Pocket Aviation

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Photo by GeorgeX @ Maroko

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Preface to pocket aviation by Dennis Pagen

I first met Panayiotis Kaniamos in 1998 on one of my numerous trips to Greece. I was immediately struck by his love of

paragliding and his determination to share his extensive knowledge of the sport with his fellow pilots. He soon showed the Greek version of Pocket Aviation to me.

Even with my limited knowledge of the Greek language, I immediately could see the quality of the book and the professionalism of the layout and illustrations. It appeared that Panayiotis had come up with a good book that his countrymen could use as a learning (and teaching) tool.

When Panayiotis introduced the idea of an English translation of his book and a companion CD, I was happy to see that he wished to expand on the reach of this product through a different language

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and the widespread CD media.

We jumped at the chance to publish it and bring it to a wider audience. Panayiotis’unique perspective and his extensive research combine to render this book one of the best introduction book to the beautiful sport of paragliding.

I wish you all the best in your quest for adventure in the air. With safety in mind and this book-CD set as a guide, you are

sure to expand your horizons.

Dennis Pagen

Dennis Pagen has been writing about sport aviation hang gliding, paragliding, ultralights and

weather since 1975.

He has written 15 books and over 400 magazine articles, all related to flying for fun. There doesn't seem to be an end to this activity, for as the sports continue to evolve, new techniques and

experiences demand definition. His various training manuals are used widely all over the world. Within his involvement the United States Hang Gliding Association (which also includes

paragliding) Dennis wrote the USHGA Instructor's Manual and helped develop many of the training and rating programs.

After expanding his interest to ultralights in 1979, Dennis chose to take up the lightest and newest aviation sport in 1989. Paragliding was a great addition to his flying experience. Dennis strives for any new aerial experience today. His further activity in flying consists of designing light aircraft, instructing and running meets as well as competing himself. Today, he lives with his wife, Claire, in

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Central Pennsylvania where he flies paragliders, hang gliders or ultralights every chance he gets.

The author: Panayiotis Kaniamos

Pocket Aviation™ c/o Panayiotis Kaniamos Chorikon 4 16675 Athens Greece

Tel:0030 2109680620 Email: [email protected] Book Updates, corrections can be found on

www.paragliding.org/book

Publication and cdrom created in 2006

translated into any other language or transmitted in any form or by any means in any part of the world without the prior permission of the author/publisher.

has been fascinated with flying and longed to soar with the birds. Flying, particularly with the aid of ascending air currents, was achieved in the early 1900s by Otto Lillienthall and fully-fledged flights were carried out soon after. Hang gliders made their initial tentative flights in the early seventies and paragliding appeared on the scene in the late eighties.

The compact, convenient paraglider configuration has made aviation accessible to the general public. In short, portable pocket-sized aviation was born. Growth in the sport has been rapid, and sometimes enthusiasm outpaced the development of safe equipment and techniques. Even though no other sport has proved equal to paragliding in terms of sheer exhilaration and pleasure, a considerable lack of infrastructure and expertise was evident.

The Author Panayiotis Kaniamos at Placivel Venezuela

With the passage of time, pioneers of the sport endeavored to resolve difficulties which emerged. Without their contribution it would not have been possible to see the sport progress, since

infrastructure and written learning materials are the principle conditions for any progress. Indeed, a great command of theory is what provides a pilot a solid foundation. Therefore, such problems simply had to be resolved and authors, such as Hubert Aupetit, Dennis Pagen and a host of others, were compelled to do something about it.

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Subsequent instruction manuals provided all of us with essential background knowledge to the stunning experience of paragliding. The sport's continuous development has encouraged contemporaries to proceed with the task of informing the public.

About this book

Throughout this new manual, I have tried to fill in the gaps of pilot's personal knowledge whether beginner, intermediate or advanced. I have attended flying events all over the world as well as in my home country, Greece, and have amassed a great deal of material via instruction seminars and publications before venturing to produce this handbook. Any similarity between the works of other prominent authors has been avoided on my part.

I would like to take this opportunity to present my personal opinion of what a handbook should be like, bearing in mind the truly magical experience of paragliding. I have made no attempt to

separate topics into beginner or advanced levels, since I do not believe the boundaries of a pilot's

knowledge should be restrained in any way. This manual is intended for anyone looking for concise yet integral information on a particular aspect of free-flight paragliding.

The need for thoroughness in subject matter has left little margin for literary expression, which in any case would not be appropriate for an instructional handbook such as this. My future plans include publishing it in other languages.

The most important factor in the success of any book, apart from the quality of its text, is its layout and design. Graphic designer Vangelis Tzanis, provided his services in the publication. Tonia Kouzou did the final project in English. Gregory Cooper performed the translation into English and Paraskevas Kyriakopoulos contributed to the final proof reading. It was a great honor to have

Dennis Pagen look at my work and suggest corrections.

A Word to the Novice

Do not concern yourselves too much with the volume of analysis that follows in the chapters ahead. Concentrate on your initial flights where smooth conditions will allow you to fly as long as you are adhering to what you have been taught. This handbook covers all aspects of the sport, no matter how advanced. Should you have any queries, you will probably be able to find the answers here. Keep in mind, however, that this manual cannot replace a qualified instructor. It is meant simply to assist the instructor in his task. Throughout your training your instructor may alter some small or important part of your training program. Learn about your instructor's work before you begin a course with him. Once you have established his credentials, trust your instructor and follow his instructions during and after the course. It is your responsibility to find a good instructor. Remember that you should fly always with safety as your first priority.

"When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return." Leonardo da Vinci

In conclusion, I hope you will come to be as fond of this publication as its contributors are. All I can wish is for everyone to enjoy flying further and higher and, of course, to have a safe landing at the flight's conclusion.

See you in the sky.

