Paragliding
The air sport paragliding refers to paragliding with a paraglider . The pilot sits or lies in a harness under the paraglider and is connected to it by lines . The terms paragliding, paragliding or paragliding (derived from English paragliding ) are often used synonymously and are less precise in their definition. There is also motorized flying with paragliders .
history
Paragliding began in 1965 with David Barish's Sailwing . He referred to the new sport as slope soaring (literally slope flying ), but only met with little response.
The development of paragliding did not break off with this, however, but continued temporarily as a special discipline of parachuting with the use of suitable flat parachutes . The publications by Dan Poynter at the beginning of the 1970s, in which he also described slope soaring and paragliding , and in 1974 finally even propagated parasailing in a textbook, played a decisive role in this . However, this book no longer plays a real key role, because the idea of paragliding was already represented in Germany and Austria from 1972 , and the first flights in Europe also took place before 1974.
In this so-called mountain flight , the take-offs took place mainly in steep terrain due to the low glide performance of the parachutes used , for example from the ski run in Kitzbühel , from Tegelberg , from Säntis and on similarly steep mountains. The flights at that time were essentially limited to fast descents into the valley. However, these flights were not "controlled crashes", as they were sometimes jokingly called. At that time, the parachutes used were largely mature and easily controllable systems. The " paragliders " developed from the beginning of the 1980s were still superior for a while (both in terms of workmanship and in terms of their basic technical flight characteristics), at least in terms of safety. Even with the first paragliders, launches were still a “challenge” and both glide ratios and sink rates of mountain-flying parachutes and the first paragliders were therefore quite comparable ( glide ratio approx. 3: 1, sink rates approx. 3 meters per second).
It was only with the successful technical development of the paragliders, which were specially tailored for use for paragliding, that paragliding finally established itself as a sport in its own right - almost as Barish had already imagined in 1965 under his term slope soaring .
For further historical background see the articles Paragliders and Paragliders .
equipment
The paraglider
The equipment of a paraglider pilot primarily includes the paraglider. This consists of a canopy that is connected to the harness by lines .
The canopy consists of a two-layer wing ( upper and lower sail ) made of nylon fabric in ripstop technology, which is coated for better airtightness, often on a silicone basis . In addition, the coating protects the fabric against mechanical stress and aging caused by UV light . For a better shape, the cap is divided into many chambers by profile parts, which are arranged in the direction of flight and closed at the rear edge. This, together with the air flowing in from the front, gives the paragliders the necessary wing profile . This creates a lift.
From the underside of the sail, suspension lines lead down in several levels to the risers. For this purpose, thin, nylon-sheathed aramid or dyneema fibers with a high tear resistance are mostly used .
Harness
The harness is the seat that connects the pilot to the paraglider. The carrying straps of the umbrella are attached using snap hooks. A protector in the form of a foam cushion or airbag is hidden behind and under the seat, which is intended to alleviate rough contact with the floor and thus prevent injuries.
Another part of the safety equipment is the rescue parachute , also called "rescue" or "rescuer" for short. This emergency parachute is intended to bring the pilot back to the ground in a braked, mostly vertical glide when the paraglider is no longer airworthy. The reserve parachute is attached to the back or the side of the harness, some are mounted in a front container in front of the pilot.
Technical aids
Many paraglider pilots use a variometer (short: Vario) as a technical aid to determine their own climb and descent values as well as the flight altitude . In cross-country flights in particular , many also use a GPS device to determine their position and record flights. In the meantime, combination devices that combine both functions have become established on the market.
Some pilots also have a radio with them. This is mostly used for private communication. Aeronautical radio is not mandatory in this type of flying and is rarely used for cross-country flights in order to obtain air traffic control clearance if necessary .
clothing
Warm, windproof textiles such as Gore-Tex are used for clothing , as it gets colder with increasing flight altitude (between 0.65 ° C and 1 ° C per 100 meters of altitude). Shoes with a high shaft as ankle protection and an obligatory helmet are just as much a part of the equipment as a pair of gloves to protect the fingers in case you have to reach directly into the lines.
Helmets do not have to meet any specific requirements. Accordingly, both a special aviation helmet certified in accordance with DIN EN 966 (and specially developed for paragliding or hang-gliding) and a bicycle helmet can be used legally. In Switzerland , the helmet is only required during exams and training.
Other accessories
Some pilots use a cockpit to attach technical devices such as vario and GPS to it. This “bag” is attached to the harness in front of the pilot's chest and also offers space for a hydration system , camera or maps.
In Germany it is mandatory to carry a lifeline . After landing in a tree, the pilot lowers this line. Helpers attach a rope to it, which the pilot can then pull up to him. The pilot can use the rope to secure himself to the tree and possibly also abseil.
We also recommend that you bring a small first aid kit and a belt cutter.
Take off, fly and crank, land
Start
Paragliders are launched from mountains and hills in the slope launch type , on steep coastal sections or in the winch launch type with the help of a towing winch . There are different starting techniques for this, which differ in the process. What they all have in common is take-off preparation: At the beginning, the pilot carries out a pre-flight check, during which, in addition to the spatial conditions of the take-off area (bumps, obstacles, point at which the take-off abort), he also checks the meteorological conditions as well as his paraglider, harness and rescue. Then the canopy is spread out in the direction of flight and the lines are (roughly) sorted. After the pilot has checked the handle and lock of the reserve parachute, he puts on the harness and closes the leg and chest straps. If not already done, he attaches the risers of the paraglider to the left and right carabiners of the harness. Immediately before take-off, the pilot uses the 5-point check (take-off check) to ascertain whether
- all straps and buckles are closed,
- all lines are exposed and not knotted,
- the paraglider is completely spread out and the leading edge is exposed,
- the wind conditions allow a safe take-off and flight and
- the airspace is free for take-off.
