# migrations

dir: sysdb
filename: 00001-collections.sqlite.sql
hash: 38352d725ad1c16074fac420b22b4633
sql:
CREATE TABLE collections (
    id TEXT PRIMARY KEY,
    name TEXT NOT NULL,
    topic TEXT NOT NULL,
    UNIQUE (name)
);

CREATE TABLE collection_metadata (
    collection_id TEXT REFERENCES collections(id) ON DELETE CASCADE,
    key TEXT NOT NULL,
    str_value TEXT,
    int_value INTEGER,
    float_value REAL,
    PRIMARY KEY (collection_id, key)
);


dir: sysdb
filename: 00002-segments.sqlite.sql
hash: 2913cb6a503055a95f625448037e8912
sql:
CREATE TABLE segments (
    id TEXT PRIMARY KEY,
    type TEXT NOT NULL,
    scope TEXT NOT NULL,
    topic TEXT,
    collection TEXT REFERENCES collection(id)
);

CREATE TABLE segment_metadata (
    segment_id TEXT  REFERENCES segments(id) ON DELETE CASCADE,
    key TEXT NOT NULL,
    str_value TEXT,
    int_value INTEGER,
    float_value REAL,
    PRIMARY KEY (segment_id, key)
);


dir: sysdb
filename: 00004-tenants-databases.sqlite.sql
hash: 048867ce8fcdefe4023c7110e4433591
sql:
CREATE TABLE IF NOT EXISTS tenants (
    id TEXT PRIMARY KEY,
    UNIQUE (id)
);

CREATE TABLE IF NOT EXISTS databases (
    id TEXT PRIMARY KEY, -- unique globally
    name TEXT NOT NULL, -- unique per tenant
    tenant_id TEXT NOT NULL REFERENCES tenants(id) ON DELETE CASCADE,
    UNIQUE (tenant_id, name) -- Ensure that a tenant has only one database with a given name
);

CREATE TABLE IF NOT EXISTS collections_tmp (
    id TEXT PRIMARY KEY, -- unique globally
    name TEXT NOT NULL, -- unique per database
    topic TEXT NOT NULL,
    dimension INTEGER,
    database_id TEXT NOT NULL REFERENCES databases(id) ON DELETE CASCADE,
    UNIQUE (name, database_id)
);

-- Create default tenant and database
INSERT OR REPLACE INTO tenants (id) VALUES ('default_tenant'); -- The default tenant id is 'default_tenant' others are UUIDs
INSERT OR REPLACE INTO databases (id, name, tenant_id) VALUES ('00000000-0000-0000-0000-000000000000', 'default_database', 'default_tenant');

INSERT OR REPLACE INTO collections_tmp (id, name, topic, dimension, database_id)
    SELECT id, name, topic, dimension, '00000000-0000-0000-0000-000000000000' FROM collections;
DROP TABLE collections;
ALTER TABLE collections_tmp RENAME TO collections;


dir: sysdb
filename: 00005-remove-topic.sqlite.sql
hash: b1367c826b8fba5f96f27befdc1d42d2
sql:
-- Remove the topic column from the Collections and Segments tables

ALTER TABLE collections DROP COLUMN topic;
ALTER TABLE segments DROP COLUMN topic;


dir: sysdb
filename: 00006-collection-segment-metadata.sqlite.sql
hash: 4eea7468935bf25d4604a0fed2366116
sql:
-- SQLite does not support adding check with alter table, as a result, adding a check
-- involve creating a new table and copying the data over. It is over kill with adding
-- a boolean type column. The application write to the table needs to ensure the data
-- integrity.
ALTER TABLE collection_metadata ADD COLUMN bool_value INTEGER;
ALTER TABLE segment_metadata ADD COLUMN bool_value INTEGER;


dir: sysdb
filename: 00007-collection-config.sqlite.sql
hash: 1c7e63bba346a42a18b6ab7f1c989bed
sql:
-- Stores collection configuration dictionaries.
ALTER TABLE collections ADD COLUMN config_json_str TEXT;


dir: sysdb
filename: 00008-maintenance-log.sqlite.sql
hash: 0a0e7e93111a01789addf64961c6127c
sql:
-- Records when database maintenance operations are performed.
-- At time of creation, this table is only used to record vacuum operations.
CREATE TABLE maintenance_log (
  id INT PRIMARY KEY,
  timestamp INT NOT NULL,
  operation TEXT NOT NULL
);


dir: sysdb
filename: 00009-segment-collection-not-null.sqlite.sql
hash: 054355aef9e63702bf54ea29e61563f1
sql:
-- This makes segments.collection non-nullable.
CREATE TABLE segments_temp (
    id TEXT PRIMARY KEY,
    type TEXT NOT NULL,
    scope TEXT NOT NULL,
    collection TEXT REFERENCES collection(id) NOT NULL
);

INSERT INTO segments_temp SELECT * FROM segments;
DROP TABLE segments;
ALTER TABLE segments_temp RENAME TO segments;


dir: metadb
filename: 00001-embedding-metadata.sqlite.sql
hash: 2b4cf52c4bb2676e21d6860a4409f856
sql:
CREATE TABLE embeddings (
    id INTEGER PRIMARY KEY,
    segment_id TEXT NOT NULL,
    embedding_id TEXT NOT NULL,
    seq_id BLOB NOT NULL,
    created_at TIMESTAMP NOT NULL DEFAULT CURRENT_TIMESTAMP,
    UNIQUE (segment_id, embedding_id)
);

CREATE TABLE embedding_metadata (
    id INTEGER REFERENCES embeddings(id),
    key TEXT NOT NULL,
    string_value TEXT,
    int_value INTEGER,
    float_value REAL,
    PRIMARY KEY (id, key)
);

CREATE TABLE max_seq_id (
    segment_id TEXT PRIMARY KEY,
    seq_id BLOB NOT NULL
);

CREATE VIRTUAL TABLE embedding_fulltext USING fts5(id, string_value);


dir: metadb
filename: 00002-embedding-metadata.sqlite.sql
hash: 12a570f7121b3a8ce750a2a7c36da20f
sql:
-- SQLite does not support adding check with alter table, as a result, adding a check
-- involve creating a new table and copying the data over. It is over kill with adding
-- a boolean type column. The application write to the table needs to ensure the data
-- integrity.
ALTER TABLE embedding_metadata ADD COLUMN bool_value INTEGER


dir: metadb
filename: 00003-full-text-tokenize.sqlite.sql
hash: f97ad6334aeaa8f419f01110b648b97a
sql:
CREATE VIRTUAL TABLE embedding_fulltext_search USING fts5(string_value, tokenize='trigram');
INSERT INTO embedding_fulltext_search (rowid, string_value) SELECT rowid, string_value FROM embedding_metadata;
DROP TABLE embedding_fulltext;


dir: metadb
filename: 00004-metadata-indices.sqlite.sql
hash: fb36603a45ee2cd0254cef3ef86585e8
sql:
CREATE INDEX IF NOT EXISTS embedding_metadata_int_value ON embedding_metadata (key, int_value) WHERE int_value IS NOT NULL;
CREATE INDEX IF NOT EXISTS embedding_metadata_float_value ON embedding_metadata (key, float_value) WHERE float_value IS NOT NULL;
CREATE INDEX IF NOT EXISTS embedding_metadata_string_value ON embedding_metadata (key, string_value) WHERE string_value IS NOT NULL;


dir: metadb
filename: 00005-max-seq-id-int.sqlite.sql
hash: 0e9de46758761b373ce682925edcc326
sql:
ALTER TABLE max_seq_id ADD COLUMN int_seq_id INTEGER;

-- Convert 8 byte wide big-endian integer as blob to native 64 bit integer.
-- Adapted from https://stackoverflow.com/a/70296198.
UPDATE max_seq_id SET int_seq_id = (
  SELECT (
       (instr('123456789ABCDEF', substr(hex(seq_id), -1 , 1)) <<  0)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -2 , 1)) <<  4)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -3 , 1)) <<  8)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -4 , 1)) << 12)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -5 , 1)) << 16)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -6 , 1)) << 20)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -7 , 1)) << 24)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -8 , 1)) << 28)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -9 , 1)) << 32)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -10, 1)) << 36)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -11, 1)) << 40)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -12, 1)) << 44)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -13, 1)) << 48)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -14, 1)) << 52)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -15, 1)) << 56)
     | (instr('123456789ABCDEF', substr(hex(seq_id), -16, 1)) << 60)
    )
);

ALTER TABLE max_seq_id DROP COLUMN seq_id;
ALTER TABLE max_seq_id RENAME COLUMN int_seq_id TO seq_id;


dir: embeddings_queue
filename: 00001-embeddings.sqlite.sql
hash: d3755dfd232be8e8301f4d7fcfb3a486
sql:
CREATE TABLE embeddings_queue (
    seq_id INTEGER PRIMARY KEY,
    created_at TIMESTAMP NOT NULL DEFAULT CURRENT_TIMESTAMP,
    operation INTEGER NOT NULL,
    topic TEXT NOT NULL,
    id TEXT NOT NULL,
    vector BLOB,
    encoding TEXT,
    metadata TEXT
);


# collections

id: f98b3f93-fcb6-4110-a739-2c46e62455ff
name: chatbot_1
database_id: 00000000-0000-0000-0000-000000000000
config_json_str:
{"vector_index":{"hnsw":{"space":"l2","ef_construction":100,"ef_search":100,"max_neighbors":16,"resize_factor":1.2,"sync_threshold":1000}},"embedding_function":{"type":"known","name":"default","config":{}}}


# embedding_metadata

key: text
string_value:
Paragliding is an exhilarating adventure sport where you glide through the air using a lightweight, inflatable wing called a paraglider. Bir Billing, located in Himachal Pradesh, India, is renowned as the Paragliding Capital of India, offering ideal wind conditions and stunning Himalayan views. This guide provides instructions for beginners, safety tips, and details on training, equipment, and services offered by SkyHigh Adventures, a premier paragliding company in Bir.


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string_value:
Preparation: Book a session with a reputable operator like SkyHigh Adventures. Wear comfortable clothing, hiking boots with good traction, and bring sunglasses with UV protection. Avoid heavy meals or alcohol before flying.


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Briefing: Attend a safety briefing at the take-off site in Billing. Your instructor will explain equipment use, take-off techniques, and landing procedures.


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Equipment Check: Ensure your helmet, harness, and glider are inspected by a certified pilot. SkyHigh Adventures uses internationally certified gear, checked before every flight.


key: text
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Take-Off: At Billing’s take-off point (8,000 ft), run a few steps down a gentle slope as instructed while the pilot controls the glider. Stay calm and follow the pilot’s cues.


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In-Flight: Once airborne, sit back in the harness and enjoy the views of the Dhauladhar mountains. Keep your body relaxed and follow the pilot’s instructions for minor adjustments.


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Landing: At Bir’s landing site, bend your knees slightly and prepare to take a few steps upon touching down. The pilot will guide the glider to a smooth stop.


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Safety Tips and Things to Avoid  
Do: Follow all instructions from your certified pilot. Stay calm during take-off and landing. Wear appropriate safety gear, including a helmet and sturdy shoes.


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Avoid: Panicking or making sudden movements in the air. Paragliding barefoot or in sandals, as this risks foot injuries. Flying with unlicensed pilots or outdated equipment. Overeating or drinking alcohol before a flight, which can cause discomfort.


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Weather Awareness: Avoid flying in strong winds, rain, or foggy conditions. SkyHigh Adventures cancels flights if weather is unsafe, prioritizing your safety.


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Health Considerations: Inform your pilot of any medical conditions. Paragliding is not recommended for those with severe heart issues, recent surgeries, or pregnancy.


key: text
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About SkyHigh Adventures
SkyHigh Adventures is a leading paragliding company based in Bir, Himachal Pradesh, India. We offer tandem flights, professional training courses, and high-quality equipment sales. Our team includes certified pilots registered with Himachal Tourism, ensuring safety and expertise. We operate year-round (except during monsoon, July 15–September 15) and are committed to making your paragliding experience unforgettable.


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Location Information
SkyHigh Adventures is located at: Main Chowk, Bir Village, Kangra District, Himachal Pradesh, India 176077. Take-Off Site: Billing, 14 km from Bir, at 8,000 ft above sea level.


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How to Reach: Bir is 65 km from Dharamshala (2-hour drive). The nearest airport is Gaggal Airport (Dharamshala, 67 km). Regular buses and taxis connect Bir to Delhi (530 km) and Dharamshala. We provide shared transportation from Bir to Billing for all flights.


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Website: www.skyhighadventures.in
For bookings or inquiries, call or visit our website. Advance booking is recommended, especially during peak seasons (October–November, March–June).


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Best Time for Flights: Morning sessions (8:00 AM–12:00 PM) offer stable winds. Long flights are ideal from October to April. Note: Flights may be rescheduled or canceled due to unfavorable weather. Check with our team for daily updates.


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Paragliding Equipment for Sale
SkyHigh Adventures sells internationally certified paragliding equipment, suitable for beginners and professionals. All gear meets safety standards set by the Paragliding Association of India. Prices include taxes. Paraglider Wing (Beginner, EN-A Certified): INR 1,20,000. Lightweight, durable, ideal for new pilots.


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Carabiners (Set of 2, High-Strength): INR 5,000. Connects harness to glider, tested for heavy loads.


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Flight Instrument (Basic Altimeter/Vario): INR 15,000. Tracks altitude and wind speed for solo flights. Contact us to order or visit our Bir office for fittings and demos. Used equipment available at discounted rates, fully inspected.


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Training Packages
SkyHigh Adventures offers comprehensive paragliding courses certified by the Billing Paragliding Association (BPA). Courses are led by Arvind Paul, a three-time national champion, and include ground training, solo flights, and equipment use. Prices include accommodation and meals unless stated. P1 Course (Beginner, 4 Days): INR 20,000 + 5% GST. Covers ground handling, canopy control, and basic flight physics. Ideal for first-time solo flyers.


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P1 + P2 Course (Intermediate, 8 Days): INR 39,000 + 5% GST. Includes assisted solo flights, take-off/landing techniques, and wind assessment. Scheduled: January 30–February 6, 2025; March 1–8, 2025.


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P1 + P2 + P3 Course (Advanced, 14 Days): INR 55,000 + 5% GST. Advanced flying techniques, thermalling, and cross-country flights (7–10 km). Includes BPA certification. Scheduled: February 14–27, 2025; March 16–29, 2025.


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Tandem Joyride (15–20 Minutes): INR 3,000 per person. No training required, includes GoPro video and transport to Billing.