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Warning by the Author

Flying, even when practiced by experienced pilots, is potentially dangerous. Paragliding, a

relatively recent form of aviation, is no exception. It cannot be over-emphasized therefore that any one wishing to take up paragliding must be willing to take on the potential risk of life or limb. All mountain or tow-initiated flying involves risk that the student pilot should fully comprehend.

GeorgeX At Mount Parnassos [The center of Earth according to Greek mythology]

This manual is in no way intended as a self-study course of instruction on its own. It is intended as a complementary reference or course aid to personal instruction given by a qualified instructor. All risks involved in this sport can be minimized if the student pilot follows the safety rules of the sport. The author of this book describes and shares his personal experience in a manner that emphasizes safety first.

Remember, most accidents occur due to foolish mistakes. In other words when theory, practice and

precaution are not exercised.

Getting Acquainted with the Sport

Paragliding is the newest form of flying. It is so simple that it could be described as pocket-sized aviation. All you need is your lightweight glider, a mountain slope with an incline for launching and a few courses to become airborne and fulfill the dream of Icarus. No matter how long it requires you to become proficient, the sport provides enormous satisfaction at every stage of learning. Our volant counterparts, the hang gliders, saw their own pastime emulated: Paragliding's appeal lies in its ease of handling and portability, not to mention its low cost. Paragliding can claim to

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provide a sense of direct involvement with the air, something that no other form of human flying can claim to the same degree, and it enjoys an overwhelming large number of followers.

Literally hundrends of thousands of people have taken up the sport and slopes are beginning to be dotted with paragliders. A host of colorful gliders and their pilots is a sight to behold. It is a sport for all seasons, for both men and women of all ages. Although manufacturers produce among their range of products gliders for youngsters paragliding is very much considered an adult sport.

However, it would be more accurate to say that it is for sensible, thinking individuals, regardless of age.

A good paragliding pilot can be defined as one who can look far in advance, anticipate situations

and act accordingly provided that he has a good command of theory, he practices frequantly and he excercises precaution.

Frequently Asked Questions:

How do you start the sport?

All you need to do is join a club or find a nearby paragliding school that has a qualified instructor. Never entrust someone with instructing you unless they are qualified, and certainly do not attempt to learn on your own.

Novices must have appropriate clothing for particular weather conditions along with climbing boots and lightweight gloves. The club or flying school supplies the equipment. The pack or bag

containing the helmet, the harness and the paraglider weighs 14 to 18 kg (30 to 40 lbs). If you have a medical condition, discuss it first with your instructor, but in any case no more than a normal level of fitness is required. A physician would be useful and essential especially for those who

have a medical condition. One other useful asset would be to have a car, since while you are on a

hillside, you can always pick people up who have strayed from the launching site.

Your first experience in the air may well take place with a tandem paraglider, alongside an experienced pilot instructor, and will provide a transition towards your first solo flight. Tandem flights are popular among novices and often determine if they want to pursue the sport. If you decide to take up paragliding your lifestyle may be altered forever. But even if you decide not to, you will have experienced something incredible.

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What kind of people take up paragliding?

Georgia Mandelou and famous paradog Peri

There is no standard profile. Love of the wind and freedom to roam in natural surroundings, as well as a need to get the adrenaline going provide common denominators. I remember trying to impress a group of pilots by telling them I had once been a marathon runner. It turned out that the one person in the group who had no athletic background was the one turning in the best performance. While this is an exception to the rule, it just shows that you don't need to be an athlete to learn paragliding as long as you are reasonably healthy. In addition, paragliding pilots individuals are quite stimulating as company. You'll find this out through the course of time.

What are the dangers?

This is the most commonly asked question and for a very good reason; people want to know about the risk factors of a new endeavor. The best way to answer this question is to note that, as with any activity that involves motion and heights, dangers exist. However, as with driving a car or skiing, for example, your skill, attention and judgement can greatly reduce the potential danger.

Obviously we need to receive accurate instructions and develop the appropriate attitude so as to leave nothing to chance. Like a child has to be taught to climb stairs properly, the same principle applies to this sport. In an unfamiliar environment we need to reduce the risks to a bare minimum, thus creating the conditions for the sport to be one of recreation and enjoyment. Only then can we claim it to be simply an ordinary mountain sport, which does entail risk if negligent people perform it. Safety should be a priority and the risk involved is comparable to other mountain sports. Once a pilot is experienced he or she is capable of judging safe conditions through knowledge of weather factors and the limitations of his or her equipment and skill.

Novices should fly with their instructor who will compensate for their lack of experience. It must be stressed here that almost all accidents are attributed more to the human factor and less to the

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nature of the sport itself. There are pilots who continually search in improving performance by testing the boundaries of safety. In addition there are pilots who do not follow the simplest of safety rules. But fortunately, there are plenty of us who are content flying gently and safely through the air without pushing the safety limits.

What are the rewards for devoting time to the sport ?

Words cannot really describe it. The feeling of freedom of, flying like a bird through the air and the scenery one views from above are simply sensational. You cannot help but be in awe at how easy it is to view human beings and nature itself from a different dimension. What's more, you are bound to meet new people and form a new social circle with similar interests. Like everyone else, you will always remember your first flight forever. So then, what are you waiting for? Give it a whirl! Learn and you'll never regret it. Be patient while learning and you will be rewarded with a lot of happy airtime.

The name

A paraglider is an aerodynamic wing, which allows you to glide through the air. It bears no relation to parachuting, which is all about restraining a fall. Paragliding is about flying, not falling from a great height. Adrenaline seekers will be disappointed, unless they have reached a very advanced stage and they want to do things which are considered extreme. The word "Parapente" is a grouping of the words para-chute and pente from the French, meaning slope. Similarly, the Italians call it "parapendio" and the Germans "gleitschirm". The French are considered the pioneers of this sport, the use of this word is an honor to them. I have dedicated this book to the aviation and

paragliding pioneers who gave us the means to live a dream.