If all points are met, the start can take place.
Forward start
The pilot stands against the wind , the paraglider behind him, and slowly starts walking. By pulling the risers over the lines, the sail is filled with air and forms a wing with an aerodynamic profile and rises above the pilot. Now controlled braking, adapted to the wind conditions, ensures that the glider stops at the apex above the pilot. A check shows him that the canopy is completely filled and that no lines are tangled. Now the pilot accelerates further by running forward. From a speed (compared to the air) of approx. 20 km / h, the glider begins to carry and lifts the pilot into the air.
Pull backwards
Here the pilot stands with his face to the paraglider, the updraft at his back. By pulling on the front lines, the paraglider canopy begins to rise over the pilot as it does when taking off forwards. Once the canopy has reached the apex, the pilot has to turn in the direction of flight and can start running against the wind and take off as in a forward take-off.
This launch method makes it easier for the pilot to control the canopy ascent and make fine adjustments. That is why this technique is particularly recommended in stronger wind conditions. On the other hand, there is insufficient airflow to fill the canopy in weak winds - the pilot has to compensate for this by running backwards. The reverse start can also be carried out on the winch. Tandem pilots in particular often do this.
A special form of start is the “Cobra Start”. With this launch technique, the pilot places the paraglider at an angle of about 60 degrees to the wind direction and only pulls the leeward side of the canopy open. This reduces the wind force that acts on the surface of the screen. In very windy conditions, the pilot has the advantage that he does not have to fight the full force of the wind in the first inflation phase.
Winch launch
In contrast to the slope start , the pilot and paraglider are towed up with the help of a cable winch . There are two types of winch: the motorized roll-up winch and the roll-off winch, which is attached to a vehicle.
The reeling winch has a fixed position during the towing process and pulls in the rope while the paraglider rises until it reaches the release point. The length of the rope between the screen and the winch decreases continuously as a result of the winding process.
The unwinding winch is usually attached to the trailer coupling of a car, which drives away from the paraglider about 100 m away when the towing process begins. Shortly after the start, the winch begins to unwind the rope after exceeding an appropriately set tensile force. Due to the increasing rope length, the paraglider pilot can usually climb higher than when towing with the furling winch.
At the beginning, the start sequence looks similar to the forward start. After the pilot has pulled the canopy up to the apex, the pulling force of the rope lifts him off the ground. As soon as he has reached the maximum flight altitude on the rope, he can release himself from it manually using a tow release and fly on. For more details see main article winch launch .
Additional training is required for winch launch.
Taxes
The paraglider can be steered by shifting weight and using a right and left control line, also called brake lines , which are connected to the trailing edge of the paraglider via fan-shaped branches ( brake spider ). If the pilot pulls one of these control lines, the paraglider is braked on one side and steers in the direction of the braked side in a curve. Shifting the weight to the inside of the curve also supports the initiation of a curve. Long, flat turns can also be flown just by shifting your weight. Another possibility for steering offers the rearmost line level, which can replace the steering lines if necessary through moderate use.
Brakes
Pulling these control lines on both sides causes the aircraft to brake. This is particularly used when taking off and landing as well as to achieve the lowest sink rate . Another positive effect when braking is the greater stability of the paraglider canopy. Therefore, in turbulent conditions, the paraglider is usually flown "lightly braked".
However, an aircraft cannot be flown at will. Braking the paraglider too hard can lead to a stall on the wing profile. A stall , also called stall in English , suddenly causes the lift and propulsion to collapse. If the pilot does not react sufficiently, this can lead to an uncontrollable flight condition or a crash.
Accelerate
The pilot can influence the angle of attack of the paraglider by means of a foot-controlled cable system, the accelerator or speed system, which is usually connected to the risers by means of a Brummel hook , or trimmers operated by hands . By operating this device, the "cap nose" is pulled down. The smaller angle of attack to the inflowing air causes, due to the falling air resistance, not only the increased forward speed, but also a stronger sinking and increased dynamics of the glider in air turbulence. The risk of collapses increases.
When flying with folded ears , the angle of attack increases due to the higher air resistance of the canopy, which can then be compensated by actuating the speed system. The speed system has a stabilizing effect on this maneuver.
The accelerator is used to move faster, e.g. B. to be able to leave areas with sinking air masses (down winds ) quickly, so as not to be driven backwards in strong headwinds or to be able to fly over valley crossings faster. The increased forward speed also helps to scan an area faster for updrafts.
Turn it up, wind it up
Since the pilot and the paraglider are heavier than the surrounding air, the paraglider can only slide down to the ground in calm air. Active height gain is only possible with paragliders with propulsion ( paramotor ). As with gliders, however , these aircraft can gain height by taking advantage of updrafts . Both thermal and dynamic updrafts are used.
- Thermal updrafts are caused by temperature differences in the air masses. In pilot language, these are called bubbles (individual air packets), hose or beard - these are quasi-stationary rising air masses. For cross-country flying, updrafts under clouds are of particular importance. They arise from the condensation of rising moist air and can in turn suck in further air masses. With appropriate wind conditions, real cloud roads arise that can be flown off.
- The use of dynamic updrafts is called " soars ". Here, the wind currents are used to gain height, which are directed upwards by obstacles such as mountain flanks or cliffs .
