It is the most manageable of the techniques, and the easiest to learn for beginners.
A B-Stall induced sinking velocities of 5m / s or so. It increases the load on parts of the wing (the pilot's weight is mostly on the B-lines, but spread over all lines). It does not threaten the pilot always disoriented as a result of using this technique.
A spiral dive offers the fastest rate of descent, in 10-15m/sec. It places greater Loads on the wings to do than other techniques, and requires the greatest skill of the pilots to be carried out safely.
Big Ears
By pulling the outer A-lines the wingtips of the aircraft can be folded to this method deteriorates dramatically, the angle of approach with only a small decrease in forward gear. The effectiveness of this technique can be increased with the speed system at the same time.
To hold on a low rated high performance (eg DHV1) It is simply necessary to leave The lines. At a higher performance glider (eg DHV1 / 2 and above), it may be necessary to use the opening process short, deep pumping of the brake.
During large ears are in use, the load on the remaining area of the flying aircraft has increased and it is therefore more stable and less susceptible to collapse. Though There is a higher increase of hesitation because "pulling the ears," will the pitch and reduces the speed of the wing. Thus, while the "ears" and speed bar is a good combination, "ears" and the brake is not - it is best not to use if the brakes are the ears "in".
B-Stall
In a "B-stable", are the second set of risers from the leading-edge/front (the B-lines drawn) down regardless of the other belts. This is a kink in the upper surface of the wing and thus the destruction of the laminar flow of air over the wings. This reduces the buoyancy of the Cover and thus prepared induced a higher sink rate.
The B-stall should be normal to the wing in flight (no speed limit to be initiated bar does not accelerated). Hold the B-lines on both sides of the line left and pull it down. There is no need to release the switch during B-stable. DHV 1.2 wing are very resistant to wrinkles, the pilot can train on the B-lines with enough force to lift themself out of the seat almost to the wing come to wrinkles. Once the crease is, it requires less effort to hold it in it to initiate them.
The feeling for the pilot, when the B-stall is induced, that the wind up is not in your face. Pulling the B-lines to increase even further down the sink rate is not, but can lead to an unstable attitude.
To recover by the B-stall, let the B-risers, so that the wing shape of the wing continued. This will usually be sufficient to continue normal flight, but if the screen remains in a stable push gently on the A-risers at the front edge of the wing and attach the lower laminar airflow on the top of the wing.
Spiral dive
The spiral is the rapid form of controlled rapid descent. With a little practice you will get a sink rate of 15 m / s and more.
Though laid spirals strong G-forces on the wing and glider and must be done carefully and skillfully. The G-forces involved cause power outages can, and the rotation can produce disorientation. Spirals, such as hang gliding with all techniques are best learned under expert guidance. Paragliding "SIV" Courses offer a chance to practice with a spiral dives over water rescue boat standing.
The spiral is initiated by pulling the brake on one side and hold. Constant pulling on a brake narrows the radius of the curve and forms a spiral rotation, where high sedimentation rate can be achieved. Once the screen is in spiral (Significant increase in settling velocity and turn Bank), the outside wing always stabilized with the brakes and outside of the desired sink rate be, should be controlled with great sensitivity.
Flying
Take off from the ramp, Tegelberg, Schwangau, Germany.
Launching
Paraglider Start Reverse Demo Video
Reverse Start Fiesch, Switzerland.
Paraglider towed launch, Mirosawice, Poland.
are, as with all aircraft take off and landing made in the wind (Although flying in the mountains, it is possible to launch in nil wind and glide into the first heat).
Forward Start
In low winds, the wing with a orward Start, puffed up, where the pilot runs forward so that the air pressure generated by the forward movement inflates the wing.
Reverse start
In higher Winds, particularly slope soaring to start an Everse is used to get with the pilot facing the wing in a flying position, then turn under the wing, to start completely.
Reverse start start a number of advantages over a forward-looking. It's more of a straight line to inspect the wing and check the cables are free, as it leaves the ground. In the presence of wind, the pilot can be tugged to make the wings and facing the wing makes it easier to resist this force, and safer in case the pilot slips (as opposed to a pulled back). These launches are normally with a reasonable wind speed makes the attempt rate above ground needed to wing much lower pressure - the pilot first starts walking toward the front in contrast to backward run.
Sluggish start
Paragliding Introduction Arax, Brazil.