Is it a sport for women?

Though paragliding is accessible to both sexes, there are fewer female paragliders than male. The large number of men compared to women may act as a deterrent. But paragliding is physically easy and may well suit women's thought process since they excel at seeing the big picture. The sense of freedom coupled with the exhilaration derived from the sport should provide ample motivation for either sex.

Paragliding's brief history is dotted with the presence of women. I'd like to mention that female pilots for some reason yet unknown to us possess a markedly superior capacity to spot thermals compared to men. This is apparent during flights where variometers are not used. They have even set world long distance records.

The passing of time makes this sport a normal mountain activity and I believe more women will be present in the near future. The presence of women then can contribute to the prevalence of the sport's popularity at all levels and in reality everyone stands to benefit from it. So then ladies, the

challenge is yours. Why not ask those already involved? You and your partners in life will not

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Kari Castle www.karicastle.com

2002 U.S. Women's National Hang Gliding Champion

2001 World Record Holder Femine Open Distance/ Declared Goal 2001 U.S. Women's National Paragliding Champion

2000 Women's World Hang Gliding Champion 1996 Women's World Hang Gliding Champion 1995 Canadian National Champion overall

1995 U.S. Women's National Paragliding Champion 1993 and 1995 Silver Medalist / World Championships

1994 U.S. Women's Open Distance Paragliding Record Holder

1991 First Women in the world to fly a hang glider over the 200 mile mark

Inception and Growth

Since early antiquity legends concerning human attempts to fly have abounded. In Ancient Greece there were Icarus and Daedalus. There are vague stories of magic carpets in Arabia, and Chinamen flying man-carrying kites. Things started to get a little more scientific during the renaissance with

Leonardo da Vinci, yet it was not until 1620 that Fausto Venanzio introduced the first parachute

prototype. In 1783 the Montgolfier brothers accomplished the first ever balloon flights, and 14 years later Andre Jacques Garnerin made his first parachute jump from a balloon. In 1809 Sir George Cayley published his book "On aerial navigation" which was a study on machines heavier than air.

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Otto Lilliental

The modern age of aviation began in 1891 with Otto Lillienthal, the world's first genuine aviator. He managed to accomplish two thousand flights using a home-made glider resembling that of a bat wing. His contribution to the Wright brothers through his publication, "The Flight of Birds and the Fundamentals of Aviation" was considerable.

Many years later, during World War 2, the Normandy Landings provided the backdrop for the growth, an American, of free-fall parachuting.

Left: Francis Rogallo with his wife. Center: Otto Lilienthal Right: Pioneer Xavier Remond

In 1945 Francis Melvin Rogallo began to develop a wing which was tested as a kite and had a hang glider shape. In 1948, he started making a wing that was capable of supporting the weight of a pilot. In 1962, the English free-fall parachutist Walter Neumark made the first successful foot-launched towing. Soon after, a Canadian Domina Jalbert presented a new type of parachute with vertical cloth webs to hold its shape like an airplane wing. He called his invention "the parafoil". [See on the bottom of this page all about this invention] . This provided the opportunity for German engineer Dr. D. Strassila to make a hillside launch.

However, it was in 1978 in Mieussy, France that regular flights of over a thousand meters in height began to take place, and subsequently this site swiftly became the Mecca of Paragliding. Promising pilots such as Andre Bohn, Serge Tuaz, Xavier Remond, Hubert Aupetit, Laurent de

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responsible for the sport's official introduction at the World Hang Gliding Meet in 1979. In 1982,

Roger Fillion, a postman, accomplished the world's first high altitude flight from Mont Blanc, and

subsequently paragliding became established in France with the opening of a number of paragliding schools.

From blow up to a modern wing.

In 1983, organized races began to be organized and two years later at Mieussy, Richard Trinquier achieved the Worlds' first five-and-a-half hour paragliding flight using thermals and a variometer. In

1986, the first book on the sport was written by Hubert Aupetit, an accomplished pilot.

Today, the sport has spread its popularity to the far corners of the globe and pilots are constantly improving techniques and equipment, and paragliding schools are present nearly everywhere. Moreover, paragliding equipment are in great demand and distances of over three hundred kilometers have become a fact of life. As the sport grows in appeal, competition has become the center of focus. With this impetus, let's hope that we'll soon see our sport included on the list of events of Olympic games. In fact, paragliding has already been featured as a candidate for future recognition as a full-fledged Olympic sport.

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Inventor: Domina C. Jalbert, Boca Raton, Fla., assignor to Space Recovery Research Center, Inc., Palm Beach, Fla.

United States Patent # 3,285,546 Patented Nov. 15, 1966 Filing Information: Patent # 3,285,546 Patented Nov. 15, 1966 Filed Oct. 1, 1964 Ser. No. 400,734 MILTON BUCHLER, Primary Examiner ALFRED E. CORRIGAN, Examiner.

Abstract

This invention relates to an aerial device based upon the principal of an airfoil or wing that can be utilized to suspend payloads in the atmosphere in captive flight or to recover payloads either manned or unmanned from space especially where controllability in flight is a requirement. It can also be used to stabilize objects in flight such as towed aerial targets, etc.

Background

It is an object of the invention to provide a wing having a flexible canopy constituting an upper skin and with a plurality of longitudinally extending ribs forming in effect 3 wing corresponding to an airplane wing airfoil and with the ribs providing longitudinal channels for the now of air from a relatively large opening on the front of the wing and a restricted opening upon the rear of the wing for the escape of air and with connecting means upon the lower skin to which shroud lines are connected and with the wing being generally rectangular or possibly a delta-shape or a T-shape in accordance with the particular use of the device.