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Adventure Package (2 Nights, 1 Tandem Flight): INR 8,700 per person + GST. Includes camping, breakfast, dinner, and a 15–20 minute flight. Requirements: Minimum age 12, weight 30–90 kg (extra INR 500 for 90–110 kg, subject to fitness). Courses extend if weather delays training. Book via phone or website.


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Additional Services and Packages  
GoPro Videography: Included free with all tandem flights. High-quality video delivered post-flight.


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Trekking Combo: INR 5,000 per person for a 1-day trek (e.g., Rajgundha Valley) + 15-minute tandem flight.


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Group Discounts: 10% off for groups of 5+ on tandem flights or adventure packages. All packages include transport from Bir to Billing and safety insurance (INR 75 on-site fee, per Himachal Tourism).


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Why Choose SkyHigh Adventures? Safety First: All pilots are licensed by Himachal Tourism, with regular medical checks and equipment inspections.


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World-Class Location: Bir Billing’s geography offers stable thermals and safe flying conditions, perfect for beginners and pros.


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Customer Focus: Flexible scheduling, transparent pricing, and a passion for adventure ensure a memorable experience. Visit us in Bir or call +91-97368-00668 to start your paragliding journey!


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Important Notes  
Weather Dependency: Flight durations and schedules depend on wind conditions. SkyHigh Adventures prioritizes safety and may reschedule flights.


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Weight Limits: 30–90 kg standard; 90–110 kg possible with larger glider (extra fee, fitness check). Over 115 kg not permitted.


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Cancellations: Free cancellation 15 days prior; 0% refund within 15 days. Check our website for full terms. We look forward to soaring with you in Bir Billing!


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PAI
 
Tandem
 
Workshop
 
Course
 
Material
 
 
Written
 
By
 
Gurpreet
 
Dhindsa. Illustrations
 
by
 
:
 
Karthika
 
Aiyer
 
 
Chapter
 
1:
 
Nomenclature
 
and
 
Terminology
 
in
 
Tandem
 
Paragliding
.................................
6
 
1.1
 
The
 
Importance
 
of
 
The
 
Use
 
Of
 
Precise
 
Terminology
................................................
6
 
1.2
 
Understanding
 
The
 
Different
 
Parts
 
of
 
a
 
Glider
..........................................................
6
 
1.3
 
Flying
 
Steps
 
and
 
Manoeuvres
..........................................................................................
6
 
1.3.1
 
Bringing
 
the
 
Glider
 
Up:
 
Inﬂation
..................................................................................
6
 
1.3.2
 
Taking
 
Off:
 
Take
 
Off,
 
Not
 
Jump
.....................................................................................
7
 
1.3.3
 
In-Flight
 
Terminology
......................................................................................................
7
 
1.3.4
 
Landing
 
and
 
Flare
.............................................................................................................
7
 
1.3.5
 
Aerobatic
 
Manoeuvres
....................................................................................................
7
 
1.4
 
Conclusion
.....................................................................................................................................
7
 
Chapter
 
2:
 
Theories
 
of
 
Lift
 
Generation
........................................................................................
8
 
2.1
 
Revisiting
 
Traditional
 
Concepts
.......................................................................................
8
 
2.2
 
Challenging
 
the
 
Conventional
 
Wisdom
........................................................................
8
 
2.3
 
Beyond
 
Bernoulli
 
and
 
Turning
 
effect
.............................................................................
9
 
2.4
 
A
 
Uniﬁed
 
Theory
 
of
 
Lift
...................................................................................................
11
 
2.5
 
Embracing
 
a
 
New
 
Understanding
................................................................................
11
 
Chapter
 
3:
 
Forces
 
Acting
 
on
 
the
 
Glider,
 
Forward
 
Motion,
 
and
 
Balance
 
of
 
Forces
......
11
 
3.1
 
Forces
 
at
 
Play
......................................................................................................................
11
 
3.2
 
Center
 
of
 
Lift
........................................................................................................................
12
 
3.3
 
Resultant
 
Forces
 
and
 
Forward
 
Motion
.......................................................................
13
 
3.4
 
Acceleration
 
and
 
Steady
 
Flight
.....................................................................................
13
 
Chapter
 
4:
 
Stall
 
and
 
Spin
..............................................................................................................
14
 
4.1
 
The
 
Uniﬁed
 
Theory
 
of
 
Lift
 
and
 
Airﬂow
.......................................................................
14
 
4.2
 
Stall:
.......................................................................................................................................
15
 
4.2.1
 
Dynamic
 
Stall,
 
Too
 
High
 
Angle
 
of
 
Attack
..............................................................
15
 
4.2.2
 
Deep
 
Stall:
 
Physical
 
Disruption
 
of
 
Airﬂow
............................................................
16
 
4.3
 
Spin
........................................................................................................................................
16
 
4.4
  
Instabilities
 
and
 
Recoveries
...........................................................................................
16
 
4.4.1
 
Paragliding
 
Deflations
.............................................................................................
17
 
4.4.2
 
Asymmetric
 
Deflation
..............................................................................................
18
 
4.4.3
 
Symmetric
 
Deflation
 
aka
 
frontal
 
tuck
.......................................................................
20
 
4.4.4
 
Spiral
 
Dive
...............................................................................................................
22
 
4.4.5
 
Stall
 
and
 
Spin
........................................................................................................
24
y
 
Chapter
 
5:


key: text
string_value:
PAI
 
Tandem
 
Workshop
 
Course
 
Material
 
 
Written
 
By
 
Gurpreet
 
Dhindsa. Illustrations
 
by
 
:
 
Karthika
 
Aiyer
 
 
Chapter
 
1:
 
Nomenclature
 
and
 
Terminology
 
in
 
Tandem
 
Paragliding
.................................
6
 
1.1
 
The
 
Importance
 
of
 
The
 
Use
 
Of
 
Precise
 
Terminology
................................................
6
 
1.2
 
Understanding
 
The
 
Different
 
Parts
 
of
 
a
 
Glider
..........................................................
6
 
1.3
 
Flying
 
Steps
 
and
 
Manoeuvres
..........................................................................................
6
 
1.3.1
 
Bringing
 
the
 
Glider
 
Up:
 
Inﬂation
..................................................................................
6
 
1.3.2
 
Taking
 
Off:
 
Take
 
Off,
 
Not
 
Jump
.....................................................................................
7
 
1.3.3
 
In-Flight
 
Terminology
......................................................................................................
7
 
1.3.4
 
Landing
 
and
 
Flare
.............................................................................................................
7
 
1.3.5
 
Aerobatic
 
Manoeuvres
....................................................................................................
7
 
1.4
 
Conclusion
.....................................................................................................................................
7
 
Chapter
 
2:
 
Theories
 
of
 
Lift
 
Generation
........................................................................................
8
 
2.1
 
Revisiting
 
Traditional
 
Concepts
.......................................................................................
8
 
2.2
 
Challenging
 
the
 
Conventional
 
Wisdom
........................................................................
8
 
2.3
 
Beyond
 
Bernoulli
 
and
 
Turning
 
effect
.............................................................................
9
 
2.4
 
A
 
Uniﬁed
 
Theory
 
of
 
Lift
...................................................................................................
11
 
2.5
 
Embracing
 
a
 
New
 
Understanding
................................................................................
11
 
Chapter
 
3:
 
Forces
 
Acting
 
on
 
the
 
Glider,
 
Forward
 
Motion,
 
and
 
Balance
 
of
 
Forces
......
11
 
3.1
 
Forces
 
at
 
Play
......................................................................................................................
11
 
3.2
 
Center
 
of
 
Lift
........................................................................................................................
12
 
3.3
 
Resultant
 
Forces
 
and
 
Forward
 
Motion
.......................................................................
13
 
3.4
 
Acceleration
 
and
 
Steady
 
Flight
.....................................................................................
13
 
Chapter
 
4:
 
Stall
 
and
 
Spin
..............................................................................................................
14
 
4.1
 
The
 
Uniﬁed
 
Theory
 
of
 
Lift
 
and
 
Airﬂow
.......................................................................
14
 
4.2
 
Stall:
.......................................................................................................................................
15
 
4.2.1
 
Dynamic
 
Stall,
 
Too
 
High
 
Angle
 
of
 
Attack
..............................................................
15
 
4.2.2
 
Deep
 
Stall:
 
Physical
 
Disruption
 
of
 
Airﬂow
............................................................
16
 
4.3
 
Spin
........................................................................................................................................
16
 
4.4
  
Instabilities
 
and
 
Recoveries
...........................................................................................
16
 
4.4.1
 
Paragliding
 
Deflations
.............................................................................................
17
 
4.4.2
 
Asymmetric
 
Deflation
..............................................................................................
18
 
4.4.3
 
Symmetric
 
Deflation
 
aka
 
frontal
 
tuck
.......................................................................
20
 
4.4.4
 
Spiral
 
Dive
...............................................................................................................
22
 
4.4.5
 
Stall
 
and
 
Spin
........................................................................................................
24
y
 
Chapter
 
5: Airﬂow
 
Over
 
Ground
 
and
 
Flying
 
Through
 
Moving
 
Air
..................................
27


key: text
string_value:
5.1
 
Airspeed
 
and
 
Groundspeed
...........................................................................................
27
 
5.1.1
 
Impact
 
of
 
Wind
 
on
 
Groundspeed
.............................................................................
28
 
5.2
 
Turbulence
...........................................................................................................................
30
 
5.2.1
 
Causes
 
of
 
Turbulence
...................................................................................................
30
 
5.3
 
Wind
 
Gradient
....................................................................................................................
31
 
5.4
 
Rising
 
Air
 
and
 
Soaring
.....................................................................................................
32
 
5.5
 
Venturi
 
Effect
.......................................................................................................................
33
 
5.6
 
Terrain
 
Shape
 
Considerations
........................................................................................
34
 
Chapter
 
6:
 
Clouds
 
and
 
Atmospheric
 
Phenomena
.................................................................
35
 
6.1
 
Cloud
 
Formation
................................................................................................................
35
 
6.1.1
 
Factors
 
Leading
 
to
 
Air
 
Rising
 
and
 
Cooling
.............................................................
35
 
6.1.2
 
Condensation
 
Level
.......................................................................................................
36
 
6.1.3
  
Over
 
development
 
and
 
Cloud
 
Suck
........................................................................
37
 
6.2
 
Types
 
of
 
Clouds
..................................................................................................................
37
 
6.2.1
 
Low
 
Clouds
......................................................................................................................
37
 
Cumulus
 
(Cu)
.......................................................................................................................
38
 
Cumulonimbus
 
(Cb)
...........................................................................................................
38
 
Stratus
 
(St)
...........................................................................................................................
38
 
Stratocumulus
 
(Sc)
.............................................................................................................
38
 
6.2.2
 
Medium
 
Clouds
...............................................................................................................
38
 
Altocumulus
 
(Ac)
................................................................................................................
38
 
Altostratus
 
(As)
...................................................................................................................
39
 
Nimbostratus
 
(Ns)
..............................................................................................................
39
 
6.2.3
 
High
 
Clouds
.....................................................................................................................
39
 
Cirrus
 
(Ci)
..............................................................................................................................
39
 
Cirrocumulus
 
(Cc)
...............................................................................................................
39
 
Cirrostratus
 
(Cs)
..................................................................................................................
40
 
6.3
 
Decaying
 
Clouds,
 
Precipitation,
 
and
 
Gust
 
Fronts
....................................................
41
 
6.3.1
 
Gust
 
Fronts
.......................................................................................................................
41
 
6.3.2
 
A
 
downburst
....................................................................................................................
44
 
Chapter
 
7:
 
Fronts
 
and
 
Atmospheric
 
Dynamics
......................................................................
45
 
7.1
 
Understanding
 
Fronts
......................................................................................................
45
 
7.1.1
 
Stationary
 
Fronts
............................................................................................................
46
 
7.1.2
 
Cold
 
Fronts
.......................................................................................................................
47
 
7.1.3
 
Warm
 
Fronts
....................................................................................................................
48
 
The
 
cold
 
front
 
has
 
a
 
triangular
 
shape.


key: text
string_value:
7.1.4
 
Occluded
 
Fronts
.............................................................................................................
50
 
Chapter
 
8:
 
Lapse
 
Rate,
 
Instability,
 
and
 
Rotor
 
Turbulence
..................................................
51
 
8.1
 
Understanding
 
Lapse
 
Rate
.............................................................................................
51
 
8.2
 
Stability
........................................................................................................................................
54
 
8.3
 
Stability
 
and
  
lee
 
side
 
rotor
............................................................................................
56
 
Chapter
 
9:
 
Thermals5and
 
Turbulence
 
...............................................................................
56
 
9.1
 
Formation
 
and
 
Characteristics
 
of
 
Thermals
.....................................................................
57
 
9.2
 
Relationship
 
Between
 
Thermals
 
and
 
Turbulence
.........................................................
58
 
9.3
 
Awareness
 
and
 
Management
 
as
 
Tandem
 
Pilots
............................................................
59
 
Chapter
 
10
 
Air
 
Law
..................................................................................................................
60
 
10.1
 
General
 
collision
 
avoidance
......................................................................................... 60
 
.When
 
approaching
 
head-on
................................................................................................ 60
 
Overtaking
 
:
.................................................................................................................................
62
 
.Converging .................................................................................................................................
63
 
Landings
.......................................................................................................................................
64
 
10.2
 
Thermalling
 
trafﬁc
 
rules
 
and
 
manners:
....................................................................
65
 
Chapter
 
11. UNDERSTANDING
 
AIRSPACES
.........................................................................
67
 
11.1
 
Airspace
 
Construction,
..................................................................................................
67
 
11.2
 
Airspace
 
Classiﬁcation,
.................................................................................................
71
 
Class
 
A
 
airspace,
.......................................................................................................................
73
 
Class
 
B
 
airspace,
.......................................................................................................................
73
 
Class
 
C
 
airspace,
.......................................................................................................................
74
 
Class
 
F
 
airspace,
........................................................................................................................
74
 
Class
 
G
 
airspace,
.......................................................................................................................
74
 
11.3
 
Types
 
of
 
Controlled
 
Airspace,
.....................................................................................
75
 
11.4
 
Airspaces
 
And
 
‘Flight
 
Rules’,
.......................................................................................
77
 
11.5
 
Airspaces
 
In
 
and
 
Around
 
Bir,
 
Himachal
 
Pradesh,
.................................................
80
 
Chapter
 
12:
 