The pilot can fly from one updraft area to the next. In addition to the density, intensity and height of the updraft areas, the wind strength , the gliding performance of the aircraft and the useful time of day are decisive for the possible flight distance . With appropriate application and combination of techniques, the pilot can stay in the air for hours. It is also possible to cover longer distances (see records ).
Thermal updrafts can be used for flying up to the cloud base , the base . According to German aviation law, it is permitted to fly in uncontrolled and controlled airspaces up to flight level FL100 (corresponds to 10,000 ft. Or 3,048 m above the standard atmosphere of 1013.2 hPa) without clearance from air traffic control . In high mountains such as the Alps , this limit is higher at FL130 (approx. 3,962 m) in order to enable a flight over the mountains below the cleared airspace. In the Swiss Alps, it is allowed to climb up to 4,600 m on weekends. For airspace C ("Charlie") above FL100 or FL130, clearance from air traffic control is required, which is usually not granted for paragliders due to the lack of transponders and radio devices .
Flight maneuvers and flight conditions with the paraglider
Various flight maneuvers can be carried out with a paraglider. They are taught as part of the basic training or in courses and help the pilots to control the flight attitude in almost every situation and also to be prepared for turbulent conditions during thermal flying .
This includes mastering the various flight conditions such as best glide, lowest sink, minimum speed, accelerated flight. It should also be possible to rectify the most important malfunctions such as side collapses, front collapses, deep stall . Mastering the descent aids is also important: accelerated flying (with associated increased sinking), big ears, spiraling, B-stall.
More maneuvers from the field of paragliding acrobatics are available for advanced skiers . However, aerobatics with air sports equipment is prohibited in Germany .
Land
Landing is naturally at the end of every flight. Many flight areas have explicit landing areas that are maintained and where wind direction indicators allow the air flows to be observed. With cross-country flights you leave the vicinity of the starting mountain. If there is no designated paraglider landing site nearby, the pilot looks for a suitable place for an outland landing .
A landing site can be assessed according to the following criteria, among other things: safety (no overhead lines , structures, fences, cable car cables or other sources of danger in the landing area), aerodynamic aspects (as freely flown as possible with an even, not too strong wind), proximity to settlements and other infrastructure (so that the return transport is made easier) and the nature of the soil (a mown meadow without obstacles such as bushes, tree stumps or walls is ideal ). Landings are not only possible on flat surfaces in the valley, but sometimes also on a slope (slope landing ) or on top of the mountain ( top landing ).
As soon as the pilot has come near the targeted landing site, he plans his landing plan according to the wind direction . Based on the procedures of "large" motorized aviation , a landing revolt is usually flown to land . This landing division has a U-shaped flight path and consists of
- Position circle
- Position laterally offset to the planned landing point, to reduce altitude through circles
- Counter approach
- The flight path leads away from the landing point parallel to the planned final approach
- Cross approach
- (extended) transition to final approach
- Final approach
- Alignment and approach of the actual touchdown point; Faced against the wind in order to keep the speed of the paraglider in relation to the ground as low as possible.
At the landing point, the pilot touches down on the ground with a running movement or even standing. The targeted reduction in altitude can be controlled by varying various elements: You can fly more or less position circles, lengthen or shorten the counter-approach and the transverse approach, lengthen or shorten the trajectory of the descent by using the brake lines and increase air resistance by straightening the body . During the entire landing process, the targeted landing point is regularly targeted in order to recognize necessary corrections to the flight path at an early stage. With this classification, a precise landing can be prepared well. Other pilots on the approach can easily estimate the flight path of the other due to the regulated procedure.
Another method is to reduce altitude by flying S-loops in the landing direction ( aft ). This method is mainly used in strong winds in order not to be drifted off the leeward side of the landing site.
At landing sites with a higher frequency of traffic, there are often additional regulations that are intended to increase the safety of the pilots, e.g. B. Separation of the landing area into paragliding and hang-gliding areas, special approach directions and other instructions such as clearing the landing area quickly and packing the aircraft in dismantling zones at the edge.
hazards
Due to the constant improvement in safety standards, paragliding is no longer considered a risk sport by many insurance companies, in contrast to certain trend sports. It is therefore covered by normal accident insurance in Switzerland, for example . In Germany and Austria , however, many insurance companies still have to pay surcharges.
The accident analyzes published annually by the German Hang Glider Association (DHV) and individual contributions also show that the risk involved in paragliding depends largely on the competence and attitude of the individual pilot. That is why device science and meteorology are important areas of training. Possible dangers and their detection are also regularly discussed in the publications of the national associations:
- A major danger is the collapsing of the load-bearing canopy in the air. Because it consists only of cloth and linen and has no rigid shape-retaining components, can violent turbulence to a partial or even complete stall lead to rapid loss of height. In contrast to other aircraft, however, this does not lead to equipment damage, but only to temporary deformation of the canopy. Smaller of these collapses can be caught by the pilot in the early stages by means of an adapted flight style, in which the flight is flown with a slight brake to stabilize the canopy . A well-considered flight route selection is also helpful to avoid turbulent areas.
- A pilot should be informed about the meteorological conditions during his flight. This includes knowledge of wind strength and direction of supra-regional wind currents as well as local wind conditions, such as valley winds . Otherwise it could drift into the turbulent areas of the lee side of a mountain or other obstacle. It is also important to keep an eye on the development of thermals . This includes carefully studying the relevant flight weather reports before the flight and continuously monitoring the situation during the flight. Failure to observe this may result in the paraglider pilot being sucked into a cumulonimbus cloud or surprised by strong gusts caused by the outflow of cold air from such clouds. Do not start in doubtful conditions.
- Obstacles such as power lines or unmarked ropes on a cable car can pose a risk to the pilot, as they are difficult to see from the air.
