Speed system bars
A speed bar is a simple system consisting of lines attached to the A risers (and sometimes to others) that thread through two pulleys attached to the harness and a bar which the pilot can press with his feet. A return to normal flight mode is achieved automatically by letting up on the bar. The aim of the system is to shorten the length of the A risers and a bit less the length of B and sometimes C risers. As we shall see in the section on aerodynamics, such operations will alter the wing's angle of attack and the canopy will fly faster.
Ten kilometers per hour (6 mph) is the extra speed attained. While faster speeds can be achieved, the wing is more susceptible to collapses. Thus, though simple to use, the speed bar system is not always safe unless a few points are borne in mind:
1. Simultaneously using speed bar and brakes means performing two opposing commands.
Therefore, it simply will not work safely. Some test pilots use full acceleration and braking to minimize the speed. The result from this action is that the wing's aerodynamic shape is dramatically changed and the paraglider moves vertically downwards. Such practices prove dangerous. Attempt this only over water.
2. Speed can be adjusted by applying pressure on the speed bar but the foldability of the wing should concern us when we are close to the ground, in turbulence and in thermal conditions.
Appropriate use of the speed bar here is imperative. During beginner instruction, the gliders used are not vulnerable to collapses and speed bars are not used. In contrast, the issue is an important one in competition, though pilots are experienced enouph to be able to deal with it.
Make sure your harness is set up properly.Your speed line should run from your riser down through a pulley stitched to the harness, and then out via another pulley to your feet.
To be able to use the full speed range of your glider you may have to shorten your speed bar cords or add a ladder system. Many ladder systems can be set up so that `legs straight' on the lowest bar is around half speed in the accelerated speed range thus good for cruising into gentle winds. The second bar is only used to get you up to maximum speed on the rare occasions where it's both practical and safe to do so.
Arrange your speed system so you can access it without taking your hands off. Try pulling the top bar almost tight to the base of your seat and then leaving a loop hanging down to hook your heel in.
Richard Gallon uses full brakes and speed bar to land vertically. Do not attempt this ...
Remember
With the speed bar almost every glider is more susceptible to deflations during accelerated flight due to the decrease in angle of attack. In addition, the extra speed you are carrying into the collapse means the wing reacts far more violently. During DHV testing almost every glider pulls its highest grades during the accelerated tests, and even very safe wings react faster when collapsed on the speed bar.
For these reasons you should only consider using the speed bar when you have enough height to recover from a major collapse.
Trimmers
Many paragliders contain trim systems which allow progressive length modification of the rear risers. Thus the angle of attack of the wing can be altered to modify speed, hence the terms "slow"
and "fast" trim. Trim systems or "trimmers" are usually positioned on the rear risers (D) when the paraglider has four risers, or on the (C) risers when the paraglider has three risers. The trimmers modify the riser where they are attached as well as the next one forward. The reasoning behind trim is identical to that of the speed bar, except that operations are done manually and on a more frequent basis. A wing flying on fast trim (with trimmers set for maximum speed) is more vulnerable to collapses, and even more so when the trimmers are asymmetrically open.
Glossary
Slow trim = Trimmers set for normal speed.
Fast trim = Trimmers set for maximum speed.
V min = Minimum speed before the wing loses its capacity to stay airborne. Achieved via brakes
without the use of a speed bar or trimmers.
V max = Maximum speed via speed bar and trim provided the specific paraglider has been thoroughly tested with them.
V trim = Flying speed without the use of brakes, speed bar or trimmers.
I personally feel that trimmers are not always safe, either through the pilot's negligence at not having them symmetrically applied, or because of self-opening due to turbulence. Their numerous advantages nevertheless mean they cannot be dismissed.
Carabiners
Carabiners are rings or loops usually made from steel or aluminum alloy and very resistant. They allow attachment and detachment of lines or webbing through a springing gate. Due to ease of handling and stylish look, aluminum carabiners are preferred though they are more vulnerable on impact than steel. Strength should always be stamped on the carabiner. Very rarely do pilots make use of dual carabiner for the sake of safetypractically not necessary. Avoid using chrome plated carabiners.
The carabiners should be turned inward and secured by tightened screws or auto lock. Special carabiners can swiftly release the risers, the speed system and consequently the wing as well in the event of an emergency when a steerable reserve parachute is thrown.
If you lose one carabiner you will partially fly without control, because you will fly with the half of your wing. Immediately deploy your reserve parachute.
Small Carabiner attached to risers and Bigger carabiner attached to harness.
Harness
A harness is linked to the wing by the large carabiners at the lower end of the risers. Like canopies, harnesses also receive stamps of approval from certification agencies to ensure consumers. All certified harnesses are considered safe as tested. Having said that, there are occasions where problems, large and small, have occurred. Choose an approved harness.
A wide range of harnesses exists on the market, which vary in comfort, stability and wind resistance. Three types of harness have managed to dominate the market:
1. Standard with three webbing belts, one for the chest and one for each leg.
2. Cross-braced with two chest webs fastened crosswise and two for the legs.
3. The single-point restraint (ABS) harness introduced by Supair.
On the cross-braced, there are two chest webs fastened crosswise while the ABS features a single chest web with crosswise supports on both sides, and subsequently it is the most popular.
Every manufacturer makes recommendations for its own harness and determines the spacing between the carabiners. This distance is roughly 40 cm (16 in.) from the center of the left carabiner to the center of the right one. Designers often use different distances between carabiners depending on the performance of the canopy: for normal paragliders this distance measures 38 cm whereas for competition paragliders it measures 42cm (16,5 in.).
The nature of the harness also has to do with the carabiners' height above the seat. The smaller this distance is the more the canopy is activated by pilot's commands bringing at the same time the movements of the canopy more sharply to the pilots body.
Harnesses typically have storage and carrying capability for necessary or useful in-flight equipment.
Back protectors, side protector devices, reserve parachute, speed bar, waterbag, VHF, camera, transit bag, compass, GPS, and camelback (portable water bag) can all be fitted onto the harness.
Description of harness and Back protector