Regulatory
 
bodies,
 
Licences,
 
Certiﬁcates
 
and
 
Rating
 
cards
......................
83
 
12.1
 
Licence
 
:
..............................................................................................................................
84
 
12.2
 
Certiﬁcation
 
: .....................................................................................................................
84
 
12.3
 
Rating
 
Card
 
:
.....................................................................................................................


key: text
string_value:
7.1.4
 
Occluded
 
Fronts
.............................................................................................................
50
 
Chapter
 
8:
 
Lapse
 
Rate,
 
Instability,
 
and
 
Rotor
 
Turbulence
..................................................
51
 
8.1
 
Understanding
 
Lapse
 
Rate
.............................................................................................
51
 
8.2
 
Stability
........................................................................................................................................
54
 
8.3
 
Stability
 
and
  
lee
 
side
 
rotor
............................................................................................
56
 
Chapter
 
9:
 
Thermals5and
 
Turbulence
 
...............................................................................
56
 
9.1
 
Formation
 
and
 
Characteristics
 
of
 
Thermals
.....................................................................
57
 
9.2
 
Relationship
 
Between
 
Thermals
 
and
 
Turbulence
.........................................................
58
 
9.3
 
Awareness
 
and
 
Management
 
as
 
Tandem
 
Pilots
............................................................
59
 
Chapter
 
10
 
Air
 
Law
..................................................................................................................
60
 
10.1
 
General
 
collision
 
avoidance
......................................................................................... 60
 
.When
 
approaching
 
head-on
................................................................................................ 60
 
Overtaking
 
:
.................................................................................................................................
62
 
.Converging .................................................................................................................................
63
 
Landings
.......................................................................................................................................
64
 
10.2
 
Thermalling
 
trafﬁc
 
rules
 
and
 
manners:
....................................................................
65
 
Chapter
 
11. UNDERSTANDING
 
AIRSPACES
.........................................................................
67
 
11.1
 
Airspace
 
Construction,
..................................................................................................
67
 
11.2
 
Airspace
 
Classiﬁcation,
.................................................................................................
71
 
Class
 
A
 
airspace,
.......................................................................................................................
73
 
Class
 
B
 
airspace,
.......................................................................................................................
73
 
Class
 
C
 
airspace,
.......................................................................................................................
74
 
Class
 
F
 
airspace,
........................................................................................................................
74
 
Class
 
G
 
airspace,
.......................................................................................................................
74
 
11.3
 
Types
 
of
 
Controlled
 
Airspace,
.....................................................................................
75
 
11.4
 
Airspaces
 
And
 
‘Flight
 
Rules’,
.......................................................................................
77
 
11.5
 
Airspaces
 
In
 
and
 
Around
 
Bir,
 
Himachal
 
Pradesh,
.................................................
80
 
Chapter
 
12:
 
Regulatory
 
bodies,
 
Licences,
 
Certiﬁcates
 
and
 
Rating
 
cards
......................
83
 
12.1
 
Licence
 
:
..............................................................................................................................
84
 
12.2
 
Certiﬁcation
 
: .....................................................................................................................
84
 
12.3
 
Rating
 
Card
 
:
..................................................................................................................... 85
 
12.4
 
FAI
 
IPPI
 
card
 
and
 
Sporting
 
licence
 
:
..........................................................................
85
 
12.4.1
 
Sporting
 
Licence
 
:
........................................................................................................
85
 
12.4.2
 
IPPI
 
cards:


key: text
string_value:
7.1.4
 
Occluded
 
Fronts
.............................................................................................................
50
 
Chapter
 
8:
 
Lapse
 
Rate,
 
Instability,
 
and
 
Rotor
 
Turbulence
..................................................
51
 
8.1
 
Understanding
 
Lapse
 
Rate
.............................................................................................
51
 
8.2
 
Stability
........................................................................................................................................
54
 
8.3
 
Stability
 
and
  
lee
 
side
 
rotor
............................................................................................
56
 
Chapter
 
9:
 
Thermals5and
 
Turbulence
 
...............................................................................
56
 
9.1
 
Formation
 
and
 
Characteristics
 
of
 
Thermals
.....................................................................
57
 
9.2
 
Relationship
 
Between
 
Thermals
 
and
 
Turbulence
.........................................................
58
 
9.3
 
Awareness
 
and
 
Management
 
as
 
Tandem
 
Pilots
............................................................
59
 
Chapter
 
10
 
Air
 
Law
..................................................................................................................
60
 
10.1
 
General
 
collision
 
avoidance
......................................................................................... 60
 
.When
 
approaching
 
head-on
................................................................................................ 60
 
Overtaking
 
:
.................................................................................................................................
62
 
.Converging .................................................................................................................................
63
 
Landings
.......................................................................................................................................
64
 
10.2
 
Thermalling
 
trafﬁc
 
rules
 
and
 
manners:
....................................................................
65
 
Chapter
 
11. UNDERSTANDING
 
AIRSPACES
.........................................................................
67
 
11.1
 
Airspace
 
Construction,
..................................................................................................
67
 
11.2
 
Airspace
 
Classiﬁcation,
.................................................................................................
71
 
Class
 
A
 
airspace,
.......................................................................................................................
73
 
Class
 
B
 
airspace,
.......................................................................................................................
73
 
Class
 
C
 
airspace,
.......................................................................................................................
74
 
Class
 
F
 
airspace,
........................................................................................................................
74
 
Class
 
G
 
airspace,
.......................................................................................................................
74
 
11.3
 
Types
 
of
 
Controlled
 
Airspace,
.....................................................................................
75
 
11.4
 
Airspaces
 
And
 
‘Flight
 
Rules’,
.......................................................................................
77
 
11.5
 
Airspaces
 
In
 
and
 
Around
 
Bir,
 
Himachal
 
Pradesh,
.................................................
80
 
Chapter
 
12:
 
Regulatory
 
bodies,
 
Licences,
 
Certiﬁcates
 
and
 
Rating
 
cards
......................
83
 
12.1
 
Licence
 
:
..............................................................................................................................
84
 
12.2
 
Certiﬁcation
 
: .....................................................................................................................
84
 
12.3
 
Rating
 
Card
 
:
..................................................................................................................... 85
 
12.4
 
FAI
 
IPPI
 
card
 
and
 
Sporting
 
licence
 
:
..........................................................................
85
 
12.4.1
 
Sporting
 
Licence
 
:
........................................................................................................
85
 
12.4.2
 
IPPI
 
cards: ......................................................................................................................
86
 
13.2
 
Daily
 
Inspection
 
and
 
Pre-ﬂight
 
Checks
...................................................................
87
 
13.3
 
Equipment
 
Considerations
...........................................................................................
87


key: text
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Conclusion
...................................................................................................................................
89
 
Chapter
 
14:
  
Pilot
 
and
 
Passenger
 
Considerations
................................................................
89
 
14.1
 
Yourself
...............................................................................................................................
89
 
14.2
 
The
 
Passenger
.................................................................................................................
90
 
Chapter
 
15
 
Brieﬁng
 
for
 
Tandem
 
Paragliding
 
Flight
.............................................................
91
 
15,1. Keep
 
it
 
Simple
.................................................................................................................
92
 
15,2. Roles
 
and
 
Expectations
................................................................................................
92
 
15.3. Addressing
 
Nervousness
............................................................................................
92
 
15.4. Launch
 
Procedure
..........................................................................................................
92
 
15,5. Anchor
 
Persons
 
Brieﬁng
..............................................................................................
92
 
15.6. Flight
 
Duration
................................................................................................................
93
 
Conclusion
...................................................................................................................................
93
 
Chapter
 
16
 
Practical
 
tips:
..............................................................................................................
93
 
16.1.
 
Site
 
and
 
Conditions
.......................................................................................................
93
 
16.2. Weather
 
Conditions
......................................................................................................
94
 
16.3. Camera
 
Guideline
...........................................................................................................
94
 
. 16.3.1
 
Safety
 
Line
 
Attachment
...........................................................................................
95
 
. 16.3.2
 
Camera
 
Mounting
......................................................................................................
95
 
16.4
 
Hazard
 
Awareness
.........................................................................................................
95
 
Conclusion
...................................................................................................................................
96
 
16.5
 
Pre-Flight
 
Checklist
........................................................................................................
96
 
16.6..1.
 
Frequency
.....................................................................................................................
98
 
16.6.2. Inspection
 
Scope
.........................................................................................................
98
 
16.6.3. Additional
 
Checks
......................................................................................................
98
 
Conclusion
...................................................................................................................................
98
 
16.7.1. Gentle
 
Manoeuvres
....................................................................................................
99
 
16.7.2. Airsickness
 
Management
.........................................................................................
99
 
16.7.3. Flight
 
Awareness
.......................................................................................................
99
 
16.7.4. Communication
.........................................................................................................
100
 
Conclusion
................................................................................................................................
100
 
16.8.1. Wake
 
Turbulence
 
Awareness
..............................................................................
100
 
16.8.2. Maintain
 
Safe
 
Separation
......................................................................................
101
 
16.8.3. Communication
.........................................................................................................
101
 
16.8.4. Flight
 
Planning
.........................................................................................................
101
 
16.8.5. Collaborative
 
Approach
.........................................................................................
101
 
Conclusion
................................................................................................................................
102


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16.9. Landing
...........................................................................................................................
102
 
16.10
 
Post-Landing:
..............................................................................................................
102
 
Chapter
 
17:
 
Tandem
 
Techniques
.............................................................................................
103
 
17.1
 
Takeoff
 
:
...........................................................................................................................
103
 
17.1.1
 
Light
 
winds
 
:
...............................................................................................................
103
 
17.1.2
 
Moderate
 
to
 
strong
 
winds
 
:
....................................................................................
104
 
17.1.3
 
Moderate
 
Wind
 
Inﬂation
 
Techniques
.................................................................
105
 
Method
 
1:
 
Pilot-Facing,
 
Passenger-Downhill
........................................................
105
 
Method
 
2: Pilot
 
and
 
Passenger
 
Facing
 
the
 
Canopy
..............................................
105
 
Method
 
3:
 
Pilot-Facing,
 
Passenger-Sitting,
 
Often
 
used
 
for
 
ﬂying
 
dunes
 
in
 
good
 
winds
........................................................................................................................ 106
 
17.2.1
 
Light
 
Wind
 
Forward
 
Take-off
...............................................................................
106
 
17.2.2
 
Moderate
 
Wind
 
Forward
 
Take-off
...................................................................... 107
 
17.3
 
In-Flight
 
Communication
 
and
 
Passenger
 
Control
..............................................
108
 
17.4
 
Landing
 
Procedures
.....................................................................................................
109
 
Chapter
 
18
 
Tandem
 
pilot
 
responsibilities
 
and
 
duties
.......................................................
111
 
Chapter19:
 
Professional
 
Behaviour
........................................................................................
112
 
19.1
 
Safety
 
Focused:
.............................................................................................................
112
 
19.2
 
Effective
 
Communication:
..........................................................................................
113
 
19.3
 
Professionalism
 
and
 
Conduct:
..................................................................................
113
 
19.4
 
Skill
 
and
 
Competence:
................................................................................................
113
 
19.5
 
Ethical
 
Conduct:
............................................................................................................
114
 
19.6
 
Continuous
 
Improvement:
.........................................................................................
114


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Chapter
 
1:
 
Nomenclature
 
and
 
Terminology
 
in
 
Tandem
 
Paragliding
 
1.1
 
The
 
Importance
 
of
 
The
 
Use
 
Of
 
Precise
 
Terminology
 
In
 
the
 
world
 
of
 
tandem
 
paragliding,
 
precise
 
communication
 
is
 
key. This
 
chapter
 
focuses
 
on
 
the
 
correct
 
nomenclature
 
and
 
terminology
 
essential
 
for
 
both
 
professionals
 
and
 
enthusiasts. Using
 
the
 
right
 
terms
 
for
 
various
 
parts
 
of
 
the
 
gliding
 
equipment
 
and
 
accurately
 
describing
 
ﬂying
 
steps
 
and
 
manoeuvres
 
is
 
crucial
 
for
 
effective
 
communication
 
and
 
to
 
prevent
 
a
 
breakdown
 
in
 
communication
 
with
 
its
 
detrimental
 
effects
 
on
 
safety. 1.2
 
Understanding
 
The
 
Different
 
Parts
 
of
 
a
 
Glider
 
Before
 
we
 
delve
 
into
 
terminology,
 
let's
 
familiarise
 
ourselves
 
with
 
the
 
key
 
components
 
of
 
a
 
tandem
 
paraglider. Refer
 
to
 
the
 
labelled
 
images
 
below,
 
which
 
illustrate
 
the
 
tandem
 
wing
 
and
 
the
 
harness
 
setup,
 
including
 
T-bars. Knowing
 
these
 
parts
 
and
 
their
 
functions
 
is
 
fundamental
 
to
 
safe
 
and
 
enjoyable
 
tandem
 
ﬂights. [Include
 
labelled
 
images
 
of
 
tandem
 
wing
 
and
 
harness
 
setup
 
with
 
T-bars]


key: text
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1.3
 
Flying
 
Steps
 
and
 
Manoeuvres
 
1.3.1
 
Bringing
 
the
 
Glider
 
Up:
 
Inﬂation
 
When
 
preparing
 
for
 
takeoff,
 
it's
 
essential
 
to
 
use
 
the
 
correct
 
term
 
for
 
bringing
 
the
 
glider
 
up. In
 
this
 
context,
 
we
 
refer
 
to
 
it
 
as
 
"inﬂation. "
 
This
 
emphasises
 
the
 
controlled
 
ﬁlling
 
of
 
the
 
wing
 
with
 
air,
 
ensuring
 
a
 
smooth
 
and
 
controlled
 
ascent. 1.3.2
 
Taking
 
Off: Take
 
Off,
 
Not
 
Jump
 
The
 
act
 
of
 
ascending
 
into
 
the
 
skies
 
should
 
be
 
referred
 
to
 
as
 
"take
 
off. " Avoid
 
using
 
the
 
term
 
"jump,"
 
as
 
it
 
may
 
convey
 
an
 
incorrect
 
and
 
potentially
 
unsafe
 
image. In
 
Hindi,
 
you
 
can
 
use
 
the
 
phrase
 
"Udaan
 
bharenge"
 
to
 
express
 
the
 
experience
 
of
 
taking
 
ﬂight. 1.3.3
 
In-Flight
 
Terminology
 
●
 
Lift:
 
The
 
force
 
that
 
enables
 
the
 
glider
 
to
 
ascend. ●
 
Sink:
 