More particularly the invention contemplates the provision of a wins of rectangular or other shape having a canopy or top skin and a lower spaced apart bottom skin and with the skins being disposed in equidistantly spaced relation to each other by ribs of a flexible nature that are fixed to the top and bottom skins and so shaped as to constitute an air foil and with the ribs constituting air channels having a relatively large opening upon the leading edge of the wine and a reduced opening at the rear edge of the wing for the escape of air passing through the channels and with wedge-shaped members connected to the bottom skin at spaced apart points and along the chords of the ribs to maintain stability in the wing and with the wedges at their lower points being connected to the several shroud lines normally employed in parachute construction and with the upper skin having marginal connection with the lower skin and with the wedges providing for even distribution of suspension pressure to permit the bottom sheet to retain a flat surface like an airplane wing.

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The invention further contemplates a wing type device having the upper and lower skins and with the top and bottom skins or sheets covering the evenly spaced ribs to provide air flow channels and with the wing having a relatively large air opening at its leading edge and a reduced air escape opening at its trailing edge and with the lower skin along the chords of the ribs being connected to a plurality of flexible wedges that provide for even distribution of suspension pressure and with the wing, when employed as a free falling wing, the opening in the lending edge will be angled

downwardly to more effectively cause the air to now through the channels and with the now of the nit through the channels supplying rigidity to the wing whether the wing is to he used for captive flight or free drop. For a free drop, electronics devices can be installed to provide for remote control in the recovery of space items whatever they may be. The suspension lines can be attached to battens that are fixed to the underside of the lower skin and running along the same direction :n the chord of the wing and by manipulating the rigid batten member. the attitude of the wine can he controlled.

With these and other objects to be hereinafter set forth in view, I have devised the arrangement of parts to be described and more particularly pointed out in the claims appended hereto.

Description of Invention

Referring specifically to the drawings, there has been illustrated a flexible canopy top 5 and a bottom skin 6 that is spaced from the canopy 5 to constitute an air flow chamber 7. The marginal ends of the canopy 5 are stitched or otherwise connected to the skin 6, as indicated at 8. The chamber 7 is divided into a plurality of air flow channels 9, by a plurality of equally spaced and preferably textile ribs 10, forming the air flow channels 9 and the ribs are shaped in accordance with the usual airfoil of an aircraft. The leading edge of the wing is provided for its full length with a relatively large air inlet 11 and a relatively small or restricted air outlet opening 12 is provided for the full width of the wing. The marginal edges of the ribs 10 are stitched or otherwise connected to the canopy 5 and to the lower skin 6 and with the skin 6 being substantially flat and with air

pressure entering the opening 11, the wing assumes a shape similar to that illustrated in FIGURE 2 .

Fixed to the underside of the skin 6, as by stitching or the like 12, are a plurality of depending preferably textile wedges 13. The wedges are preferably triangular in shape and their lower points 14 are connected to the well known shroud lines 15. The wedges are disposed along the chords of the ribs 10 and provide for even distribution of suspension pressure upon the wing to allow the bottom sheet or skin 6 to retain a flat surface like an airplane wing, while air pressure flowing through the channels 9 maintain the canopy 5 in extended direction to correspond to the airfoil of an aircraft wing for the wedges 13 are spaced in a manner to correspond with the ribs 10 and whereby an equal pressure is maintained upon the wing. The several wedges being illustrated in FIGURE 1 and in FIGURE 4 .

In the use of the wing. as shown in FIGURES 1-5 , air will flow through the slightly angled opening 11 to flow through the channels 9 and to have a retarded or limited escape through the opening 12, maintaining the canopy 5 in the predetermined shape illustrated.

In the form of the wing shown in FIGURE 6, the opening 11 is downwardly angled so that, as a free falling parachute, the opening 11 will scoop the air during the downward fall of the wing and also

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maintain the canopy and supply rigidity to the device. For a free drop. electronics devices may be installed in the wing to provide for remote control in the recovery of space items, whatever they may be. With respect to FIGURES 7 and 8, there has been provided a modified connecting means for the shroud lines 15, here comprising a relatively rigid batten 16 which may he a strip of

relatively rigid wood, plastic or the like that extends through a preferably textile sleeve 17, having its marginal edges stitched at 18 to the underside of the skin 6. The battens are also disposed for the full width of the wing and along the chords of the ribs 10. The shroud lines 15 are connected to the battens through a plurality of angled lines 19 and connected to the battens in any desirable manner.

It will appear from the foregoing that a multi-cell wing has been provided that is basically a series of airfoil shaped wind-socks placed side by side. The openings shown in the leading edge of the wing allows the wind to enter and supply rigidity and will vary depending upon whether the wing is to be used for captive flight or a free drop. The desired angle of suspension is predetermined and the suspension system is thusly adjusted. The suspension or shroud lines can be attached to a bar or other rigid member running along the same direction as the chord of the wing ribs and by

manipulating the rigid member the attitude of the wing can be effectively controlled. The wing can be fabricated of any material or joined by any method to insure safety of operation. The wing can be used to provide for dependable suspension of scientific instruments when it is inconvenient to have helium or hydrogen for balloon inflation, and not practical to use a balloon and especially when winds are too high for captive balloons plus the cumbersome problem of carrying bottle gas with also added storage problems and other numerous hazards that a balloon offers.

The wing basically has no rigid member whatsoever and is an ideal vehicle for carrying antennas aboard ships and various parts of the world whenever a wind of ten miles per hour is blowing. The trailing opening 12 is provided to increase the efficiency of aerodynamics.

It will be apparent from the foregoing that a very novel multi-cell wing type aerial device has been provided. The device is simple in construction, is cheap to manufacture, is strong, durable and most effective for the purposes indicated.

It is to be understood that the invention is not limited to the precise construction shown, but that changes an contemplated as readily fall within the spirit of the invention as shall be determined by the scope of the subjoined claims.