- Collisions with other aircraft are rare. There are internationally established pre-flight and avoidance rules for this . In addition, the FLARM collision warning system , which is widely used among glider pilots, is also available for paraglider pilots . In small-scale updrafts when hanging soaring or when flying together in a thermal a lot of attention and mutual consideration of the pilots is required in order to avoid collisions.
- Running waters and invisible currents in the sea and in lakes are also dangerous . Pilots are therefore sometimes advised to carry easily accessible and secured seat belt cutters with them. You can free yourself from your glider faster with separating carabiners (so-called quick-outs ); However, this is only recommended after detailed instruction, as quick-outs themselves involve dangers.
Accidents in numbers
The numbers of reportable accidents by German pilots that have occurred worldwide.
- Blue: Accidents and disruptions by German pilots at home and abroad.
- Red: accidents with fatal outcome for German pilots at home and abroad.
The number of paraglider pilots organized in the German Hang Glider Association rose from almost 20,000 in 1997 to around 26,000 in 2008 to a little more than 35,000 in 2016.
Education, license and legal framework
In most countries of Europe and North and South America an education with final license is required for paragliding. This training is checked by a government agency or an examination center designated by it and the flight license is issued. The training usually takes place at a flight school.
Compared to other aviation sports, entry into paragliding is inexpensive: training and complete used equipment cost around 2,500–4,000 euros or around 5,500 euros for new equipment.
First steps are taken under the supervision of a flight instructor on a practice slope. After a basic briefing, the ground handling and take-off of the glider and the basic control maneuvers for the first hops are practiced. Then the training begins with the high-altitude flights . High-altitude flights are defined differently depending on the country.
Germany, Austria
Germany and Austria have adapted the training guidelines to one another. For example, the German pilot's license for air sports equipment drivers and the Austrian paragliding license are recognized in the other country or can be rewritten without further testing.
Basic and high-altitude flight training
The minimum age to start training in Germany is 14 years, although the final pilot's license test can only be taken from the age of 16. In Austria, the training including the examination can take place from the age of 15.
After three to seven days of practice and about 20 flights with an altitude difference of between 40 and 100 meters between the take-off and landing site, you can receive a learning card that entitles you to fly independently with a flight assignment from a flight school.
The next step is high-altitude flight training with theoretical training in the subjects of aviation law , meteorology , equipment science and behavior in special cases in the amount of 20 lessons and 40 flights with various exercises in the practical part. Under the supervision of two flight instructors, the difference in altitude is gradually increased to over 500 meters. A total of 30 flights with an altitude difference of at least 300 m and 10 flights with a difference of at least 500 m are required. After passing the theoretical and practical test, the pilot receives the limited pilot's license for air sports equipment drivers (Germany) or the basic authorization for paragliders (Austria). The old names of these authorizations are still often heard: A-license (Germany), special pilot license or “SoPi” for short (Austria). With these licenses, the pilot can take off from a launch site and land on one of the associated landing sites.
Cross country flying
After in-depth training in the subjects of navigation , aviation law , and meteorology , the theoretical test for an unrestricted pilot's license (Germany) or an overland permit (Austria) can be taken. It should give the pilot the equipment for cross-country flights. In the past, this authorization was called the B license . For this extension of the license, an additional 20 solo flights, confirmed by a flight school, must be completed, which have an altitude difference of more than 500 meters and 10 of them have a flight time longer than 30 minutes. Flight exercises and an overland flight of 10 kilometers under the supervision of a flight instructor are also part of the practical training. With the certificate then acquired, the pilot can officially carry out cross- country flights to any landing site (including landings ).
Flight areas
In Germany, all take-off and landing sites must be approved by the German Hang Glider Association as the representative authority. They are then run by local aviation clubs or flight schools. In some flight areas, due to local conditions, an unrestricted pilot's license is mandatory.
In Austria, take-off sites do not require official approval, but permission must be obtained from the owner or lessee. For areas that fall under the Forest Act, there are different legal opinions as to whether starting with a paraglider is part of public forest law or whether a permit must be obtained for it. Most clubs or flight schools take care of maintaining the site and acquiring the rights of use for the take-off and landing sites. External landings do not require a permit, but it is advisable to use the designated landing areas.
In Switzerland, France, but also in Australia or the USA, the consent of the property owner is sufficient. In mountain areas, this is usually regulated by the local municipality as the owner. In any case, it is customary to ask people who are familiar with the area when planning your flight.
Tandem flying
To fly with a passenger , the pilot needs additional training. In addition to an entrance test, flights with a flight instructor and other pilots, and a test flight, additional theoretical training is required.
Passengers do not need any training and receive precise instructions from the pilot before take-off.
Flight instructor training
For prospective flight instructors, a special training with a two-part entrance test is set. The candidate has to demonstrate above-average ability in theory and practice. In addition, in the theoretical entrance test, the exams for the limited (A license) and the unrestricted (B license) paragliding license must be taken in a shortened time of 140 minutes (instead of 210 minutes). In the practical entrance test, the examinee demonstrates careful and controlled control of the wing in various flight exercises and in behavior in special cases (e.g. collapses). If the examinee passes the entrance test in front of an examiner, he is approved for the flight instructor assistant training and goes through the flight instructor assistant course, which ends with a training sample. As a certified flight instructor assistant, the necessary instructor experience must be acquired in a flight school internship under flight instructor supervision before the final flight instructor course is completed. The flight instructor course concludes with a theoretical and a practical exam before a selection committee.