The
 
descent
 
caused
 
by
 
a
 
lack
 
of
 
upward
 
air
 
currents. ●
 
360
 
Turn: Executing
 
a
 
complete
 
turn
 
in
 
the
 
air. ●
 
Thermaling:
 
Utilising
 
thermal
 
updrafts
 
for
 
sustained
 
lift. ●
 
Hold
 
above
 
carabiner
 
●
 
Hands
 
clear
 
(if
 
passenger
 
is
 
trying
 
to
 
hold
  
launch
 
assistant
 
or
 
any
 
wrong
 
part
 
of
 
glider)
 
1.3.4
 
Landing
 
and
 
Flare When
 
it
 
comes
 
time
 
to
 
descend,
 
use
 
the
 
term
 
"landing.


key: text
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In
 
Hindi,
 
you
 
can
 
use
 
the
 
phrase
 
"Udaan
 
bharenge"
 
to
 
express
 
the
 
experience
 
of
 
taking
 
ﬂight. 1.3.3
 
In-Flight
 
Terminology
 
●
 
Lift:
 
The
 
force
 
that
 
enables
 
the
 
glider
 
to
 
ascend. ●
 
Sink:
 
The
 
descent
 
caused
 
by
 
a
 
lack
 
of
 
upward
 
air
 
currents. ●
 
360
 
Turn: Executing
 
a
 
complete
 
turn
 
in
 
the
 
air. ●
 
Thermaling:
 
Utilising
 
thermal
 
updrafts
 
for
 
sustained
 
lift. ●
 
Hold
 
above
 
carabiner
 
●
 
Hands
 
clear
 
(if
 
passenger
 
is
 
trying
 
to
 
hold
  
launch
 
assistant
 
or
 
any
 
wrong
 
part
 
of
 
glider)
 
1.3.4
 
Landing
 
and
 
Flare When
 
it
 
comes
 
time
 
to
 
descend,
 
use
 
the
 
term
 
"landing. "
 
The
 
controlled
 
descent
 
should
 
be
 
accompanied
 
by
 
a
 
controlled
 
ﬂare,
 
emphasising
 
a
 
smooth
 
and
 
safe
 
touch
 
down. Use
 
clear
 
terms
 
like
 
Feet
 
up,
 
Feet
 
down
 
and
 
run
 
etc
 
1.3.5
 
Aerobatic
 
Manoeuvres
 
While
 
aerobatic
 
manoeuvres
 
may
 
not
 
be
 
allowed
 
at
 
all
 
commercial
 
tandem
 
ﬂight
 
sites,
 
if
 
permitted,
 
it's
 
crucial
 
to
 
use
 
the
 
correct
 
names
 
for
 
each
 
manoeuvre. Examples
 
include
 
spirals,
 
wing
 
overs,
 
SATs,
 
helico,
 
etc. Safety
 
should
 
always
 
be
 
the
 
priority
 
when
 
considering
 
any
 
aerobatic
 
manoeuvres.


key: text
string_value:
1.4
 
Conclusion
 
By
 
adopting
 
and
 
understanding
 
the
 
precise
 
nomenclature
 
and
 
terminology
 
associated
 
with
 
tandem
 
paragliding,
 
both
 
pilots
 
and
 
passengers
 
contribute
 
to
 
a
 
safer
 
and
 
more
 
enjoyable
 
experience. Clear
 
communication
 
ensures
 
that
 
everyone
 
involved
 
in
 
the
 
ﬂight
 
is
 
on
 
the
 
same
 
page,
 
promoting
 
a
 
culture
 
of
 
safety
 
and
 
professionalism
 
in
 
the
 
world
 
of
 
tandem
 
paragliding. Chapter
 
2:
 
Theories
 
of
 
Lift
 
Generation
 
2.1
 
Revisiting
 
Traditional
 
Concepts
 
In
 
the
 
realm
 
of
 
paragliding,
 
understanding
 
the
 
theories
 
of
 
lift
 
is
 
fundamental
 
to
 
mastering
 
the
 
art
 
of
 
ﬂight. Traditionally,
 
many
 
of
 
us
 
have
 
been
 
taught
 
the
 
"equal
 
transit
 
time"
 
or
 
"longer
 
path"
 
theory
 
during
 
ground
 
school. According
 
to
 
this
 
theory,
 
the
 
low-pressure
 
area
 
on
 
top
 
of
 
the
 
wing
 
is
 
created
 
because
 
air
 
particles
 
passing
 
over
 
it
 
must
 
accelerate
 
to
 
match
 
the
 
air
 
below,
 
arriving
 
at
 
the
 
trailing
 
edge
 
simultaneously. 2.2
 
Challenging
 
the
 
Conventional
 
Wisdom
 
Recent
 
insights
 
from
 
NASA's
 
Glenn
 
Research
 
Center
 
challenge
 
the
 
traditional
 
view. The
 
actual
 
velocity
 
over
 
the
 
top
 
of
 
an
 
airfoil
 
is
 
found
 
to
 
be
 
much
 
faster
 
than
 
predicted
 
by
 
the
 
"longer
 
path"
 
theory.


key: text
string_value:
1.4
 
Conclusion
 
By
 
adopting
 
and
 
understanding
 
the
 
precise
 
nomenclature
 
and
 
terminology
 
associated
 
with
 
tandem
 
paragliding,
 
both
 
pilots
 
and
 
passengers
 
contribute
 
to
 
a
 
safer
 
and
 
more
 
enjoyable
 
experience. Clear
 
communication
 
ensures
 
that
 
everyone
 
involved
 
in
 
the
 
ﬂight
 
is
 
on
 
the
 
same
 
page,
 
promoting
 
a
 
culture
 
of
 
safety
 
and
 
professionalism
 
in
 
the
 
world
 
of
 
tandem
 
paragliding. Chapter
 
2:
 
Theories
 
of
 
Lift
 
Generation
 
2.1
 
Revisiting
 
Traditional
 
Concepts
 
In
 
the
 
realm
 
of
 
paragliding,
 
understanding
 
the
 
theories
 
of
 
lift
 
is
 
fundamental
 
to
 
mastering
 
the
 
art
 
of
 
ﬂight. Traditionally,
 
many
 
of
 
us
 
have
 
been
 
taught
 
the
 
"equal
 
transit
 
time"
 
or
 
"longer
 
path"
 
theory
 
during
 
ground
 
school. According
 
to
 
this
 
theory,
 
the
 
low-pressure
 
area
 
on
 
top
 
of
 
the
 
wing
 
is
 
created
 
because
 
air
 
particles
 
passing
 
over
 
it
 
must
 
accelerate
 
to
 
match
 
the
 
air
 
below,
 
arriving
 
at
 
the
 
trailing
 
edge
 
simultaneously. 2.2
 
Challenging
 
the
 
Conventional
 
Wisdom
 
Recent
 
insights
 
from
 
NASA's
 
Glenn
 
Research
 
Center
 
challenge
 
the
 
traditional
 
view. The
 
actual
 
velocity
 
over
 
the
 
top
 
of
 
an
 
airfoil
 
is
 
found
 
to
 
be
 
much
 
faster
 
than
 
predicted
 
by
 
the
 
"longer
 
path"
 
theory. Contrary
 
to
 
the
 
belief
 
that
 
particles
 
must
 
arrive
 
simultaneously,
 
those
 
moving
 
over
 
the
 
top
 
actually
 
reach
 
the
 
trailing
 
edge
 
before
 
those
 
below
 
the
 
airfoil.


key: text
string_value:
1.4
 
Conclusion
 
By
 
adopting
 
and
 
understanding
 
the
 
precise
 
nomenclature
 
and
 
terminology
 
associated
 
with
 
tandem
 
paragliding,
 
both
 
pilots
 
and
 
passengers
 
contribute
 
to
 
a
 
safer
 
and
 
more
 
enjoyable
 
experience. Clear
 
communication
 
ensures
 
that
 
everyone
 
involved
 
in
 
the
 
ﬂight
 
is
 
on
 
the
 
same
 
page,
 
promoting
 
a
 
culture
 
of
 
safety
 
and
 
professionalism
 
in
 
the
 
world
 
of
 
tandem
 
paragliding. Chapter
 
2:
 
Theories
 
of
 
Lift
 
Generation
 
2.1
 
Revisiting
 
Traditional
 
Concepts
 
In
 
the
 
realm
 
of
 
paragliding,
 
understanding
 
the
 
theories
 
of
 
lift
 
is
 
fundamental
 
to
 
mastering
 
the
 
art
 
of
 
ﬂight. Traditionally,
 
many
 
of
 
us
 
have
 
been
 
taught
 
the
 
"equal
 
transit
 
time"
 
or
 
"longer
 
path"
 
theory
 
during
 
ground
 
school. According
 
to
 
this
 
theory,
 
the
 
low-pressure
 
area
 
on
 
top
 
of
 
the
 
wing
 
is
 
created
 
because
 
air
 
particles
 
passing
 
over
 
it
 
must
 
accelerate
 
to
 
match
 
the
 
air
 
below,
 
arriving
 
at
 
the
 
trailing
 
edge
 
simultaneously. 2.2
 
Challenging
 
the
 
Conventional
 
Wisdom
 
Recent
 
insights
 
from
 
NASA's
 
Glenn
 
Research
 
Center
 
challenge
 
the
 
traditional
 
view. The
 
actual
 
velocity
 
over
 
the
 
top
 
of
 
an
 
airfoil
 
is
 
found
 
to
 
be
 
much
 
faster
 
than
 
predicted
 
by
 
the
 
"longer
 
path"
 
theory. Contrary
 
to
 
the
 
belief
 
that
 
particles
 
must
 
arrive
 
simultaneously,
 
those
 
moving
 
over
 
the
 
top
 
actually
 
reach
 
the
 
trailing
 
edge
 
before
 
those
 
below
 
the
 
airfoil. But
 
equal
 
transit
 
velocity
 
is
 
not
 
the
 
correct
 
theory.”


key: text
string_value:
While
 
the
 
traditional
 
explanation
 
relies
 
heavily
 
on
 
Bernoulli's
 
principle,
 
it
 
falls
 
short
 
in
 
explaining
 
certain
 
phenomena. Bernoulli
 
doesn't
 
provide
 
a
 
comprehensive
 
understanding
 
of
 
lift,
 
especially
 
in
 
cases
 
involving
 
non-cambered
 
wing
 
designs
 
or
 
symmetrical
 
airfoils. NASA
 
highlights
 
that
 
using
 
Bernoulli's
 
equation
 
for
 
pressure
 
and
 
performing
 
pressure-area
 
calculations
 
often
 
fails
 
to
 
align
 
with
 
the
 
lift
 
measured
 
for
 
a
 
given
 
airfoil. This
 
discrepancy
 
prompts
 
a
 
reevaluation
 
of
 
the
 
traditional
 
theories. In
 
the
 
momentum-based
 
explanation,
 
it
 
is
 
argued
 
that
 
an
 
airfoil
 
acts
 
like
 
a
 
turning
 
vane
 
deﬂecting
 
the
 
incoming
 
ﬂow
 
downward,
 
and
 
thus
 
lift
 
is
 
generated
 
due
 
to
 
the
 
deﬂection
 
of
 
the
 
ﬂow
 
momentum
 
ﬂux
 
according
 
to
 
Newton’s
 
second
 
and
 
third
 
laws. However,
 
a
 
question
 
is
 
what
 
the
 
physical
 
mechanism
 
is
 
for
 
the
 
deﬂection
 
of
 
the
 
ﬂuid
 
stream. On
 
the
 
lower
 
surface
 
at
 
the
 
positive
 
angle
 
of
 
attack
 
(AoA),
 
the
 
ﬂuid
 
ﬂow
 
could
 
be
 
pushed
 
down
 
by
 
the
 
inclined
 
surface. To
 
explain
 
the
 
ﬂow
 
turning
 
on
 
the
 
upper
 
surface,
 
the
 
Coanda
 
effect
 
was
 
proposed
 
as
 
a
 
physical
 
mechanism,
 
originally
 
describing
 
the
 
tendency
 
of
 
a
 
powered
 
jet
 
ﬂow
 
to
 
attach
 
to
 
the
 
adjacent
 
solid
 
surface


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2.4
 
A
 
Uniﬁed
 
Theory
 
of
 
Lift
 
Modern
 
aerodynamicists,
 
such
 
as
 
Doug
 
McLean,
 
former
 
Boeing
 
engineer
 
and
 
author
 
of
 
"Understanding
 
Aerodynamics: Arguing
 
from
 
the
 
Real
 
Physics,"
 
propose
 
a
 
more
 
comprehensive
 
theory. McLean
 
identiﬁes
 
four
 
essential
 
components
 
for
 
lift:
 
a
 
downward
 
turning
 
of
 
the
 
airﬂow,
 
an
 
increase
 
in
 
the
 
airﬂow's
 
speed,
 
an
 
area
 
of
 
low
 
pressure,
 
and
 
an
 
area
 
of
 
high
 
pressure. These
 
components
 
form
 
a
 
reciprocal
 
cause-and-effect
 
relationship,
 
where
 
each
 
element
 
supports
 
the
 
others. McLean's
 
theory
 
emphasises
 
that
 
pressure
 
differences
 
exert
 
the
 
lift
 
force
 
on
 
the
 
airfoil,
 
while
 
the
 
downward
 
turning
 
of
 
the
 
ﬂow
 
and
 
changes
 
in
 
ﬂow
 
speed
 
sustain
 
these
 
pressure
 
differences. 2.5
 
Embracing
 
a
 
New
 
Understanding
 
As
 
we
 
explore
 
these
 
emerging
 
theories,
 
it's
 
crucial
 
for
 
tandem
 
paragliders
 
to
 
go
 
beyond
 
traditional
 
concepts
 
and
 
embrace
 
a
 
more
 
nuanced
 
understanding
 
of
 
lift. This
 
knowledge
 
lays
 
the
 
foundation
 
for
 
safer
 
ﬂights
 
and
 
a
 
deeper
 
appreciation
 
of
 
the
 
complex
 
aerodynamics
 
at
 
play
 
during
 
tandem
 
paragliding. Chapter
 
3:
 
Forces
 
Acting
 
on
 
the
 
Glider,
 
Forward
 
Motion,
 
and
 
Balance
 
of
 
Forces
 
3.1
 
Forces
 
at
 
Play
 
Understanding
 
the
 
forces
 
acting
 
on
 
a
 
paraglider
 
is
 
essential
 
for
 
safe
 
and
 
controlled
 
ﬂight.