Claims

I claim:

1. An aerial wing of airfoil shape, the wing having a canopy and a bottom closure for the wing, the wing being generally rectangular in shape, having a leading edge and a trailing edge, ribs disposed within the wing and conforming to the shape of the wing and with the ribs being equidistantly spaced and connected to the canopy and the bottom, the leading edge of the wing having an opening for its full length and the wing at its trailing edge being provided with a restricted opening for its full length, the ribs forming air flow channels whereby air flowing through the opening of a leading edge will pressurize the canopy and a plurality of wedge-shaped members attached to the bottom

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and along the chord lines of the ribs for connection to weight supporting shroud lines.

2. A wing type aerial device as provided for in claim 1 wherein the canopy, the bottom and the ribs are formed of flexible material.

3. A wing type aerial device as provided for in claim 2 wherein the opening upon the leading edge of the wing is relatively wide and the opening upon the trailing edge of the wing is relatively narrow and whereby air entering the opening of the leading edge will pressurize the wing to maintain the airfoil shape, the wedges being disposed upon the bottom of the wing along the chord lines of each of the ribs.

4. A wing type comprising a wing of generally rectangular shape and with the wing embodying a canopy and a bottom closure, a plurality of equidistantly spaced flexible ribs that are co-extensive in length with the canopy and the bottom, the ribs at their upper and lower edges being stitched to the canopy and the bottom, the wing at its leading edge being provided with a relatively wide opening for its full length and the wing at its trailing edge being provided with a restricted air escape opening for the full length of the wing, the several ribs forming a plurality of air flow channels and whereby air entering the opening of the leading edge will maintain the wing in an airfoil shape and with the bottom being flat, a plurality of wedges of textile material being stitched to the bottom along the chords of the several wedges, the wedges being depending from the bottom and connected at their points with shroud lines.

5. The structure according to claim 4 wherein the ends of the canopy are folded downwardly and stitched to the bottom to form the end channels for the wing.

6. The structure according to claim 1 wherein the opening for the leading edge of the wing is

downwardly angled to provide an air inlet when the wing is used as a free drop and to collect the air into the wing during the descent of the wing.

7. A wing type aerial device of generally rectangular shape and with the wing being shaped longitudinally to conform to an airfoil, the wing having an upper canopy of airfoil shape and a lower closure sheet, all of flexible material, the wing being provided with a plurality of flexible wedge-shaped ribs that are equidistantly spaced and co-extensive with the width of the parachute, the ribs at their upper and lower marginal edges being fixedly connected to the canopy and the bottom sheet, the several ribs forming a plurality of air flow channels, the bottom sheet having a plurality of battens of relatively rigid form that are connected to the bottom sheet along the several chord lines of the ribs and a plurality of shroud lines connected to the battens at spaced apart points.

8. The structure according to claim 7 wherein the battens are disposed within textile tubing and with the marginal edges of the tubing being stitched to the bottom sheet.

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FIGURE 1 is a front elevational view of the wing.

FIGURE 2 is a longitudinal section taken substantially on line 2--2 of figure 1,

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FIGURE 4 is a transverse section taken substantially on line 4--4 of FIGURE 2,

FIGURE 5 is a rear elevational view of the wing.

FIGURE 6 is a longitudinal section similar to FIGURE 2 but illustrating a different angled air inlet opening at the leading edge of the wing,

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FIGURE 7 is a view similar to FIGURE 2 but illustrating a rigid batten upon the underside of the lower skin, and

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Associated Mythology

Daedalus on the way to Athens

In antiquity, Daedalus, the son of Metion (himself a descendant of the patron God of Craftsmen, Hephaestos), lived with his wife Nausicrates and son Icarus. Daedalus was a great architect, artist and inventor. As a sculptor he gained fame for being the first person to feature statues with the left leg projected slightly forward, thus creating an artistic sense of movement. In brief, he was the da Vinci of his age, so versatile was he.

Such was his reputation that King Minos of Crete commissioned him to build a palace in the city of Knossos where he could safely hide his wealth of treasures from marauding enemies. There

Daedalus constructed an elaborate complex of chambers and corridors known as "The Labyrinth". Were an enemy to enter, he would never re-emerge.

For additional security a Minotaur (half man-half bull) was given quarters there. Though grateful to Daedalus, King Minos, wary that Daedalus would divulge the system's secret, refused to authorize his departure from the island.

Minotaur Vs Theseus

The secret being merely that whoever entered the labyrinth should lay a trail of thread in their wake so as to retrace their steps. Daedalus then told Ariadne, the King's daughter, who subsequently told Theseus, son of King Aegean of Athens, after falling in love with him.

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Ariadne

Theseus promptly entered the Labyrinth whereupon he enslaved the Minotaur. Meanwhile,

Daedalus had resolved to escape from Crete. He constructed two pairs of wings, one for himself and one for his son Icarus, by pasting feathers on a frame with wax. The King got wind of Daedalus' plans so the two pioneering pilots made a swift getaway by air. Icarus ignored his father's warnings not to fly too high and he soared upward too close to the sun. His wings melted and he plummeted into the Icarian sea off the island of Icaria, both of which are named after him. Deadallus arrived safe in Athens and then traveled a lot running away from King Minos who was chasing him .He built a temple to Apollo at the city of Kyme and dedicated his wings to God. He finally went to Sicily at the services of King Cocallus.

A trick was inverted by King Minos to locate Deadallus. He put a puzzle to people, giving

anonymously a great award,if anyone could pass a thread through a shell twisted round and round. Deadallus said to King Cocallus how to solve the puzzle, by tiding a thread to an ant and then let the ant go round and round in a spiral shell and finally come out from the other side. Although King Minos knew that he was close to Deadallus, did not succeed to find him because he was killed by the three daughters of King Cocallus.

Icarus was worshiped as a hero for his sacrifice, among the very few of the Greek mythology and still in our days keeps the most of the family's reputation.