Insurance
In addition to a valid license, every pilot must also be able to show liability insurance to practice this air sport , which expressly covers damage caused by paragliding (e.g. damage to the ground, power failure, personal injury to third parties). In addition, flight accident and rescue insurance is recommended.
Youth promotion
Since the training to become a paraglider pilot in Germany only begins at the age of 14 and cannot be completed until the age of 16 at the earliest, there are comparatively few underage pilots in the legal sense. Nevertheless, the German Hang Glider Association (DHV) has been providing a budget for youth development since 2001, which is administered by the Youth Commission. This uses the funds to support paragliding and hang-gliding-related projects that are carried out by other organizations such as schools and clubs. There are also direct offers for young pilots up to the age of 28, mostly in the form of events with a tent camp character. The focus is on having fun flying together and making the event affordable. In Austria, youth development takes place instead by subsidizing the acquisition of licenses by the Austrian Aeroclub (ÖAeC). Members under the age of 19 can apply for this grant.
Switzerland
High-altitude flights that are eligible for training in Switzerland must have an altitude difference between the take-off and landing site of more than 300 meters.
At the same time, the theoretical training, divided into five areas, takes place, which must be completed with an examination . This concerns material and weather knowledge , flight instruction and practice, as well as the relevant legislation . The theoretical exam is followed by the practical exam, in which, within a maximum of three flights, you have to demonstrate control of the aircraft at take-off, defined flight maneuvers and landing on target within a specified 30-meter circle.
After these two tests, which the Swiss Hang Glider Association carries out on behalf of the Federal Office of Civil Aviation , you can fly a single-seat paraglider in Switzerland without any restrictions in terms of take-off, landing or flight distance. A further, strict test is only necessary for Biplace paragliders.
The theoretical and practical training as well as the exams can be completed in one of the official languages German, French or Italian. The license, issued by the Swiss Confederation ( called Brevet in German-speaking Switzerland ) is unlimited and bears the title
- Hang glider ID
- License de vol libre
- License per aliante da pendio
- Hang gliding license
Liability insurance is required to practice aviation. Foreign guest pilots must contact their insurer to ensure that their insurance also covers flights in Swiss airspace and that the guarantees (e.g. cover for damage to third parties) are sufficient. The Swiss Hang Glider Association also offers 30-day insurance.
In Switzerland, only the consent of the landowner is required to be able to take off with a paraglider. Here, too, take-off and landing sites are mostly looked after by local clubs or flight schools. Mountain railways often organize the take-off and landing sites.
Italy
The training to become a paraglider pilot corresponds to that in Austria. However, there is no division of the license into basic authorization and intercity authorization. The training period for this usually extends over six months or longer.
In order to fly, every pilot must be able to show a medical certificate for fitness to fly and flight insurance in addition to his pilot's license. Take-off and landing areas are usually managed by local flight clubs, which usually charge a user fee. As a member of an aviation association or club, you receive a general permit for the flight area. Even if many foreign pilots do not know this, there are very strict legal rules. In Italy, for example, it is a legal obligation to carry a so-called “Nulla Osta” (clearance certificate) for sport flying from the respective government commissioner if you have not yet completed flight training. Accordingly, flight training for non-Italians is not officially allowed. Nevertheless, there are some (German) flight schools that carry out their training in the South Tyrolean mountains. This can have far-reaching consequences in the event of an accident or other incident.
France
In France the motto is “vol libre”, translated as “free flight”. Training regulations and licenses are not required, but recommended.
Motorized paragliders, however, are considered to be ultra-light aircraft (Ultra légère motorisée) and therefore require an aeronautical pilot's license with:
- Theoretical and practical training as “Pilote d'ULM” with the qualification “Parachutes motorisés”.
- A type certification of the aircraft used.
- Approvals and licenses for carried radios.
In contrast to Germany, there is no general airfield requirement . The consent of the landowner is necessary on private land, otherwise the insurance company can reject any liability and the landowner can demand compensation from the owner for land damage after observing a take-off or landing in the field.
Since France has an extensive network of low- level airspaces that are used by the military for low-level flight training and for flights with unmanned aerial vehicles, caution is required. Some of the restricted areas are also active on weekends and at night and generally extend to around 800 feet (244 meters ) above ground. It is not advisable to fly the paraglider in the band between this airspace and the altitude profile during operating hours. Every airspace user in France is obliged to obtain information in advance about airspace restrictions, NOTAM and aviation weather forecasts .
Other countries
With a valid pilot's license and an IPPI card ( english International Pilot Proficiency Information Card ) of the Fédération Aéronautique Internationale (FAI) is possible paragliding in almost all countries.
In some countries, similar to France, no licenses are required, but proper training is required to practice the sport. The flight schools are happy to follow the guidelines and training regulations of other countries. In addition, in many countries, unlike in Germany, paragliders are not required to be airfields , but the landowner's consent is usually required for take-off. Usually flight schools or clubs, in many places also mountain railway operators or tourism associations, take care of the maintenance of the grounds.
competition
The Paragliding is in various disciplines applied and under the supervision of the FAI performed:
- Cross country flying has established itself as a classic discipline . In addition to internal, regional and national competitions, international competitions are held here (see Paragliding World Cup , Paragliding World Cup and Paragliding Grand Prix ). In addition to these organized events, it is also possible to take part in online competitions (see online contest ).
- A less common classic discipline is precision landing. Here the attempt is made to land as close as possible (in the cm range) to a given point. The first World Cup took place from August 12th to 19th, 2000 in Middle Wallop ( United Kingdom ).
- Paragliding acrobatics is a more recent competitive discipline in paragliding . A world championship was established in 2006. Competitions are held both individually and in teams of two.