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2.4
 
A
 
Uniﬁed
 
Theory
 
of
 
Lift
 
Modern
 
aerodynamicists,
 
such
 
as
 
Doug
 
McLean,
 
former
 
Boeing
 
engineer
 
and
 
author
 
of
 
"Understanding
 
Aerodynamics: Arguing
 
from
 
the
 
Real
 
Physics,"
 
propose
 
a
 
more
 
comprehensive
 
theory. McLean
 
identiﬁes
 
four
 
essential
 
components
 
for
 
lift:
 
a
 
downward
 
turning
 
of
 
the
 
airﬂow,
 
an
 
increase
 
in
 
the
 
airﬂow's
 
speed,
 
an
 
area
 
of
 
low
 
pressure,
 
and
 
an
 
area
 
of
 
high
 
pressure. These
 
components
 
form
 
a
 
reciprocal
 
cause-and-effect
 
relationship,
 
where
 
each
 
element
 
supports
 
the
 
others. McLean's
 
theory
 
emphasises
 
that
 
pressure
 
differences
 
exert
 
the
 
lift
 
force
 
on
 
the
 
airfoil,
 
while
 
the
 
downward
 
turning
 
of
 
the
 
ﬂow
 
and
 
changes
 
in
 
ﬂow
 
speed
 
sustain
 
these
 
pressure
 
differences. 2.5
 
Embracing
 
a
 
New
 
Understanding
 
As
 
we
 
explore
 
these
 
emerging
 
theories,
 
it's
 
crucial
 
for
 
tandem
 
paragliders
 
to
 
go
 
beyond
 
traditional
 
concepts
 
and
 
embrace
 
a
 
more
 
nuanced
 
understanding
 
of
 
lift. This
 
knowledge
 
lays
 
the
 
foundation
 
for
 
safer
 
ﬂights
 
and
 
a
 
deeper
 
appreciation
 
of
 
the
 
complex
 
aerodynamics
 
at
 
play
 
during
 
tandem
 
paragliding. Chapter
 
3:
 
Forces
 
Acting
 
on
 
the
 
Glider,
 
Forward
 
Motion,
 
and
 
Balance
 
of
 
Forces
 
3.1
 
Forces
 
at
 
Play
 
Understanding
 
the
 
forces
 
acting
 
on
 
a
 
paraglider
 
is
 
essential
 
for
 
safe
 
and
 
controlled
 
ﬂight. Three
 
primary
 
forces
 
come
 
into
 
play:
 
Lift,
 
Gravity,
 
and
 
Drag.


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2.4
 
A
 
Uniﬁed
 
Theory
 
of
 
Lift
 
Modern
 
aerodynamicists,
 
such
 
as
 
Doug
 
McLean,
 
former
 
Boeing
 
engineer
 
and
 
author
 
of
 
"Understanding
 
Aerodynamics: Arguing
 
from
 
the
 
Real
 
Physics,"
 
propose
 
a
 
more
 
comprehensive
 
theory. McLean
 
identiﬁes
 
four
 
essential
 
components
 
for
 
lift:
 
a
 
downward
 
turning
 
of
 
the
 
airﬂow,
 
an
 
increase
 
in
 
the
 
airﬂow's
 
speed,
 
an
 
area
 
of
 
low
 
pressure,
 
and
 
an
 
area
 
of
 
high
 
pressure. These
 
components
 
form
 
a
 
reciprocal
 
cause-and-effect
 
relationship,
 
where
 
each
 
element
 
supports
 
the
 
others. McLean's
 
theory
 
emphasises
 
that
 
pressure
 
differences
 
exert
 
the
 
lift
 
force
 
on
 
the
 
airfoil,
 
while
 
the
 
downward
 
turning
 
of
 
the
 
ﬂow
 
and
 
changes
 
in
 
ﬂow
 
speed
 
sustain
 
these
 
pressure
 
differences. 2.5
 
Embracing
 
a
 
New
 
Understanding
 
As
 
we
 
explore
 
these
 
emerging
 
theories,
 
it's
 
crucial
 
for
 
tandem
 
paragliders
 
to
 
go
 
beyond
 
traditional
 
concepts
 
and
 
embrace
 
a
 
more
 
nuanced
 
understanding
 
of
 
lift. This
 
knowledge
 
lays
 
the
 
foundation
 
for
 
safer
 
ﬂights
 
and
 
a
 
deeper
 
appreciation
 
of
 
the
 
complex
 
aerodynamics
 
at
 
play
 
during
 
tandem
 
paragliding. Chapter
 
3:
 
Forces
 
Acting
 
on
 
the
 
Glider,
 
Forward
 
Motion,
 
and
 
Balance
 
of
 
Forces
 
3.1
 
Forces
 
at
 
Play
 
Understanding
 
the
 
forces
 
acting
 
on
 
a
 
paraglider
 
is
 
essential
 
for
 
safe
 
and
 
controlled
 
ﬂight. Three
 
primary
 
forces
 
come
 
into
 
play:
 
Lift,
 
Gravity,
 
and
 
Drag. In
 
this
 
chapter,
 
we'll
 
explore
 
how
 
these
 
forces
 
interact
 
to
 
create
 
forward
 
motion
 
and
 
maintain
 
balance.


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3.2
 
Center
 
of
 
Lift
 
 
Lift
 
is
 
generated
 
by
 
both
 
the
 
upper
 
and
 
lower
 
surfaces
 
of
 
the
 
glider. Notably,
 
the
 
Center
 
of
 
Lift
 
is
 
positioned
 
at
 
different
 
points
 
on
 
these
 
surfaces. While
 
this
 
distinction
 
becomes
 
crucial
 
in
 
stall
 
recoveries,
 
for
 
the
 
majority
 
of
 
lift
 
generated
 
from
 
the
 
top
 
surface,
 
the
 
Center
 
of
 
Lift
 
is
 
visualised
 
just
 
behind
 
the
 
leading
 
edge. Understanding
 
this
 
positioning
 
becomes
 
vital
 
in
 
managing
 
the
 
aerodynamics
 
during
 
ﬂight.


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3.3
 
Resultant
 
Forces
 
and
 
Forward
 
Motion
 
The
 
gravitational
 
pull
 
on
 
the
 
wing's
 
weight
 
and
 
the
 
upward
 
and
 
forward-pointing
 
lift
 
create
 
a
 
resultant
 
force
 
that
 
acts
 
in
 
the
 
forward
 
direction. This
 
forward
 
force
 
is
 
what
 
propels
 
the
 
glider
 
through
 
the
 
air. It's
 
important
 
to
 
note
 
that
 
the
 
direction
 
of
 
lift
 
and
 
gravity
 
isn't
 
precisely
 
opposite. Lift
 
is
 
both
 
upward
 
and
 
forward,
 
while
 
gravity
 
acts
 
vertically
 
downward. This
 
slight
 
misalignment
 
results
 
in
 
a
 
forward
 
component
 
that
 
contributes
 
to
 
the
 
glider's
 
motion.


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3.4
 
Acceleration
 
and
 
Steady
 
Flight As
 
the
 
glider
 
initiates
 
its
 
motion,
 
lift
 
and
 
gravity
 
work
 
together
 
to
 
produce
 
forward
 
acceleration. (more
 
accurately
 
its
 
the
 
component
 
of
 
Weight
 
vector
 
in
 
direction
 
of
 
motion
 
that
 
produces
 
forward
 
motion
 
after
 
the
 
component
  
directly
 
opposite
 
to
 
lift
 
has
 
been
 
neutralised
 
by
 
lift) However,
 
as
 
the
 
wing
 
gains
 
speed,
 
drag
 
comes
 
into
 
play. Drag
 
increases
 
exponentially
 
with
 
speed
 
until
 
it
 
equals
 
the
 
forward
 
force,
 
leading
 
to
 
a
 
state
 
of
 
equilibrium. This
 
marks
 
the
 
point
 
where
 
acceleration
 
ceases,
 
and
 
the
 
glider
 
maintains
 
a
 
steady
 
speed,
 
often
 
referred
 
to
 
as
 
Trim
 
Speed.


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Chapter
 
4:
 
Stall
 
and
 
Spin
 
4.1
 
The
 
Uniﬁed
 
Theory
 
of
 
Lift
 
and
 
Airﬂow As
 
we
 
embrace
 
the
 
uniﬁed
 
theory
 
of
 
lift,
 
understanding
 
the
 
signiﬁcance
 
of
 
smooth
 
airﬂow
 
over
 
the
 
wing
 
becomes
 
paramount. Both
 
Bernoulli's
 
lift
 
and
 
the
 
momentum/
 
turning
 
effect
 
rely
 
on
 
undisturbed
 
airﬂow
 
over
 
the
 
wing
 
to
 
generate
 
lift
 
and
 
forward
 
motion,
 
making
 
it
 
a
 
critical
 
factor. Any
 
disruption
 
to
 
this
 
airﬂow
 
can
 
result
 
in
 
a
 
signiﬁcant
 
loss
 
of
 
lift
 
and
 
lead
 
to
 
a
 
stall. 4.2
 
Stall:
 
 
4.2.1
 
Dynamic
 
Stall,
 
Too
 
High
 
Angle
 
of
 
Attack


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As
 
the
 
pilot
 
ﬂies
  
with
 
more
 
and
 
more
 
brake
 
creating
 
increasing
 
drag
 
and
 
loss
 
of
  
speed,
 
the
 
wing
 
loses
 
lift
 
gradually
 
and
 
hence
 
descends
 
at
 
a
 
steeper
 
path
 
. This
 
leads
 
to
 
Relative
 
Airﬂow
 
to
 
come
 
towards
 
the
 
wing
 
at
 
a
 
steeper
 
angle. Thus
 
increasing
 
Angle
 
of
 
attack. At
 
a
 
certain
 
angle
 
of
 
attack
 
the
 
airﬂow
 
splits
 
from
 
top
 
Surface
 
causing
 
sudden
 
loss
 
of
 
major
 
lift
 
and
 
forward
 
motion. Wing
 
will
 
initially
 
descend
 
vertically
 
and
 
then
 
whip
 
back
 
in
 
a
 
horse
 
shoe
 
shape. Pilot
 
will
 
swing
 
back
 
underneath
 
it
 
and
 
if
 
he
 
doesn't
 
release
  
breaks
 
this
 
oscillation
 
of
 
the
 
wing
 
and
 
pilot
 
will
 
continue. This
 
kind
 
of
 
stall
 
is
 
called
 
a
 
Dynamic
 
stall
 
and
 
is
 
pilot
 
induced
 
only. 4.2.2
 
Deep
 
Stall:
 
Physical
 
Disruption
 
of
 
Airﬂow
 
A
 
deep
 
stall
 
occurs
 
when
 
the
 
airﬂow
 
over
 
the
 
wing
 
is
 
physically
 
disrupted,
 
even
 
if
 
the
 
wing
 
appears
 
fully
 
open. Factors
 
such
 
as
 
a
 
b-line
 
pull,
 
air
 
leakage
 
from
 
porous


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fabric,
 
or
 
rain
 
can
 
lead
 
to
 
a
 
deep
 
stall. This
 
disrupts
 
the
 
wing's
 
ability
 
to
 
move
 
forward,
 
resulting
 
in
 
a
 
more
 
vertical
 
descent. 4.3
 
Spin
 
Spin
 
is
 
an
 
occurrence
 
where
 
one
 
side
 
of
 
the
 
wing
 
stalls,
 
and
 
it
 
can
 
happen
 
during
 
dynamic
 
or
 
deep
 
stalls
 
on
 
one
 
side
 
of
 
the
 
wing. Recovery
 
from
 
a
 
spin
 
requires
 
specialised
 
training
 
and
 
is
 
typically
 
covered
 
in
 
SIV
 
(Simulation
 
d'Incident
 
en
 
Vol)
 
courses. 4.4
  
Instabilities
 
and
 
Recoveries
 
Recovery
 
procedures
 
for
 
various
 
instabilities
 
are
 
crucial
 
skills
 
covered
 
in
 
speciﬁc
 
training
 
courses,
 
such
 
as
 
SIV. For
 
the
 
purposes
 
of
 
this
 
workshop,
 
we
 
assume
 
that
 
participants
 
have
 
either
 
completed
 
or
 
will
 
undergo
 
SIV
 
training
 
to
 
address
 
recoveries.


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4.4.1
 
Paragliding
 
Deﬂations
 
 
Deﬂations
 
occur
 
when
 
the
 
airﬂow
 
pushes
 
the
 
wing
 
from
 
above,
 
causing
 
a
 
negativ e
 
angle
 
of
 
attack. Unlik e
 
stalls,
 
wher e
 
the
 
wing' s
 
angle
 
of
 
attack
 
is
 
too
 
high,
 
collapses
 
involve
 
a
 
quick
 
folding
 
of
 
the
 
paraglider 's
 
leading
 
edge,
 
either
 
downwar d
 
and
 
backwar d
 
for
 
frontal
 
collapses
 
or
 
asymmetrically
 
for
 
partial
 
collapses. Collapses
 
can
 
result
 
from
 
sudden
 
changes
 
in
 
air
 
conditions
 
or
 
aggr essiv e
 
self-acceler ation
 
of
 
the
 
wing
 
due
 
to
 
external
 
disturbances
 
or
 
poor
 
piloting. These
 
collapses
 
pose
 
several
 
dangers:
 
●
 
Sudden
 
and
 
unexpected
 
occurr ence. ●
 
Loss
 
of
 
lift,
 
causing
 
the
 
wing
 
to
 
fall
 
rapidly .
 
●
 
Potential
 
for
 
developing
 
into
 
an
 
aggr essiv e
 
swing
 
or
 
spiral
 
dive.
 
●
 
Risk
 
of
 
complications
 
such
 
as
 
riser
 
twists
 
or
 
line
 
entanglements. Collapses
 
close
 
to
 
the
 
ground
 
are
 
particularly
 
danger ous,
 
as
 
they
 
can
 
lead
 
to
 
violent
 
swings
 
or
 
spiral
 
dives
 
that
 
may
 
result
 
in
 
impact
 
with
 
the
 
ground
 
at
 
high
 
speeds. Even
 
vertical
 
falls
 
from
 
collapses
 
pose
 
a
 
signiﬁcant
 
risk
 
due
 
to
 
the
 
high
 
descent
 
rate,
 
especially
 
considering
 
the
 
limited
 
contr ol
 
the
 
pilot
 
has
 
in
 
emer gency
 
situations.