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Icarus launch

Materials and Equipment

Materials

A paraglider is made up of the wing, rigging (lines), small rings, and risers. It is attached to the harness via a large carabiner. A carabiner is a metal loop originally used in rock climbing that can open and lock closed. A reserve parachute, speed system and flight instruments are positioned on the harness. Together with the helmet, gloves etc., placed in the carrying bag, the total weight amounts to approximately 15-18 kg (33 to 40 lbs).

Wing

A wing consists of two sheets of material, one over the other with a gap in between. Around the edges and rear they are sewn together and only the front is open. How wide the gap is depends on the design of the paraglider. Competition wings are relatively thin while intermediate and beginner wings are thicker.

Between the two sheets of cloth are reinforcements called ribs, which maintain the paraglider's shape. The gaps produced among the ribs are called cells. Ribs have certain openings to allow air pressure to equalize among the cells. The more ribs and cells there are, the more solid the wing is, but also the heavier it is.

The ribs are positioned perpendicular or crosswise in relation to the surface of the wing. The front edge of the wing is called the leading edge and the rear rim is called the trailing edge. We often refer to a paraglider wing as a canopy.

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Vertical cells - Inside the wing

A few manufacturers such as FreeX and Advance use winglets at the edges of the wing in order to deal with tip losses, as we shall see in the section on aerodynamics.

Here are some useful terms describing a wing :

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Span: Width of the wing

Total weight: The weight of the pilot carrying all his flying equipment including the wing Pilot weight: Body weight

Actual Wing area: Span X average chord Projected area: Projected span X average chord Aspect ratio: Span X span/actual wing area

Projected aspect ratio: Projected span X projected span/projected area Wing loading: Total weight/actual wing area

Projected wing's area is the area the wing covers in flight. Since the wing is quite curved in the air,

the projected area is smaller than the actual area. The projected figures is what matters for

performance purposes.

The wing is constructed with two identical parts: The left side and the right side. It is necessary to think of having two sides of a wing complimenting each other, rather than one joint wing. The wing is made of special lightweight, wear-resistant material such as Dacron polyester, Nylon, Mylar, or others, tested and selected by each individual constructor. Cloth manufacturers such as Dimension, Carrington or Teijin are common sources of paraglider cloth. The material is chosen based on criteria such as cost per square meter, weight, wear and tear, resistance to the harmful effect of the sun's rays and so on.

Every constructor determines his own specifications and life expectancy for the consumer to peruse. What deteriorates with use is material strength and canopy porosity. A porosity meter can be used to inspect how porous the materials are. Remember, prior to every flying season your paraglider, canopy and lines should be checked for normal wear and tear. Generally, whenever material comes into contact with water, especially salt water, as well as dust, sun, excessive humidity and certain species of insects wear is experienced. Apco was the first company to offer a 3-year warranty on its wing material, followed by FreeX and then others.

The shape of the wing has changed

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sunlight exposure. So if you want to keep your wing for a long time, protect it while it is not in

use. The best way to protect a paraglider is to store it away in its bag in a cool and dry place after flying. A properly safeguarded wing will fly and launch more effectively than one that isn't. Make sure not to leave it in the vicinity of car or motorcycle exhaust fumes or pack it up in the middle of a road in summer when the asphalt surface is hot. Some manufacturers are using Mylar in the leading edge which requires specific packing to avoid creasing of this material. Carefully read the owner's manual of your wing. You should also consider, the practicality of your choice of color for the wing. White easily gets dirty and some colors enjoy greater resistance to ultraviolet light.

Here is a brief guide:

High resistance to UV light:

White, light grey, pale green, light blue

Medium resistance to UV light:

Dark green, deep blue, yellow, violet, orange

Low resistance to UV light:

Fluorescent pink, fluorescent yellow, purple, fluorescent orange, black.

You can also be assisted in selecting a color if u see the Ultra Violet degradation, after 720 hours of sun exposure: For Light grey the quality left is 24% , for White 16%, for Green 15%, for Sky

Blue 13%, for Medium Blue 13%, for Violet 11%, for Yellow 7%, for Purple Blue 7%, for Orange 7%, for Purple 3%, for Pink 1%.

Hence the lighter a color is, the more resistance it is to UV light and therefore is very important when considering appearance and longevity.

Cleaning the Wing

Use only water and only mild a non-alkaline detergent for isolated stains or marks. Washing is not good for the wing.

Do not scrub or abrade the material when cleaning. Lines must not become wet or they might shrink. Leave a wet paraglider out to dry in a shaded area.

Do not pack it up wet. Deploy your paraglider at the earliest opportunity after it gets wet.

Wing Repair

If you experience a tear longer than 5 cm (2 inches), take it to a qualified repair specialist. Slight tears can be mended with transparent self-adhesive tape applied on the inside. Do not use colored tapes because they look unsightly. Larger tears of over 5 cm can be mended as above, but with the tape applied both on the inside and outside. A repair specialist using a special needle and thread must repair large tear on seams and stitches for lines.

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Lines

Pilot's view

The rigging which connects the canopy to the harness is commonly known as lines. These lines usually measure between 0.4 and 1.7 mm (.016 to .07 in), and occasionally reach up to 2.2 mm (.09 in) in diameter. Their level of strength depends on their thickness and the properties of material used in their construction. They are usually covered with a protective sheath to guard against ground friction and are made from Dyneema, Kevlar, Spectra, Superaramid and so on. The lines extend from the wing's lower surface and cascade in thickness and number via a series of quick links. The lines are attached at one end to small loops sewn to the wing and at the other end to the risers via small carabiners, which in turn are attached to the pilot's harness via the large carabiners. Modern paragliders have a smaller number of lines than in the past. Less rigging provides less resistance to the wing's forward motion and a paraglider can gain up to 4 km/h (2.5 mph) if thinner lines are used. The material that goes into lines has special anti-wear and tear features and a

minimum amount of elasticity.