In shallower regions pilots can also be started with a trailer hitch. Once the full cost of the pilot pulls a rip cord and the rope falls away. This requires separate training, as flying on a winch has quite different characteristics from free flying. There are two great ways to drag: Pay and the pay-out tow. Pay-in includes a stationary towing winch, which pays off in the tow line and thus the pilot in the sky. The gap between the wind and pilots at the start is about 500 meters or more. Pay-out towing involves a moving object, like a car or a boat, which pays off line more slowly than the speed of the object draws so the pilot in the air. In both cases, it is very important to avoid a measuring instrument for daN need, the pilot pulls from the air. There is another form of towing; Tatic Towing. This includes a moving object, like a car or a boat to a paraglider or hang lider with a fixed length line. This is very dangerous, because now the forces are on the line by the moving object itself, which is almost impossible to do, is to be controlled. With static line towing a lockout is required before or happen later. Static line towing is prohibited in most countries, and if not, should be avoided at all costs.
Landing
Landing includes snake for an approach into the wind, and just before the touchdown, laring the wing to minimize horizontal velocity. With light wind carried some of the smaller joint. In moderate to medium winds may be the landing without forward speed.
Slope soaring
In slope soaring, pilots fly along the length of the ridge function in the landscape, which forced the lift through the air as she arrived on the ridge, made available.
Ridge soaring is highly dependent on a steady Wind within a defined range (the suitable range depends on the performance of the wing and the skill of the pilots). is too little wind, and insufficient lift available to keep the air (pilots at the end cratching along the runway). With more wind, gliders can also fly up and forward over the ridge, but too much wind, and there is a risk Lown again on the comb.
Paraglider before Mont Blanc
Thermal flying
When the sun heats the ground, there will be some more features than others (as rock faces warm or large buildings), and this set off thermals which rise through the air. Sometimes these can be a simple rising column of air, often they are blown sideways in the wind, and break off from the source, later with a new thermal forming.
Once a pilot finds a thermal, he or she begins in Circle fly tries center of the circle on the strongest part of the thermal (the "core"), where the air is fastest growing. Most pilots use a Ario (vario-altimeter), which indicates climb rate with beeps and / or a visual display, to help in an ore-thermal.
Coring: The technique to "core" a thermal is simple: follow from a lift, and turn less as lift increases. This ensures you are always flying around the core.
Often there are strong sink surrounding Spas, and it is often too strong turbulence in a row wing as the pilot tried to break, a strong thermal effect. Once in a thermal, shear forces reduce somewhat and The elevator has become more smooth.
Paragliders in the air at Torrey Pines Gliderport
Good thermal flying is a skill that takes time to learn but a good pilot can often "core" a thermal all the way to the base cloud.
Cross-country flying
If win the skills of using thermals to have height dominated by a single pilot can glide to the next heat to Ross-Land (C) are. Having gained altitude in a thermal, a pilot glides up to the next available thermal. Potential thermals can produce on the land of the typical characteristics of thermals, or by cumulus clouds, the head of a rising column marks the warm, moist air, such as it can be achieved, the dew point and condenses into clouds identified form. fly in many areas, cross country pilots also need an intimate familiarity with aviation law, flying regulations, Aviation maps indicating restricted area, etc.
In-flight wing deflation (collapse)
As the shape of the wing (wing) by the moving air Enter formed and inflate the wing, in turbulent air all or part of the wing (airfoil) can deflate (collapse). Piloting techniques called "active Flies "will significantly reduce the frequency and severity of deflation or collapse. On modern recreational wings, such deflation will recover in general, without pilot intervention. In the event of a serious deflation is correct pilot input speed recovery from deflation, but the wrong driver can slow the return of the aircraft to normal flight, pilot training and practice in the correct response to deflation is necessary. In the rare case where it is not possible, of deflation (or from other Relax threatening situations such as a traction control system), most pilots carry a reserve (rescue, emergency) parachute. Most pilots never lead to that their reserve hRow. In the case of the wing deflation happens near ground, ie shortly after takeoff or before landing, the wing (paraglider) may not be restored be (profile shape) even with pilot intervention, and it can not have enough time to be a successful rescue operation. These cases can result in serious injury or Death. In-flight wing deflation and other hazards will be flying through a suitable aircraft and selection of appropriate weather conditions and minimizes the sites for the pilot Skill and experience level.