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4.4.1
 
Paragliding
 
Deﬂations
 
 
Deﬂations
 
occur
 
when
 
the
 
airﬂow
 
pushes
 
the
 
wing
 
from
 
above,
 
causing
 
a
 
negativ e
 
angle
 
of
 
attack. Unlik e
 
stalls,
 
wher e
 
the
 
wing' s
 
angle
 
of
 
attack
 
is
 
too
 
high,
 
collapses
 
involve
 
a
 
quick
 
folding
 
of
 
the
 
paraglider 's
 
leading
 
edge,
 
either
 
downwar d
 
and
 
backwar d
 
for
 
frontal
 
collapses
 
or
 
asymmetrically
 
for
 
partial
 
collapses. Collapses
 
can
 
result
 
from
 
sudden
 
changes
 
in
 
air
 
conditions
 
or
 
aggr essiv e
 
self-acceler ation
 
of
 
the
 
wing
 
due
 
to
 
external
 
disturbances
 
or
 
poor
 
piloting. These
 
collapses
 
pose
 
several
 
dangers:
 
●
 
Sudden
 
and
 
unexpected
 
occurr ence. ●
 
Loss
 
of
 
lift,
 
causing
 
the
 
wing
 
to
 
fall
 
rapidly .
 
●
 
Potential
 
for
 
developing
 
into
 
an
 
aggr essiv e
 
swing
 
or
 
spiral
 
dive.
 
●
 
Risk
 
of
 
complications
 
such
 
as
 
riser
 
twists
 
or
 
line
 
entanglements. Collapses
 
close
 
to
 
the
 
ground
 
are
 
particularly
 
danger ous,
 
as
 
they
 
can
 
lead
 
to
 
violent
 
swings
 
or
 
spiral
 
dives
 
that
 
may
 
result
 
in
 
impact
 
with
 
the
 
ground
 
at
 
high
 
speeds. Even
 
vertical
 
falls
 
from
 
collapses
 
pose
 
a
 
signiﬁcant
 
risk
 
due
 
to
 
the
 
high
 
descent
 
rate,
 
especially
 
considering
 
the
 
limited
 
contr ol
 
the
 
pilot
 
has
 
in
 
emer gency
 
situations. Most
 
paragliding
 
accidents
 
occur
 
shor tly
 
after
 
takeoff,
 
as
 
it
 
can
 
be
 
challenging
 
to
 
anticipate
 
air
 
conditions
 
accur ately .


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4.4.1
 
Paragliding
 
Deﬂations
 
 
Deﬂations
 
occur
 
when
 
the
 
airﬂow
 
pushes
 
the
 
wing
 
from
 
above,
 
causing
 
a
 
negativ e
 
angle
 
of
 
attack. Unlik e
 
stalls,
 
wher e
 
the
 
wing' s
 
angle
 
of
 
attack
 
is
 
too
 
high,
 
collapses
 
involve
 
a
 
quick
 
folding
 
of
 
the
 
paraglider 's
 
leading
 
edge,
 
either
 
downwar d
 
and
 
backwar d
 
for
 
frontal
 
collapses
 
or
 
asymmetrically
 
for
 
partial
 
collapses. Collapses
 
can
 
result
 
from
 
sudden
 
changes
 
in
 
air
 
conditions
 
or
 
aggr essiv e
 
self-acceler ation
 
of
 
the
 
wing
 
due
 
to
 
external
 
disturbances
 
or
 
poor
 
piloting. These
 
collapses
 
pose
 
several
 
dangers:
 
●
 
Sudden
 
and
 
unexpected
 
occurr ence. ●
 
Loss
 
of
 
lift,
 
causing
 
the
 
wing
 
to
 
fall
 
rapidly .
 
●
 
Potential
 
for
 
developing
 
into
 
an
 
aggr essiv e
 
swing
 
or
 
spiral
 
dive.
 
●
 
Risk
 
of
 
complications
 
such
 
as
 
riser
 
twists
 
or
 
line
 
entanglements. Collapses
 
close
 
to
 
the
 
ground
 
are
 
particularly
 
danger ous,
 
as
 
they
 
can
 
lead
 
to
 
violent
 
swings
 
or
 
spiral
 
dives
 
that
 
may
 
result
 
in
 
impact
 
with
 
the
 
ground
 
at
 
high
 
speeds. Even
 
vertical
 
falls
 
from
 
collapses
 
pose
 
a
 
signiﬁcant
 
risk
 
due
 
to
 
the
 
high
 
descent
 
rate,
 
especially
 
considering
 
the
 
limited
 
contr ol
 
the
 
pilot
 
has
 
in
 
emer gency
 
situations. Most
 
paragliding
 
accidents
 
occur
 
shor tly
 
after
 
takeoff,
 
as
 
it
 
can
 
be
 
challenging
 
to
 
anticipate
 
air
 
conditions
 
accur ately . In
 
contr ast,
 
pilots
 
typically
 
have
 
a
 
better
 
understanding
 
of
 
air
 
conditions
 
during
 
landing,
 
allowing
 
them
 
to
 
mak e
 
safer
 
decisions.


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4.4.2
 
Asymmetric
 
Deﬂation
 
 
Asymmetric
 
deﬂation
 
in
 
paragliding
 
occurs
 
when
 
a
 
part
 
of
 
the
 
leading
 
edge
 
of
 
the
 
wing
 
collapses
 
and
 
folds
 
downward
 
due
 
to
 
airﬂow
 
pushing
 
it
 
from
 
above. Speaking
 
very
 
technically
 
when
 
part
 
of
 
the
 
wing
 
gets
 
a
 
negative
 
angle
 
of
 
attack. This
 
creates
 
drag
 
on
 
the
 
collapsed
 
side,
 
causing
 
a
 
turn
 
towards
 
that
 
side. Asymmetric
 
collapses
 
can
 
result
 
in
 
a
 
loss
 
of
 
lift
 
and
 
a
 
sudden
 
drop
 
in
 
altitude. The
 
severity
 
of
 
the
 
collapse
 
depends
 
on
 
various
 
factors
 
such
 
as
 
the
 
type
 
of
 
air
 
conditions
 
and
 
the
 
size
 
of
 
the
 
collapse. Often,
 
the
 
reason
 
for
 
a
 
collapse
 
to
 
stay
 
is
 
a
 
cravat
 
–
 
the
 
canopy
 
is
 
being
 
tangled
 
with
 
the
 
lines. In
 
such
 
a
 
case,
 
the
 
pilot
 
should
 
locate
 
the
 
stabilo
 
line
 
–
 
a
 
line
 
which
 
usually
 
starts
 
from
 
“B”
 
or
 
“C”
 
risers,
 
has
 
a
 
distinct
 
colour
 
and
 
ends
 
at
 
the
 
wing
 
tip. It
 
should
 
not
 
be
 
mistaken
 
with
 
the
 
“Big
 
Ears”
 
line,
 
which
 
starts
 
from
 
“A”
 
risers
 
and
 
ends
 
with
 
outermost
 
“A”
 
lines. When
 
an
 
asymmetric
 
collapse
 
happens,
 
the
 
wing
 
tip
 
folds
 
ﬁrst
 
and
 
goes
 
in
 
between
 
the
 
lines.


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Speaking
 
very
 
technically
 
when
 
part
 
of
 
the
 
wing
 
gets
 
a
 
negative
 
angle
 
of
 
attack. This
 
creates
 
drag
 
on
 
the
 
collapsed
 
side,
 
causing
 
a
 
turn
 
towards
 
that
 
side. Asymmetric
 
collapses
 
can
 
result
 
in
 
a
 
loss
 
of
 
lift
 
and
 
a
 
sudden
 
drop
 
in
 
altitude. The
 
severity
 
of
 
the
 
collapse
 
depends
 
on
 
various
 
factors
 
such
 
as
 
the
 
type
 
of
 
air
 
conditions
 
and
 
the
 
size
 
of
 
the
 
collapse. Often,
 
the
 
reason
 
for
 
a
 
collapse
 
to
 
stay
 
is
 
a
 
cravat
 
–
 
the
 
canopy
 
is
 
being
 
tangled
 
with
 
the
 
lines. In
 
such
 
a
 
case,
 
the
 
pilot
 
should
 
locate
 
the
 
stabilo
 
line
 
–
 
a
 
line
 
which
 
usually
 
starts
 
from
 
“B”
 
or
 
“C”
 
risers,
 
has
 
a
 
distinct
 
colour
 
and
 
ends
 
at
 
the
 
wing
 
tip. It
 
should
 
not
 
be
 
mistaken
 
with
 
the
 
“Big
 
Ears”
 
line,
 
which
 
starts
 
from
 
“A”
 
risers
 
and
 
ends
 
with
 
outermost
 
“A”
 
lines. When
 
an
 
asymmetric
 
collapse
 
happens,
 
the
 
wing
 
tip
 
folds
 
ﬁrst
 
and
 
goes
 
in
 
between
 
the
 
lines. So,
 
pulling
 
the
 
stabilo
 
line
 
is
 
an
 
efﬁcient
 
way
 
to
 
clear
 
cravats.


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Speaking
 
very
 
technically
 
when
 
part
 
of
 
the
 
wing
 
gets
 
a
 
negative
 
angle
 
of
 
attack. This
 
creates
 
drag
 
on
 
the
 
collapsed
 
side,
 
causing
 
a
 
turn
 
towards
 
that
 
side. Asymmetric
 
collapses
 
can
 
result
 
in
 
a
 
loss
 
of
 
lift
 
and
 
a
 
sudden
 
drop
 
in
 
altitude. The
 
severity
 
of
 
the
 
collapse
 
depends
 
on
 
various
 
factors
 
such
 
as
 
the
 
type
 
of
 
air
 
conditions
 
and
 
the
 
size
 
of
 
the
 
collapse. Often,
 
the
 
reason
 
for
 
a
 
collapse
 
to
 
stay
 
is
 
a
 
cravat
 
–
 
the
 
canopy
 
is
 
being
 
tangled
 
with
 
the
 
lines. In
 
such
 
a
 
case,
 
the
 
pilot
 
should
 
locate
 
the
 
stabilo
 
line
 
–
 
a
 
line
 
which
 
usually
 
starts
 
from
 
“B”
 
or
 
“C”
 
risers,
 
has
 
a
 
distinct
 
colour
 
and
 
ends
 
at
 
the
 
wing
 
tip. It
 
should
 
not
 
be
 
mistaken
 
with
 
the
 
“Big
 
Ears”
 
line,
 
which
 
starts
 
from
 
“A”
 
risers
 
and
 
ends
 
with
 
outermost
 
“A”
 
lines. When
 
an
 
asymmetric
 
collapse
 
happens,
 
the
 
wing
 
tip
 
folds
 
ﬁrst
 
and
 
goes
 
in
 
between
 
the
 
lines. So,
 
pulling
 
the
 
stabilo
 
line
 
is
 
an
 
efﬁcient
 
way
 
to
 
clear
 
cravats. Asymmetric
 
collapses
 
pose
 
several
 
dangers:
 
●
 
The
 
potential
 
for
 
aggr essiv e
 
swings
 
or
 
spiral
 
dives,
 
reaching
 
speeds
 
of
 
up
 
to
 
100
 
km/h.
 
●
 
Risks
 
of
 
complications
 
such
 
as
 
line
 
tangles
 
or
 
cravats,
 
which
 
can
 
dela y
 
recovery.


key: text
string_value:
Speaking
 
very
 
technically
 
when
 
part
 
of
 
the
 
wing
 
gets
 
a
 
negative
 
angle
 
of
 
attack. This
 
creates
 
drag
 
on
 
the
 
collapsed
 
side,
 
causing
 
a
 
turn
 
towards
 
that
 
side. Asymmetric
 
collapses
 
can
 
result
 
in
 
a
 
loss
 
of
 
lift
 
and
 
a
 
sudden
 
drop
 
in
 
altitude. The
 
severity
 
of
 
the
 
collapse
 
depends
 
on
 
various
 
factors
 
such
 
as
 
the
 
type
 
of
 
air
 
conditions
 
and
 
the
 
size
 
of
 
the
 
collapse. Often,
 
the
 
reason
 
for
 
a
 
collapse
 
to
 
stay
 
is
 
a
 
cravat
 
–
 
the
 
canopy
 
is
 
being
 
tangled
 
with
 
the
 
lines. In
 
such
 
a
 
case,
 
the
 
pilot
 
should
 
locate
 
the
 
stabilo
 
line
 
–
 
a
 
line
 
which
 
usually
 
starts
 
from
 
“B”
 
or
 
“C”
 
risers,
 
has
 
a
 
distinct
 
colour
 
and
 
ends
 
at
 
the
 
wing
 
tip. It
 
should
 
not
 
be
 
mistaken
 
with
 
the
 
“Big
 
Ears”
 
line,
 
which
 
starts
 
from
 
“A”
 
risers
 
and
 
ends
 
with
 
outermost
 
“A”
 
lines. When
 
an
 
asymmetric
 
collapse
 
happens,
 
the
 
wing
 
tip
 
folds
 
ﬁrst
 
and
 
goes
 
in
 
between
 
the
 
lines. So,
 
pulling
 
the
 
stabilo
 
line
 
is
 
an
 
efﬁcient
 
way
 
to
 
clear
 
cravats. Asymmetric
 
collapses
 
pose
 
several
 
dangers:
 
●
 
The
 
potential
 
for
 
aggr essiv e
 
swings
 
or
 
spiral
 
dives,
 
reaching
 
speeds
 
of
 
up
 
to
 
100
 
km/h.
 