There are other competitions that are not run under the supervision of the FAI:
- In bivouac flying, a long distance is covered over several days simply by paragliding or on foot: the Red Bull X-Alps and X-Pyr are established competitions in this discipline .
- A “competition” of a completely different kind is the Coupe Icare , which takes place annually in Saint-Hilaire in France. Awards will be given to the best disguises and the most unusual ideas. In 2006, for example, a converted duck flew on a paraglider.
With cross-country flying and precision landing, the FAI applied paragliding (as one of a total of 26 sports) for inclusion in the Olympic program for the 2020 Summer Olympics in Tokyo . However, the FAI did not make it past the first application phase.
For known paraglider pilots in these competitions see the list of known paraglider pilots .
For world champions in stick flying see the list of world champions in paragliding .
Records
- The official world record in cross-country flying is 564.3 km and was flown on October 13, 2016 by the Brazilian pilots Donizete Baldessar Lemos, Rafael Monteiro Saladini and Samuel Nascimento. All three flew the route from Tacima to Paraíba (Brazil). The record was broken several times in October 2019, the new records of the Brazilian pilots Marcel Prieto, Rafael de Maraes Barros and Rafael Monteiro Saldadini (each 582.00 km) have already been handed over to the FAI and are currently being examined. The current world record for women was set on October 12, 2019 by the Swiss Yael Margelisch with 531.8 km.
- The current European record is 429.2 km and was flown on June 29, 2015 by the Ukrainian Bogdan Bazyuk in Vetrovka .
- The current altitude record (gain of height) was set on January 6, 1993 by the British Robbie Whittall , who made up 4,526 m in South Africa through thermal alone.
- The current European altitude gain record is 3,469 m and was set on June 10, 2014 by Burkhard Martens on a flight from Brauneck in Germany.
- The FAI does not set an absolute height record.
The Austrian Michael "Mad Mike" Küng , who jumped his paraglider from a balloon at an altitude of 10,100 m in April 2004, holds a different altitude record .
fascination
The motorless, nature-friendly air sport exerts a great fascination, as it fulfills the "dream of flying" on its own in a game with the forces of nature. Some pilots even speak of a “potential for addiction”, but this is mostly based on a confusion with “passion for flying”. Paragliding is the easiest way to get a bird's eye view of the world. This applies both to trained pilots and to a passenger flying with them in a biplace (tandem glider).
Most pilots justify their hobby with the immediate proximity to nature , without feeling the wind in their face around them, without “sheet metal and glass”, and letting themselves be carried silently up into the air by the power of nature.
This sport also offers them different facets: some are content with simple gliding over the landscape in winter or in the calm morning air. Others prefer "sportier" conditions in thermals to go " on track ". Still others love the puristic bivouac flying or find their field of activity as paragliding acrobats .
Other reasons given by avid paraglider pilots are:
- You can experience the third dimension with comparatively little technical and financial effort .
- The environment is flying in this form by emissions impaired.
- Take-off and landing areas require little space - a small (best mowed) meadow is sufficient for take-off and landing .
- The aircraft is easy to transport - when folded, ordinary equipment has the volume of a somewhat larger backpack and weighs around ten to eighteen kilograms. So the aircraft can be carried to any location.
- Even less athletic people can learn and practice this sport .
- You can do this hobby alone or in a club . There are around 350 paragliding clubs in Germany, over 100 in Switzerland and 90 paragliding clubs in Austria, which take on the organization of the airfields and social activities.
Paragliding does not require a head for heights . People who are not free from giddiness report that they no longer have the feeling of being able to fall when they are clamped in the harness, for example when they are free standing on the edge of a terrain. The body is suspended from two shoulder straps in the chest area a little above its center of gravity and is therefore in a stable position of equilibrium with respect to the three axes of rotation . These straps and the upward diverging lines represent the direction of the suspension forces. By running through the pilot's field of vision, they provide an optical anchor for the sense of balance. Balancing as when standing is not necessary.
Passenger flying
In principle, two flights under a paraglider are also possible. The pilot and his passenger sit in front of each other in their own harness and are connected to the glider by a tandem spreader. All flight maneuvers can be flown with a passenger, even acrobatic flight is possible. By sitting in front of each other, the passenger can also take control of the steering lines and control the flight if necessary (but prohibited in Germany and Austria).
In contrast to the " tandem jump " in parachuting, paragliders speak of a "tandem flight" in their sport.
Paragliding and the environment
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Paragliding itself is a natural and environmentally friendly sport, as it does not produce any noise or emissions.
The start requires a safe take-off place at high altitude and suitable winds. Longer individual flights require updrafts, whether on the rise in terrain or due to warming. If the weather for the flight is suitable or only to be expected, the suitable take-off site must be reached promptly with - today only about 15 kg of equipment plus cold protection clothing. This is usually done by individually using a car , sometimes also by using a cable car up a mountain. The transfer of the pilot from the landing site back (to the car) is again car-intensive, sometimes by taking a ride or hitchhiking. Mobile telephony and cooperation between the pilots and with their supporters make the necessary logistics easier. The typical car energy consumption, space requirements (parking on the mountain), pollutant emissions and noise are associated with it. Small sections of the route are covered on foot with a heavy backpack, return journeys from long distance flights sometimes also using public transport .