It is essential to be aware of the lines' special properties with regards to maintenance and eventual replacement. As an example we should mention that Kevlar lines used before 1992 were very sensitive to bending. Most lines undergo shrinkage when they come into contact with water and you should consult your local dealer if your glider gets wet. Every manufacturer determines the specific properties of the lines they employ.

Generally, the thickest lines on a paraglider should be replaced every year or after a hundred hours of flying time, as they tend to stretch. This stretch results in deterioration of the wing's

aerodynamic efficiency. This effect is especially the experienced by the lines up front (A lines) due

to the greater load borne by them. Partial replacement of individual lines is simple, either of the same make or alternatively of the same material and thickness (to test length, tighten line with a weightload of 5 to 8 kg11 to 18 lbs).

For a complete overhaul, make sure you use the original manufacturer's official set of lines. Finally, you need to carry out an inflation test and inspection afterwards.

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Brakes

Turning Left Turning Right

These are two sets of lines extending from the left and right trailing edge of the wing. Each one leads to the brake handle of the left and right side. If you pull the right brake you turn right. To turn smoothly, apply the brake while simultaneously shifting your body weight.

Put simply, proper application of the brakes is essential for safe flying and efficient wing

performance. Remember that a paraglider requires some time to respond so you will have to learn to use your body to assist the turn. Pulling on the brakes too much can cause the braked side to fly

very slowly and enter a stall. At this stage the brake handle has no resistance. Paragliders designed

for student pilots usually have longer brake lines to prevent the pilot from pulling them too much. Later we will discuss stalls and asymmetric collapses.

A maiden trial flight in a new paraglider should not be carried out before the brake trim position is checked through ground handling. While the wing is inflated in flight mode with hands off the brakes, the brake lines should be adjusted to be at most 5 cm (2 in.) away from the grommet which is sewn on the riser. If he brake line is adjusted too short, the resistance that the set of brake lines creates during flight mode can cause a slight force and drag on the rear edge of the wing.

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Brake handle knot

Remember:

1. To help untangle your lines, stretch them out, lift up the "A" lines and pull out the brake lines,

one side at a time. They often untangle all the others. Give the lines a shake to loosen snarls. If your harness is unhooked and your risers are in a knot, start from the canopy and work back down the "A" lines.

2. If a brake gets fouled in the air, carefully use the rear risers to control braking and steering.

Risers

Risers

Risers are linked at their upper end through small links or rings onto lines arranged into groups. There are usually 3 or 4 risers each left and right. They are called A, B, C and D risers, depending on where the lines extend from the wing. The A riser is the forward most riser during flight mode with B following, and so forth. The risers on each side are linked to the harness with large

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carabiners. Many wings are designed to allow varying the rider lengths. Reducing A and B risers' length can achieve greater speed whereas by reversing the action the opposite can be accomplished. Such alterations are determined by a paraglider's design and can drastically change the way a wing handles. A pilot should never attempt to alter the designer's tested configuration. In particular, risers lengths are changed when the speed bar and trim are used. More will be said about this below.

Speed System

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.

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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.

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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.

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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

In More Detail:

A back protector is made from soft foam of 10-20 cm (4 to 8 in.) and has polyester or kevlar support in addition to an airbag. Side protectors are similarly built. Systems like the Cygnus that offer air intake while the paraglider is flying are also gaining a share of the market. The new concept from Freex and Supair using harder material for the back protector has received the DHV approval and is followed by the Charly protector.

A reserve parachute can be positioned behind, in front or at the side of the pilot's body. Freex and Supair have, in fact, established the frontal position as the safest solution, the advantage being

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quicker access. Thus the new harnesses are no longer placing the reserve parachute on the lower back part of the harness, but on the top.

Useful tips:

1. One rule of safety is to secure the leg straps first as soon as you have put on the harness and

release them last, when you have taken off your harness at the end of a flight. This procedure is designed to prevent the danger of launching without the leg straps.

2. Keep the leg straps quite tight and this will assist you in entering the harness after launching. 3. Pre-flight inspection and adjustment of the harness is essential. Look it over and adjust the

harness straps so that it fits and is comfortable, keeping safety in mind at all times. With experience you will be able to make minor adjustments in the air, if necessary. Wing handling is somewhat a matter of harness adjustment as well. Competition harnesses are unsuitable for recreational flights and should be used only by experienced pilots.

4. If you have a larger or shorter spacing in the chest webbing than the tested setting (about 40

cm) you will alter the wing's behavior. When the distance is larger, the wing reacts easier to the pilot's commands and shakes the pilot in turbulence more. In the event of a side collapse, recovery needs more input by the pilot. When the chest strap is fasted with shorter distance than the tested one the wing has the tendency to move left and right on the vertical axis. The control is more

difficult but the pilot feels more stable. Practice by changing the chest strap distance by 2 to 4 cm (1 to 2 inches) but no more.

5. If one of your carabiners brake during a flight, your halt wing will still be flyable but without

control. The sink rate will increase to 8m/sec and your reserve parachute has to be deployed.

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Altimeter

An altimeter measures the changes in atmospheric pressure as you move up or down, thus giving you your altitude. This information is very useful when flying so you know your general position and how far you can reach. Most altimeters can be set to read altitudes above a desired level such as landing field, launch point or sea level. While separate altimeters are available, usually they are combined with a variometer and often with an airspeed indicator.

Variometer

A variometer takes the same pressure signal that the altimeter uses and measures the rate of change. Thus it provides an indication of your rate of descent or ascent. Most "varios" provide a visual and audio lift signal. This information is useful since it lets you know if you are in lift or sink. Then you can linger in lift to stay up or climb as well as avoid sink unless you want to descend. Some

instruments record your vertical position over time which can later be viewed on screen or stored on a PC and printed out. This feature is called a barograph. Types of instruments containing barographs have seals on the opening screws which should not be removed. These seals render the instrument tamper-proof and therefore legal for setting official records.