Sport flying / competitive
Some pilots like to stretch beyond recreational flying. For such pilots, there are several disciplines to Available:
Annual cross-country leagues leagues of the greatest distance C fly
"Comps" competitive basis to fly around in a series set of tasks such as flying waypoints
Precision spot landing competitions where pilots land on targets with a 3 cm center from the ground, a full 10-meter Circle.
"Acro" aero-acrobatic maneuvers and aerobatics; heart are tricks such as helicopters, wing-overs, synchro spirals, infinity tumbles, and so on.
National / International Records, despite continuous improvement sailplanes to achieve this has become increasingly difficult, aside from longest distance and highest Height, are examples of distance to declared goal, distance over triangular course, speed over 100 km triangular course, etc.
Competitive is flying on high performance, the wings to fly far more skill than the demand did their leisure counterparts, but far more response and provide more feedback for the pilot to fly as well faster with better glide ratios.
See also: Aviation Games
The reigning world champion Andy Aebi is in Switzerland, he won the title in February 2009 in Valle de Bravo in Mexico. His predecessor was Bruce Goldsmith.
Security
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Paragliders launch video in Arax.
Paragliding is perhaps often sport as a higher risk than actually seen is. However, there is great potential for injury for the reckless or ill-prepared.
The safety of the sport is directly by the skill and affects the feeling of the pilot. It is important to note that almost all paragliding accidents are the result of pilot error. Equipment for paragliding is built very well and if they are properly maintained almost never fail. As an example, the average paraglider has connected some 30 lines to the risers, but everyone is strong enough to support the full weight of an individual pilot. Aerodynamically, newer paragliders that are not in advanced or categories of competition for to recover the security and valued by the majority of incidents will tend to their own (without pilot intervention).
Since the equipment failure properly certified Equipment for paragliding as a non-issue be, it is correct to say that paragliding can be a very safe sport is. The individual pilot is the ultimate Indicator of his or her personal safety level.
In General:
The pilot is not sure at locations that are an unreasonable challenge their Pose flying skills to fly.
The pilot is not sure who may be affected by negative examples set by others.
The pilot is safe only on days where the weather is conducive for a safe flight to fly. Turbulence in all its forms is the enemy No. 1 for a flying wing. Because paragliders have to fly no solid support, their shape (and ability) can be ruined by an errant down draft or the like. Therefore, turbulence or conditions, the turbulence generation is a primary factor in determining whether the weather is safe.
The following weather should be avoided:
Excessive wind speed or squalls. 15 mph (24 kmh) wind is quite windy for a paraglider, and most pilots will not take off in much more wind than that. Strong winds will also increase the mechanical Effect of the turbulence. Gusty conditions make take-offs and landings more dangerous and more likely to do together during the flight. The limit of 15 mph are quite arbitrary and depends also on local parameters. At some sites people fly safely at 20 miles an hour winds, at other locations 10 miles can be too much.
A wind direction does not allow a take-off (or landing) in the wind, or at least most councils are. Tailwind takeoffs are to be avoided at all costs. Assurance, that an [apparent] headwinds not actually a "runner is also critical (rotors consist of a form of mechanical turbulence).
Excessively high instability of the atmosphere, in part by over-developed cumulus clouds, or as provided in worse situations cumulo-nimbus cloud formation. These conditions are to turbulence . Help If cumulo-nimbus (thunderstorm) clouds are nowhere in sight, the effect of strong atmospheric instability are, where you are.
Rain or snow. Because a Canopy is made of cloth, made it has the ability to absorb moisture. Moreover, the weight (or lack thereof) of a critical wing of his achievement. Flying in heavy rain or snow will weigh down the wings and quickly cancel a flight. A wet wing is also less controllable, less stable and less inclination to recover to normal flight exhibit.
General precautions include pre-flight checks, helmets, harnesses with back protection (foam or air-bag), the reserve systems and to evaluate carefully pre-launch monitoring of other pilots in the air conditions.
For Pilots who wish to stretch in more challenging conditions, advanced IV (en vol dncidents simulation or simulation of flying incidents) courses for pilots, teach how to cope with dangerous situations that occur during flight can. By teaching on radio (on a lake), pilots deliberately induce major collapses, stalls, spins, etc, to learn the procedures for recovering of them. (As mentioned above, modern recreational wings will collapse without interference from minor to recover).