Many hunters and landscape protection authorities are critical of paragliding. There is disagreement over the question of whether wild animals are disturbed in their natural habitat. The most frequently used argument is that red deer and ibex believe that the large flying devices are birds of prey and therefore flee. A long-term and independent scientific study by the University of Bern on Augstmatthorn in the Bernese Oberland has shown that certain problems do exist for the leisure society as a whole, but that aviation sports make up very little of it. Here, hikers , mountain bikers and other alpine leisure activities put far greater pressure on the behavior of the animals due to their proximity. Further studies on behalf of the German Hang Glider Association confirm this.
It can be assumed that animals in and around flight areas have a habituation effect, comparable to city pigeons in the middle of traffic. In contrast, the animals are more easily frightened in areas with little or no flown. The pilot therefore has a special duty of attentiveness, especially on cross-country flights.
According to various experience reports, birds of prey do not seem to see circling paragliders, hang-gliders and gliders as a threat outside of the breeding season and away from their clumps. Again and again there are common flights in the same upswing. When parahawking , birds of prey are trained to accompany the paraglider pilot over longer distances.
Similarities and differences to related air sports
Skydiving
Parachutes are most similar to paragliders in terms of appearance and perception for the layperson. Nevertheless, the two sports are fundamentally different: While the parachute is "only" a means of getting from free fall to the ground without damage, the paraglider also offers the option of horizontal or upward movement. Likewise, paragliders (with the exception of acro pilots) do not jump out of an aircraft, but approach on an inclined surface and let themselves be lifted into the air by the aerodynamics of their paraglider. This is one of the reasons why the term “paraglider” is not appropriate or common in paragliding.
Base jumping is counted as parachuting, even if it is sometimes essential to get away from the take-off base and to a suitable landing point by horizontal movement - already during the jump and also during the time on the parachute.
Hang gliding
Hang gliders , also known colloquially as kites, allow a foot launch from the mountain like paragliders, but are spanned by rods. Their development was similar, but preceded the paraglider by about twenty years. They differ considerably in their design and control. The kite wing is self-supporting and is assembled from an elongated package measuring several meters before the flight. It is controlled by shifting the pilot's weight. While sitting in a paraglider harness or lying on your back, kite pilots usually lie flat on their stomach. Pilots speak of the flight feeling of a bird . Other differences are the significantly higher airspeed , the better gliding properties and the associated lower sensitivity to turbulence and strong winds . There is no risk of the wing collapsing with hang gliders. Because of the longer slip-off distance, they require significantly more space for landing.
Despite these differences, hang-gliding is seen by many pilots as the most closely related type of flying to paragliding, which is also reflected in the fact that both groups are usually organized in a common national association.
The boom in paragliding between 1990 and 2000 coincided with a decline in hang gliding of a similar magnitude. The reasons are the easier handling on the ground and the less effort involved in transporting the paraglider.
Gliding
Also gliders use the thermals as the pilot of the aforementioned aircraft. However, gliders differ in their more complex design and control using elevator , rudder and ailerons . Their performance data in terms of flight speed, gliding power and flight distances are significantly better than those of paragliders. On the other hand, with these it is easier to use even weak slope updrafts and narrow, spatially limited thermal beards.
Gliders are usually relatively well instrumented and therefore occasionally receive clearances for airspace C above FL100 (or FL130, see above). You can then also take advantage of fast high winds and updrafts such as foehn waves up to heights above 5,000 meters.
Speed flying
Speed flying or speed riding emerged from paragliding. Speed flying is mainly used in the thermal season, e.g. B. Winter or operated in strong wind conditions. Paragliders with a small area (8–14 m 2 ) and thus a higher wing loading and the resulting higher flight speed are used - 60–120 km / h can be achieved.
Associations
- German Aero Club eV (DAeC)
- German Hang Glider Association V. (DHV)
- Swiss Hang Glider Association (SHV)
- Austrian Aero Club (ÖAeC)
literature
- Toni Bender, Peter Janssen, Klaus Tänzler: Paragliding for masters . 5th edition. Nymphenburger, Munich 2003, ISBN 978-3-485-00998-0 .
- Klaus Irschik: Paragliding - Safety and Accident Prevention . 1st edition. Motorbuch Verlag, Stuttgart 2011, ISBN 978-3-613-03222-4 .
- Peter Janssen, Karl Slezak, Klaus Tänzler: Paragliding - theory and practice . 15th edition. Nymphenburger, Munich 2007, ISBN 978-3-485-01111-2 .
- Urs Lötscher, Thomas Zeller: Paragliding - material science, flight theory, meteorology, flight practice, legislation . 6., completely revised Edition. Küssnacht: Volair, Affoltern am Albis 2006, ISBN 978-3-9520535-0-8 .
- Burkhard Martens: The thermal book . 2nd Edition. Thermikwolke, Gaißach 2007, ISBN 978-3-00-023282-4 .
- Burkhard Martens: The route book . 1st edition. Thermal cloud, Gaißach 2007, ISBN 978-3-00-020067-0 .
- Michael Nesler, Gudrun Öchsl: Nest escape . 1st edition. Professional Flying Team, 2007, ISBN 978-3-00-023278-7 .
- Toni Schlager: Paragliding - practical knowledge for beginners and professionals about equipment, flight technique and cross-country flying . Bruckmann, Munich 2017, ISBN 978-3-7654-5778-4 .
- Thomas Ulrich, Rasso Knoller, Claudia Frühwirth: Paragliding . Steiger, Augsburg 1999, ISBN 978-3-89652-166-8 .
Web links
- DHV - German Hang Glider Association e. V.
- SHV / FSVL - Swiss Hang Glider Association
- ÖAeC - Austrian Aero Club
swell
- ↑ Flight operations regulations (FBO) for hang gliders and paragliders. (PDF (22 kB)) DHV, December 23, 2015, accessed on April 15, 2019 (in accordance with Section 21a, Paragraph 4 LuftVO, Section I, Item 10).