Airspeed Indicator

An airspeed indicator measures the pilot's speed through the air as well as the wind speed on the ground. There are compact electronic airspeed indicators, which are propellers attached to variometers and others which can be tied separately to one's harness. Older types of airspeed indicators consist of a probe which measures air force which varies with airspeed. On certain days the use of a wind indicator is essential to check wind strength at launch.

Radios (Very and Ultra High Frequencies)

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flights. Today pilots use portable VHF or UHF transmitters/receivers. VHF performs better via air stations white VHF perform better via ground stations. Another name for these devices is 2 meters for VHF and 70 centimeters for UHF (which is a description specifying the length of the antenna). Generally speaking, there are certain restrictions concerning radio communication and the use of frequencies, which range from country to country. In Germany and in most countries UHF is allowed under some conditions. In the U.S. special business channels are provided for paragliding (contact the national organization) and ham channels are legal for licensed users. The ham license is easy to obtain in the U.S. and is being made more available in Britain. In Australia, special channels and receivers are required. Contact the national organization for more information. It is essential to follow the strict rules followed by all radio users. For example: code words are not allowed on 2 meter radio, don't tie up a channel, foul language is illegal etc. The radio is not a toy and is not supposed to be used for fun. During the time that you have tied up the channel someone may be calling for help and may find the frequency occupied.

Marine Channels Frequencies (MHZ) TRANSMIT RECEIVE 1 156.050 160.650 1A 156.050 156.050 2 156.100 160.700 2A 156.100 156.100 3 156150 160.750 3A 156.150 156.150 4 156.200 160.800 4A 156.200 156.200 5 156.250 160.850 5A 156.250 156.250 6 156.300 156.300 7 156.350 160.950 7A 156.350 156.350 8 156.400 156.400 9 156.450 156.450 10 156.500 156.500 11 156.550 156.550 12 156.600 156.600 13 156.650 156.650 14 156.700 156.700 15 156.750 156.750 16 156.800 156.800 17 156.850 156.850 18 156.900 161.500 18A 156.900 156.900 19 156.950 161.550 19A 156.950 156.950 20 157.000 161.600 20A 157.000 157.000 25 157.250 161.850 26 157.300 161.900 27 157.350 161.950 28 157.400 162.000 60 156.025 156.025 70 156.525 156.525

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80 157.025 161.625 88 157.425 162.025 88A 157.425 157.425 WX01 - 162.550 WX02 - 162.400 WX03 - 162.475 WX04 - 162.425 WX05 - 162.450 WX06 - 162.500 WX07 - 162.525 WX08 - 161.650 WX09 - 161.775 WX10 - 163.275

Do not use above frequencies unless authorized.

Channel 16 is the Emergency marine channel.

GPS Global Positioning System by Satellite

Flying equipment

A GPS instrument is a special precision device which receives signals from satellites and enables us to pinpoint an exact position. If the coverage of the area is rich and four satellites are locked by GPS then the altitude can also be given. Originally designed by the U.S. military, it provides an accuracy within 100 m (300 ft) with 95% reliability. In paragliding it is used for assessing ground speed, orientation along cross-country routes and for finding turn points in competitive races. Flying speed calculated by airspeed indicators differ from GPS ground speed even in the absence of wind. This difference is because GPS measures horizontal speed whereas a wind indicator measures angular speed (see polar curve).

Some manufacturers offer a combined GPS and vario/altimeter instrument, which will eventually be ideal when battery problems are resolved. All competition flights are recorded via GPS instead of the usual taking of photographs at various turn points.

Compass

A compass can be useful for finding your bearings and navigating to a point, but now this instrument is largely replaced by GPS units. A compass can still be a useful backup if your GPS fails due to low batteries. Compasses tend to be of little use if you inadvertently enter a cloud because once you start turning they lag or lead your turn and may swing wildly. There are various

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types of compasses available. The best compass for your purposes is the floating ball type which allows the housing to be tipped which is what will happen when you bank into a turn.

Water Ballast Bag

This item is a plastic bag which can be filled with about 10 kg (22 lbs) of water. Adding weight can compensate for a lighter weight pilot flying a glider designed for a heavier pilot, thus achieving greater flying speed and better control. In contrast to solid loads such as metal weights, a waterbag can be emptied to lighten the load during flight. It has the added advantage of being able to

transport drinking water, which may be consumed via a tube.

Reserve Parachute

Emergency parachutes are compulsory devices for all flights. They come in various forms: round, round with stabilizer holes, pulled down apex and annular. The pilot effects its release by hand throwing, though there exists an ejectable system via rocket or spring. An ejected rocket can possibly entangle the wing and in any case adds excess weight to the whole configuration. Several guided reserve designs (rectangular shaped) are capable of forward motion with a glide ratio of 2 or 3 to 1. However, I believe it is best to keep things simple. Thus, a good quality, swiftly

refoldable manual reserve is all that is needed.

More will be said of reserve parachutes in the section on SIV courses where you will learn how to use a reserve and how specialists pack it.

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The pilot is pulling the B Lines in order to stop the wing flying

Attire

Anyone inappropriately dressed for mountain conditions will soon realize their mistake. Light running shoes, heeled shoes, thin socks and tights, non-wind proof jackets and so on do not stand up to rough terrain and biting winds. Take care to wrap up in proper gear, but avoid overdressing. The layered approach is wisest since it allows you to adjust your body's heat loss. Be cautious of wearing jewelry which can catch lines.

What to Wear:

1. Climbing boots with a low heel and thick woolen winter socks. A good quality pair of boots will

have the Vibram (yellow logo) soles.