As always, deaths and injuries freak happen, but most properly trained and responsible risk management pilots only minor injuries such as twisted ankle.
Learning to fly
Most popular Paragliding regions have organized a number of schools, usually with and / or the national associations. Certification systems vary widely between countries, but approximately 10 days teaching basic certification is standard.
Flying above Stubaital, Austria
There are several key components to a paragliding pilot certification Teaching program. Initial training for beginning pilots usually begins with a certain amount of ground to discuss the school, the basics, including elementary theories of Flight as well as basic structure and operation of the paraglider.
Students then learn how to control the glider on the ground, practicing take-offs and control of the wing "Overhead". be low, rolling hills, where the students next to their first short flights, flying used at very low altitudes, to get the deal with the wing over varied terrain. Special winches can be to tow the glider to low altitude in areas that have used no mountains readily available.
As their skills progress, students move on to steeper / higher hills (or higher wind drag), making longer flights, and learning to switch the screen to control the speed of the glider, and then further to 360 turns, spot landings used IG ears (to increase the rate of descent for the paraglider) and other advanced techniques. Training instructions are often provided to students via radio, especially during the first flights.
A third important Component, a complete paragliding instructional program provides substantial background in the key areas of meteorology, air law, and general flight area etiquette.
Tandem paragliding launch
To the future pilots a chance to see if they would like with a full pilot training program that most schools will offer tandem flights, in which an experienced instructor pilots the paraglider with the potential as a passenger. Schools often offer pilot families and friends the opportunity to fly tandem, and sometimes sell Tandem flights to holiday destinations.
Most accredited courses leading to a national license and an internationally recognized International Pilot Proficiency information and labeling Card. The IPPI are five levels of competence paragliding, from beginner to most advanced Parapro a fifth stage
World Records
FAI (Fdration Aronautique International) World Records:
Straight line 461.6 km: Frank Brown, Marcelo Prieto, Rafael Saladini Monteiro (Brazil); Quixada Duque, Brazil, 14 November 2007.
Straight Distance the declared aim of 368.9 km: Alya Vali, Vali Urban (Slovenia); Vosburg Jamestown (South Africa), 7 December 2006
Gain altitude 4526 m: Robbie Whittall (UK); Brandvlei (South Africa), 6 January 1993
Other Records (distance / Out-and-Return and triangular course speed) can be seen on the FAI site
Recently a flight is over 500 km from Nevil Hulett in the excellent conditions in South Africa; Flight Record
Pilot numbers
A multi-national contingent in the air in Bali
The number of actively flying pilots can only be a rough estimate, but France is likely to have the largest number at around 25,000. More most active flying countries are Germany, Austria, Switzerland, Japan and Korea, about 10,000 20.000, followed by Italy, the United Kingdom and Spain followed with 5,000 10,000. The U.S. has about 4,500. (All from 2004).
See also
Foot-launched Powered Hang Glider
Glider (Sailplane)
Comparison between Hang gliders, sailplanes and powered sailplanes
Gliding
Hang-gliding
Powered Paragliding
Torrey Pines Gliderport
Parahawking
vde
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Rafting whitewater kayak whitewater canoeing apnea Scuba_diving
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References
^ U.S.. 2734706 - Filed 17th October 1952.
^ Walter Neumark, "The Future of Soaring Flight Magazine, May 14, 1954
^ History of Paragliding
^ Pilot Profile: David Barish, the probable inventor of the glider
^ AB David Barish, The Forgotten Father Paragliding
^ Jean-Claude Btemps: I invent le parapente
^ FAI Hang Gliding and Paragliding World Records
^ How many pilots worldwide?
External Links
Wikimedia Commons to: Paragliding
Paragliding on the Open Directory Project
Categories: Adventure Travel | Aircraft configurations | Air sports | Individual sports | ParaglidingHidden categories: All articles with specifically marked weasel-phrases | Articles with specifically formulated marked weasel-phrases from October formulated in 2009 | All articles with unsourced missing | Articles with unsourced statements since April 2009 | Articles needing additional references from August 2009 | All articles with unsourced missing required | Article Cleanup from October 2009 | All pages require cleanup | Articles containing how-to sections | Articles lacking in-text citations from February 2008 | All articles lacking in-text citations About the Author
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