- ↑ First aid kit. DHV, accessed on August 25, 2017 .
- ↑ Peter Cröniger: Moving forward step by step . In: DHV-info . No. 224 , July 2020, p. 40-49 .
- ↑ §14 LuftVO - single standard. Retrieved on August 25, 2017 (Paragraph 1): "[...] Aerobatics with aerial sports equipment are prohibited."
- ↑ Piloten Report: The right occupational disability insurance for pilots. DHV, accessed on April 15, 2019 .
- ^ Karl Slezak: Paraglider accident analysis. In: DHV-Info. 141 (2006) and DHV-Info. 142 (2006) pp. 46-54
- ↑ Karl Slezak, Volker Schwaniz: Accident reports the German Hanggliding Association. In: dhv.de. DHV, accessed on June 4, 2018 .
- ↑ Klaus Irschik: Human risk factor. In: DHV-Info. 140 (2006) pp. 36-41
- ↑ Flytec website about the installation kit of FLARM modules in Varios for paragliders. Retrieved March 28, 2017 .
- ↑ FAT 201 - FLARM for paragliders and hang gliders. (No longer available online.) Archived from the original on June 8, 2017 ; accessed on May 26, 2019 .
- ↑ Accident report (fault report). DHV, accessed on April 15, 2019 (accident definition of the German hang-glider association).
- ↑ Karl Slezak: GS-UNFALLANALYSE 2017. (PDF (1.6 MB)) DHV, accessed on December 11, 2018 .
- ↑ DHV-Info 206, accident analysis paraglider , p. 34.
- ↑ Background information on hang-gliding and paragliding (numbers, facts and more). (PDF) Deutscher Hängegleiterverband eV, October 15, 2008, p. 5 , accessed on March 9, 2017 .
- ↑ DHV: Who can fly? DHV, accessed on August 25, 2017 .
- ↑ Ordinance of the Federal Minister for Transport, Innovation and Technology on civil aviation personnel (Zivilluftfahrt-Personalverordnung 2006 - ZLPV 2006). according to § 3. Accessed May 30, 2016 .
- ↑ Training for passenger flight authorization. DHV, accessed on April 15, 2019 .
- ↑ Training to become a paraglider flight instructor. DHV, accessed on April 15, 2019 .
- ↑ DHV Youth - About us. Retrieved April 24, 2017 .
- ↑ DHV Youth Events. Retrieved April 24, 2017 .
- ^ Austrian Aero Club - Funding. Retrieved April 24, 2017 .
- ↑ Paragliding and hang-gliding abroad. dhv.de, accessed on March 8, 2014 .
- ↑ IPPI Card. fai.org, accessed November 20, 2017 .
- ^ 1st FAI World Paragliding Accuracy Championship. fai.org, accessed June 7, 2018 .
- ^ Coupe Icare 2006. dhv.de, accessed April 15, 2019 .
- ↑ Paragliding: An Olympic Sport. fai.org, June 12, 2015, accessed June 7, 2018 .
- ↑ Dream of Seeing Air Sports at Olympic Games Postponed. fai.org, June 22, 2015, accessed June 7, 2018 .
- ↑ FAI Record ID # 18027. October 13, 2016, accessed November 20, 2017 .
- ↑ Flight detail Donizete Lemos. October 13, 2016, accessed November 9, 2016 .
- ↑ FAI Record ID # 18028. October 13, 2016, accessed November 20, 2017 .
- ↑ Flight detail Rafael Saladini. October 13, 2016, accessed November 9, 2016 .
- ↑ FAI Record ID # 18029. October 13, 2016, accessed November 20, 2017 .
- ↑ FAI Record ID # 19123 - Marcel Prieto (BRA). October 14, 2019, accessed October 16, 2019 .
- ↑ FAI Record ID # 19125 - Rafael de Moraes Barros (BRA). October 14, 2019, accessed October 16, 2019 .
- ↑ FAI Record ID # 19127 - Rafael Monteiro Saldadini (BRA). October 14, 2019, accessed October 16, 2019 .
- ↑ FAI Record ID # 19133 - Yael Margelisch (SUI). October 15, 2019, accessed October 16, 2019 .
- ↑ FAI Record ID # 17588. June 29, 2015, accessed November 20, 2017 .
- ↑ Flight details on the European record. June 29, 2015, accessed September 16, 2016 .
- ↑ FAI Record ID # 5. January 6, 1993. Retrieved November 20, 2017 .
- ↑ Record list (German records) , Deutscher Hängegleiterverband eV (DHV)
- ↑ Ines Sattler: Mike Küng tops the height record with a paraglider. May 3, 2004, German Hang Gliding Association (DHV)
- ^ Siegbert A. Warwitz : Flying - the fulfillment of a dream. In: Ders .: Search for meaning in risk. Life in growing rings. 2 ,. exp. Ed., Baltmannsweiler 2016, pp. 86–97
- ^ Siegbert A. Warwitz: Addiction or Passion? In: Ders .: About the meaning of the car. Why people face dangerous challenges. In: DAV (Ed.) Berg 2006 . Munich / Innsbruck / Bozen 2005, pp. 96–111.
- ^ Associations in Austria. Retrieved August 25, 2017 .
- ↑ DHV paragliding and hang-gliding in Germany: passenger flights. Deutscher Hängegleiterverband eV, accessed on August 25, 2017 .
- ↑ Profile of the University of Bern's project on wildlife and the leisure society ( Memento from December 9, 2008 in the Internet Archive )