●
 
Risks
 
of
 
complications
 
such
 
as
 
line
 
tangles
 
or
 
cravats,
 
which
 
can
 
dela y
 
recovery. ●
 
The
 
possibility
 
of
 
worsening
 
the
 
situation
 
by
 
overreacting
 
with
 
brake
 
inputs,
 
leading
 
to
 
stalls
 
or
 
spins.


key: text
string_value:
Speaking
 
very
 
technically
 
when
 
part
 
of
 
the
 
wing
 
gets
 
a
 
negative
 
angle
 
of
 
attack. This
 
creates
 
drag
 
on
 
the
 
collapsed
 
side,
 
causing
 
a
 
turn
 
towards
 
that
 
side. Asymmetric
 
collapses
 
can
 
result
 
in
 
a
 
loss
 
of
 
lift
 
and
 
a
 
sudden
 
drop
 
in
 
altitude. The
 
severity
 
of
 
the
 
collapse
 
depends
 
on
 
various
 
factors
 
such
 
as
 
the
 
type
 
of
 
air
 
conditions
 
and
 
the
 
size
 
of
 
the
 
collapse. Often,
 
the
 
reason
 
for
 
a
 
collapse
 
to
 
stay
 
is
 
a
 
cravat
 
–
 
the
 
canopy
 
is
 
being
 
tangled
 
with
 
the
 
lines. In
 
such
 
a
 
case,
 
the
 
pilot
 
should
 
locate
 
the
 
stabilo
 
line
 
–
 
a
 
line
 
which
 
usually
 
starts
 
from
 
“B”
 
or
 
“C”
 
risers,
 
has
 
a
 
distinct
 
colour
 
and
 
ends
 
at
 
the
 
wing
 
tip. It
 
should
 
not
 
be
 
mistaken
 
with
 
the
 
“Big
 
Ears”
 
line,
 
which
 
starts
 
from
 
“A”
 
risers
 
and
 
ends
 
with
 
outermost
 
“A”
 
lines. When
 
an
 
asymmetric
 
collapse
 
happens,
 
the
 
wing
 
tip
 
folds
 
ﬁrst
 
and
 
goes
 
in
 
between
 
the
 
lines. So,
 
pulling
 
the
 
stabilo
 
line
 
is
 
an
 
efﬁcient
 
way
 
to
 
clear
 
cravats. Asymmetric
 
collapses
 
pose
 
several
 
dangers:
 
●
 
The
 
potential
 
for
 
aggr essiv e
 
swings
 
or
 
spiral
 
dives,
 
reaching
 
speeds
 
of
 
up
 
to
 
100
 
km/h.
 
●
 
Risks
 
of
 
complications
 
such
 
as
 
line
 
tangles
 
or
 
cravats,
 
which
 
can
 
dela y
 
recovery. ●
 
The
 
possibility
 
of
 
worsening
 
the
 
situation
 
by
 
overreacting
 
with
 
brake
 
inputs,
 
leading
 
to
 
stalls
 
or
 
spins. Asymmetric
 
Deﬂations
 
can
 
be
  
prevented
 
and
 
managed
 
through
 
various
 
techniques:
 
●
 
Quick
 
weight
 
shifts
 
and
 
brake
 
inputs
 
to
 
counter act
 
turning
 
tendencies.


key: text
string_value:
Speaking
 
very
 
technically
 
when
 
part
 
of
 
the
 
wing
 
gets
 
a
 
negative
 
angle
 
of
 
attack. This
 
creates
 
drag
 
on
 
the
 
collapsed
 
side,
 
causing
 
a
 
turn
 
towards
 
that
 
side. Asymmetric
 
collapses
 
can
 
result
 
in
 
a
 
loss
 
of
 
lift
 
and
 
a
 
sudden
 
drop
 
in
 
altitude. The
 
severity
 
of
 
the
 
collapse
 
depends
 
on
 
various
 
factors
 
such
 
as
 
the
 
type
 
of
 
air
 
conditions
 
and
 
the
 
size
 
of
 
the
 
collapse. Often,
 
the
 
reason
 
for
 
a
 
collapse
 
to
 
stay
 
is
 
a
 
cravat
 
–
 
the
 
canopy
 
is
 
being
 
tangled
 
with
 
the
 
lines. In
 
such
 
a
 
case,
 
the
 
pilot
 
should
 
locate
 
the
 
stabilo
 
line
 
–
 
a
 
line
 
which
 
usually
 
starts
 
from
 
“B”
 
or
 
“C”
 
risers,
 
has
 
a
 
distinct
 
colour
 
and
 
ends
 
at
 
the
 
wing
 
tip. It
 
should
 
not
 
be
 
mistaken
 
with
 
the
 
“Big
 
Ears”
 
line,
 
which
 
starts
 
from
 
“A”
 
risers
 
and
 
ends
 
with
 
outermost
 
“A”
 
lines. When
 
an
 
asymmetric
 
collapse
 
happens,
 
the
 
wing
 
tip
 
folds
 
ﬁrst
 
and
 
goes
 
in
 
between
 
the
 
lines. So,
 
pulling
 
the
 
stabilo
 
line
 
is
 
an
 
efﬁcient
 
way
 
to
 
clear
 
cravats. Asymmetric
 
collapses
 
pose
 
several
 
dangers:
 
●
 
The
 
potential
 
for
 
aggr essiv e
 
swings
 
or
 
spiral
 
dives,
 
reaching
 
speeds
 
of
 
up
 
to
 
100
 
km/h.
 
●
 
Risks
 
of
 
complications
 
such
 
as
 
line
 
tangles
 
or
 
cravats,
 
which
 
can
 
dela y
 
recovery. ●
 
The
 
possibility
 
of
 
worsening
 
the
 
situation
 
by
 
overreacting
 
with
 
brake
 
inputs,
 
leading
 
to
 
stalls
 
or
 
spins. Asymmetric
 
Deﬂations
 
can
 
be
  
prevented
 
and
 
managed
 
through
 
various
 
techniques:
 
●
 
Quick
 
weight
 
shifts
 
and
 
brake
 
inputs
 
to
 
counter act
 
turning
 
tendencies. ●
 
Recognizing
 
the
 
severity
 
of
 
collapses
 
and
 
adjusting
 
response
 
accor dingly .
 
●
 
Clearing
 
collapses
 
through
 
brake
 
inputs
 
and
 
body
 
positioning,
 
ensuring
 
suﬃcient
 
airspeed
 
befor e
 
any
 
manoeuvr es.


key: text
string_value:
●
 
Identifying
 
and
 
clearing
 
cravats
 
promptly ,
 
using
 
speciﬁc
 
techniques
 
such
 
as
 
pulling
 
stabilo
 
lines
 
or
 
stalling
 
the
 
wing
 
if
 
necessar y.
 
●
 
Knowing
 
when
 
to
 
use
 
a
 
rescue
 
parachute
 
in
 
case
 
of
 
unstable
 
situations
 
or
 
when
 
other
 
recovery
 
attempts
 
fail.


key: text
string_value:
4.4.3
 
Symmetric
 
Deﬂation
 
aka
 
frontal
 
tuck
 
Frontal
 
Tuck,
 
also
 
known
 
as
 
symmetric
 
deﬂation,
 
is
 
a
 
symmetric
 
folding
 
of
 
the
 
entire
 
leading
 
edge
 
of
 
the
 
paraglider
 
wing. Unlike
 
asymmetric
 
collapses,
 
which
 
can
 
result
 
in
 
violent
 
swings
 
or
 
spirals,
 
frontal
 
collapses
 
are
 
generally
 
safer
 
because
 
they
 
typically
 
recover
 
by
 
themselves
 
without
 
pilot
 
intervention. Frontal
 
collapses
 
can
 
occur
 
when
 
the
 
wing
 
enters
 
sinking
 
air
 
suddenly
 
or
 
when
 
it
 
aggressively
 
surges
 
forward
 
due
 
to
 
external
 
factors
 
or
 
poor
 
piloting. The
 
process
 
of
 
a
 
frontal
 
collapse
 
involves
 
several
 
inter connected
 
steps:
 
●
 
The
 
leading
 
edge
 
folds
 
down
 
due
 
to
 
air
 
pressur e
 
from
 
above
 
or
 
the
 
pull
 
of
 
the
 
"A"
 
risers
 
from
 
below ,
 
by
 
the
 
pilot. ● As
 
the
 
paraglider
 
continues
 
to
 
ﬂy
 
forward,
 
the
 
deﬂated
 
leading
 
edge
 
is
 
hit
 
by
 
airﬂow ,
 
causing
 
it
 
to
 
fold
 
backwar d.
 
●
 
The
 
deﬂation
 
creates
 
drag,
 
causing
 
the
 
entir e
 
wing
 
to
 
move
 
backwar d
 
while
 
the
 
pilot' s
 
body
 
continues
 
forward. ●
 
The
 
lower
 
pendulum
 
motion
 
brings
 
the
 
pilot
 
back
 
under
 
the
 
wing. ●
 
The
 
deformed
 
wing
 
proﬁle
 
ceases
 
lift
 
production,
 
and
 
the
 
paraglider
 
starts
 
to
 
fall. ●
 
The
 
wing
 
acts
 
like
 
a
 
drag
 
parachute,
 
slowing
 
down
 
the
 
fall.


key: text
string_value:
Unlike
 
asymmetric
 
collapses,
 
which
 
can
 
result
 
in
 
violent
 
swings
 
or
 
spirals,
 
frontal
 
collapses
 
are
 
generally
 
safer
 
because
 
they
 
typically
 
recover
 
by
 
themselves
 
without
 
pilot
 
intervention. Frontal
 
collapses
 
can
 
occur
 
when
 
the
 
wing
 
enters
 
sinking
 
air
 
suddenly
 
or
 
when
 
it
 
aggressively
 
surges
 
forward
 
due
 
to
 
external
 
factors
 
or
 
poor
 
piloting. The
 
process
 
of
 
a
 
frontal
 
collapse
 
involves
 
several
 
inter connected
 
steps:
 
●
 
The
 
leading
 
edge
 
folds
 
down
 
due
 
to
 
air
 
pressur e
 
from
 
above
 
or
 
the
 
pull
 
of
 
the
 
"A"
 
risers
 
from
 
below ,
 
by
 
the
 
pilot. ● As
 
the
 
paraglider
 
continues
 
to
 
ﬂy
 
forward,
 
the
 
deﬂated
 
leading
 
edge
 
is
 
hit
 
by
 
airﬂow ,
 
causing
 
it
 
to
 
fold
 
backwar d.
 
●
 
The
 
deﬂation
 
creates
 
drag,
 
causing
 
the
 
entir e
 
wing
 
to
 
move
 
backwar d
 
while
 
the
 
pilot' s
 
body
 
continues
 
forward. ●
 
The
 
lower
 
pendulum
 
motion
 
brings
 
the
 
pilot
 
back
 
under
 
the
 
wing. ●
 
The
 
deformed
 
wing
 
proﬁle
 
ceases
 
lift
 
production,
 
and
 
the
 
paraglider
 
starts
 
to
 
fall. ●
 
The
 
wing
 
acts
 
like
 
a
 
drag
 
parachute,
 
slowing
 
down
 
the
 
fall. ●
 
Airﬂow
 
from
 
underneath
 
helps
 
to
 
unfold
 
the
 
collapsed
 
leading
 
edge,
 
and
 
the
 
wing
 
starts
 
to
 
surge
 
forward. ●
 
After
 
some
 
oscillations,
 
the
 
wing
 
recovers
 
normal
 
ﬂight.


key: text
string_value:
Unlike
 
asymmetric
 
collapses,
 
which
 
can
 
result
 
in
 
violent
 
swings
 
or
 
spirals,
 
frontal
 
collapses
 
are
 
generally
 
safer
 
because
 
they
 
typically
 
recover
 
by
 
themselves
 
without
 
pilot
 
intervention. Frontal
 
collapses
 
can
 
occur
 
when
 
the
 
wing
 
enters
 
sinking
 
air
 
suddenly
 
or
 
when
 
it
 
aggressively
 
surges
 
forward
 
due
 
to
 
external
 
factors
 
or
 
poor
 
piloting. The
 
process
 
of
 
a
 
frontal
 
collapse
 
involves
 
several
 
inter connected
 
steps:
 
●
 
The
 
leading
 
edge
 
folds
 
down
 
due
 
to
 
air
 
pressur e
 
from
 
above
 
or
 
the
 
pull
 
of
 
the
 
"A"
 
risers
 
from
 
below ,
 
by
 
the
 
pilot. ● As
 
the
 
paraglider
 
continues
 
to
 
ﬂy
 
forward,
 
the
 
deﬂated
 
leading
 
edge
 
is
 
hit
 
by
 
airﬂow ,
 
causing
 
it
 
to
 
fold
 
backwar d.
 
●
 
The
 
deﬂation
 
creates
 
drag,
 
causing
 
the
 
entir e
 
wing
 
to
 
move
 
backwar d
 
while
 
the
 
pilot' s
 
body
 
continues
 
forward. ●
 
The
 
lower
 
pendulum
 
motion
 
brings
 
the
 
pilot
 
back
 
under
 
the
 
wing. ●
 
The
 
deformed
 
wing
 
proﬁle
 
ceases
 
lift
 
production,
 
and
 
the
 
paraglider
 
starts
 
to
 
fall. ●
 
The
 
wing
 
acts
 
like
 
a
 
drag
 
parachute,
 
slowing
 
down
 
the
 
fall. ●
 
Airﬂow
 
from
 
underneath
 
helps
 
to
 
unfold
 
the
 
collapsed
 
leading
 
edge,
 
and
 
the
 
wing
 
starts
 
to
 
surge
 
forward. ●
 
After
 
some
 
oscillations,
 
the
 
wing
 
recovers
 
normal
 
ﬂight. Complications
 
of
 
frontal
 
collapses
 
may
 
include:
 
●
 
Horseshoe
 
frontal
 
collapse:
 
wher e
 
the
 
centr al
 
part
 
of
 
the
 
wing
 
tucks
 
down
 
while
 
the
 
wingtips
 
remain
 
intact,
 
potentially
 
leading
 
to
 
cravats.


key: text
string_value:
Unlike
 
asymmetric
 
collapses,
 
which
 
can
 
result
 
in
 
violent
 
swings
 
or
 
spirals,
 
frontal
 
collapses
 
are
 
generally
 
safer
 
because
 
they
 
typically
 
recover
 
by
 
themselves
 
without
 
pilot
 
intervention. Frontal
 
collapses
 
can
 
occur
 
when
 
the
 
wing
 
enters
 
sinking
 
air
 
suddenly
 
or
 
when
 
it
 
aggressively
 
surges
 
forward
 
due
 
to
 
external
 
factors
 
or
 
poor
 
piloting. The
 
process
 
of
 
a
 
frontal
 
collapse
 
involves
 
several
 
inter connected
 
steps:
 
●
 
The
 
leading
 
edge
 
folds
 
down
 
due
 
to
 
air
 
pressur e
 
from
 
above
 
or
 
the
 
pull
 
of
 
the
 
"A"
 
risers
 
from
 
below ,
 
by
 
the
 
pilot. ● As
 
the
 
paraglider
 
continues
 
to
 
ﬂy
 
forward,
 
the
 
deﬂated
 
leading
 
edge
 
is
 
hit
 
by
 
airﬂow ,
 
causing
 
it
 
to
 
fold
 
backwar d.
 
●
 
The
 
deﬂation
 
creates
 
drag,
 
causing
 
the
 
entir e
 
wing
 
to
 
move
 
backwar d
 
while
 
the
 
pilot' s
 
body
 
continues
 
forward. ●
 
The
 
lower
 
pendulum
 
motion
 
brings
 
the
 
pilot
 
back
 
under
 
the
 
wing. ●
 
The
 
deformed
 
wing
 
proﬁle
 
ceases
 
lift
 
production,
 
and
 
the
 
paraglider
 
starts
 
to
 
fall. ●
 
The
 
wing
 
acts
 
like
 
a
 
drag
 
parachute,
 
slowing
 
down
 
the
 
fall. ●
 
Airﬂow
 
from
 
underneath
 
helps
 
to
 
unfold
 
the
 
collapsed
 
leading
 
edge,
 
and
 
the
 
wing
 
starts
 
to
 
surge
 
forward. ●
 
After
 
some
 
oscillations,
 
the
 
wing
 
recovers
 
normal
 
ﬂight. Complications
 
of
 
frontal
 
collapses
 
may
 
include:
 
●
 
Horseshoe
 
frontal
 
collapse:
 
wher e
 
the
 
centr al
 
part
 
of
 
the
 
wing
 
tucks
 
down
 
while
 
the
 
wingtips
 
remain
 
intact,
 
potentially
 
leading
 
to
 
cravats. ●
 
Rolling
 
of
 
the
 
leading
 
edge
 
backwar d:
 
a
 
prompt
 
pull
 
of
 
brakes
 
can
 
prevent
 
this.


key: text
string_value:
●
 
Staying
 
of
 
the
 
leading
 
edge
 
pressed
 
backwar d:
 
disrupting
 
the
 
equilibrium
 
with
 
a
 
sharp
 
brake
 
pull
 
allows
 
airﬂow
 
to
 
separ ate
 
the
 
folded
 
leading
 
edge. A
 
frontal
 
deﬂation
 
may
 
involve
 
a
 
tempor ary
 
stall
 
like
 
situation,
 
which
 
can
 
sometimes
 
turn
 
into
 
a
 
stable
 
parachute
 
stall,
 
especially
 
with
 
modern
 
wings
 
with
 
sharp
 
leading
 
edges. Reco very
 
techniques
 
include
 
using
 
the
 
speed
 
system
 
or
 
"A"
 
risers
 
to
 
help
 
the
 
wing
 
bite
 
the
 
airﬂow ,
 
pulling
 
both
 
brakes
 
sharply
 
to
 
rock
 
the
 
wing
 
and
 
create
 
a
 
secondar y
 
swing
 
forward,
 
and
  
then
 
releasing
 
the
 
brakes
 
to
 
allow
 
the
 
wing
 
to
 
regain
 
ﬂight. Aggr essiv e
 
frontal
 
collapse
 
recoveries
 
may
 
requir e
 
asymmetrical
 
brake
 
inputs
 
to
 
regain
 
symmetr y
 
of
 
motion. Practice
 
of
 
pitch
 
contr ol
 
exercises
 
can
 
help
 
pilots
 
become
 
proﬁcient
 
in
 
handling
 
such
 
scenarios. Overall,
 
understanding
 
frontal
 
collapses
 
and
 
practising
 
recovery
 
techniques
 
are
 
essential
 
for
 
safe
 
paragliding.


key: text
string_value:
4.4.4
 
Spiral
 
Dive
 
A
 
spiral
 
dive
 
is
 
a
 
fast
 
circling
 
and
 
descent
 
with
 
high
 
g-force
 
loading. It's
 
essential
 
to
 
understand
 
and
 
practice
 
spirals
 
as
 
they
 
can
 
be
 
both
 
a
 
challenge
 
and
 
a
 
useful
 
escape
 
manoeuvre. Here's
 
a
 
breakdown
 
of
 
the
 
key
 
points
 
discussed
 
in
 
the
 
text:
 
●
 
Description
 
and
 
Physics: Spiral
 
dives
 
involve
 
high-speed,
 
high-g
 
force
 
rotations
 
driven
 
by
 
the
 
paraglider 's
 
inductiv e
 
ability . The
 
wing' s
 
lift
 
force
 
changes
 
direction
 
rapidly
 
due
 
to
 
the
 
turn
 
and
 
centrifugal
 
force
 
increases
 
towar ds
 
outside
 
of
 
the
 
turning,
 
resulting
 
in
 
increased
 
g-for ces
 
and
 
wing
 
loading. The
 
higher
 
the
 
speed
 
and
 
g-for ce,
 
the
 
stronger
 
the
 
airﬂow
 
.
 
 
 
●
 
Stages:
 
Spiral
 
dive
 
exercises
 
typically
 
involve
 
three
 
stages:
 
entry,
 
spiral,
 
and
 
exit. The
 
entry
 
phase
 
requir es
 
progressiv e
 
tightening
 
of
 
a
 
turn
 
until
 
the


key: text
string_value:
paraglider
 
enters
 
a
 
self-perpetual
 
rotation
 
also
 
called
 
locked
 
spiral
 
dive. Smooth
 
entry
 
is
 
crucial
 
to
 
avoid
 
stalling
 
or
 
spinning
 
the
 
wing. ●
 
Entry
 
Techniques:
 
Techniques
 
for
 
entering
 
a
 
spiral
 
include
 
progressiv e
 
brake
 
application,
 
starting
 
with
 
weight
 
shift
 
followed
 
by
 
gradual
 
brake
 
input. It's
 
essential
 
to
 
avoid
 
abrupt
 
brake
 
pulls,
 
which
 
can
 
lead
 
to
 
cascading
 
collapses. Spirals
 
can
 
also
 
be
 
enter ed
 
from
 
mild
 
wingo vers
 
which
 
depend
 
less
 
on
 
braking
 
and
 
less
 
chance
 
of
 
accidentally
 
entering
 
a
 
spin. ●
 
Contr ol
 
and
 
Exit:
 
Pilots
 
can
 
contr ol
 
a
 
spiral
 
with
 
minimalistic
 
weight
 
shifts
 
and
 
brake
 
inputs,
 
most
 
wings
 
natur ally
 
exit
 
the
 
spirals. Exiting
 
a
 
spiral
 
involves
 
releasing
 
the
 
inner
 
brake
 
and
 
turning
 
the
 
body
 
to
 
a
 
neutr al
 
position,
 
allowing
 
the
 
wing
 
to
 
slow
 
down
 
and
 
exit
 
the
 
rotation
 
gradually . If
 
the
 
glider
 
is
 
in
  
a
 
locked
 
spiral
 
both
 
brakes
 
can
 
be
 
applied
 
to
 
reduce
 
speed
 
and
 
hence
 
the
 
centrifugal
 
force
 
allowing
 
pendulum
 
effect
 
to
 
recover
 
the
 
wing
 
into
 
straight
 
ﬂight. Glider
 
will
 
surge
 
up
 
and
 
then
 
dive
 
due
 
to
 
any
 
excess
 
speed
 
left
 
in
 
the
 
exit. Pilot
 
should
 
be
 
ready
 
to
 
contr ol
 
the
 
aggr essiv e
 
pitch
 
after
 
the
 
surge.


key: text
string_value:
●
 
Safety
 
Consider ations:
 
The
 
biggest
 
dangers
 
of
 
spiral
 
dives
 
include
 
locking
 
into
 
a
 
spiral
 
due
 
to
 
collapses,
 
cravats,
 
loose
 
harnesses,
 
unintentional
 
weight
 
shifts,
 
or
 
wing
 
design. Pilots
 
should
 
remain
 
calm
 
and
 
apply
 
correctiv e
 
actions
 
to
 
stop
 
the
 
spiral. ●
 
Emer gency
 
Procedur es:
 
If
 
unable
 
to
 
exit
 
a
 
spiral,
 
pilots
 
may
 
need
 
to
 
deplo y
 
a
 
rescue
 
parachute. Throwing
 
the
 
parachute
 
requir es
 
careful
 
consider ation
 
of
 
g-for ces
 
and
 
body
 
movements
 
to
 
ensur e
 
a
 
safe
 
deplo yment. 4.4.5
 
Stall
 
and
 
Spin
 
Stall
 
and
 
spin
 
need
 
detailed
 
explanation
 
and
 
practice
 
and
 
it's
 
totally
 
recommended
 
that
 
you
 
take
 
the
 
SIV
 
course
 
to
 
master
 
these
 
recoveries. In
 
Brief
 
 
 
 
Parachutal
 
Stall:


key: text
string_value:
●
 
Cause:
 
Typically
 
occurs
 
when
 
ﬂying
 
slowly
 
in
 
thermic
 
conditions,
 
entering
 
a
 
thermal,
 
exiting
 
a
 
B-line
 
stall,
 
trying
 
to
 
slow
 
down
 
in
 
a
 
wind-shadow ,
 
landing
 
on
 
big-ears,
 
or
 
executing
 
a
 
butterﬂy
 
landing. ●
 
Description:
 
The
 
glider
 
stalls
 
due
 
to
 
high
 
angle
 
of
 
attack,
 
resulting
 
in
 
a
 
loss
 
of
 
lift
 
gener ation. ●
 
Recovery: Release
 
the
 
brakes
 
to
 
allow
 
the
 
glider
 
to
 
dive
 
forward
 
and
 
regain
 
vital
 
airspeed. Some
 
gliders
 
may
 
need
 
encouragement
 
with
 
the
 
speedbar
 
or
 
pulling
 
down
 
the
 
A
 
risers. Avoid
 
asymmetric
 
brake
 
input
 
to
 
prevent
 
a
 
spin. ●
 
 
 
 
B-Line
 
Stall:


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●
 
Cause:
 
Used
 
to
 
escape
 
strong
 
cloud-suck
 
or
 
descend
 
quickly
 
while
 
drifting
 
back
 
with
 
the
 
wind.
 
●
 
Description:
 
The
 
glider
 
stalls
 
with
 
a
 
high
 
sink
 
rate
 
but
 
remains
 
reasonably
 
stable. ●
 
Reco very:
 
Release
 
the
 
B-lines,
 
allowing
 
them
 
to
 
shoot
 
out
 
of
 
your
 
hands
 
and
 
pop
 
open
 
the
 
canop y.
 
The
 
glider
 
should
 
then
 
surge
 
forward
 
to
 
regain
 
airspeed. Avoid
 
gentle
 
and
 
slow
 
release
 
of
 
the
 
B-lines
 
to
 
prevent
 
remaining
 
in
 
a
 
parachutal
 
stall. If
 
that
 
happens
 
push
 
on
 
speed
 
bar
 
or
 
push
 
A
 
risers. Negativ e
 
Spin:


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●
 
Cause:
 
Attempting
 
to
 
core
 
a
 
small,
 
strong
 
thermal
 
by
 
slowing
 
down
 
the
 
glider ,
 
leading
 
to
 
a
 
loss
 
of
 
airspeed
 
and
 
spinning
 
as
 
the
 
inside
 
wing
 
stalls
 
during
 
a
 
turn. ●
 
Description:
 
The
 
glider
 
spins
 
on
 
the
 
yaw
 
axis
 
with
 
one
 
wing
 
ﬂying
 
forwards
 
and
 
the
 
other
 
backwar ds.
 
●
 
Reco very:
  
If
 
you
 
have
 
altitude
 
it
 
might
 
be
 
a
 
good
 
idea
 
to
 
immediately
 
stall
 
the
 
wing
 
and
 
then
 
recover
 
from
 
stall. Other wise
 
release
 
the
 
brakes
 
as
 
soon
 
as
 
the
 
wing
 
starts
 
slipping
 
instead
 
of
 
turning. The
 
glider
 
should
 
pitch
 
forward
 
and
 
recover. Avoid
 
releasing
 
the
 
spin
 
off
 
to
 
one
 
side,
 
which
 
could
 
lead
 
to
 
asymmetric
 
collapse
 
or
 
a
 
spiral
 
dive. Asymmetric
 
Stall:


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●
 
Cause:
 
Applying
 
full
 
brake
 
on
 
one
 
side
 
only
 
during
 
normal
 
ﬂying
 
speed. ●
 
Description:
 
The
 
glider
 
spins
 
on
 
the
 
yaw
 
axis
 
with
 
one
 
wing
 
ﬂying
 
forwards
 
and
 
the
 
other
 
stalled
 
and
 
ﬂying
 
backwar ds.
 
●
 
Reco very:
  
Again
 
if
 
you
 
have
 
height,
 
stall
 
the
 
wing
 
and
 
then
 
recover
 
from
 
stall,
 
other wise
 
immediately
 
release
 
the
 
brakes
 
(hands
 
up). If
 
possible,
 
release
 
the
 
brake
 
when
 
the
 
glider
 
has
 
dived
 
in
 
front
 
of
 
you
 
to
 
facilitate
 
recovery. If
 
the
 
glider
 
swings
 
behind
 
you,
 
hold
 
on
 
until
 
it
 
comes
 
back
 
into
 
view . Chapter
 
5:
 
Airﬂow
 
Over
 
Ground
 
and
 
Flying
 
Through
 
Moving
 
Air
 
5.1
 
Airspeed
 
and
 
Groundspeed
 
Understanding
 
the
 
relationship
 
between
 
airspeed
 
and
 
groundspeed
 
is
 
crucial
 
for
 
pilots
 
to
 
navigate
 
effectively. Airspeed
 
is
 
the
 
speed
 
of
 
the
 
glider
 
through
 
the
 
air,
 
a


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parameter
 
directly
 
controlled
 
by
 
the
 
pilot. Groundspeed,
 
on
 
the
 
other
 
hand,
 
is
 
the
 
speed
 
of
 
the
 
glider
 
over
 
the
 
ground
 
and
 
can
 
be
 
affected
 
by
 
wind. 5.1.1
 
Impact
 
of
 
Wind
 
on
 
Groundspeed
 
Imagine
 
ﬂying
 
at
 
an
 
airspeed
 
of
 
30
 
kph
 
in
 
calm
 
conditions. However,
 
if
 
there
 
is
 
a
 
headwind
 
of
 
10
 
kph,
 
your
 
groundspeed
 
will
 
be
 
reduced
 
to
 
20
 
kph. Conversely,
 
ﬂying
 
with
 
a
 
tailwind
 
of
 
10
 
kph
 
will
 
increase
 
your
 
ground
 
speed
 
to
 
40
 
kph. Understanding
 
this
 
dynamic
 
is
 
essential
 
for
 
effective
 
navigation.


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5.2
 
Turbulence
 
5.2.1
 
Causes
 
of
 
Turbulence
 
Turbulence,
 
disturbances
 
in
 
the
 
smooth
 
ﬂow
 
of
 
air,
 
can
 
be
 
caused
 
by
 
various
 
factors. It
 
is
 
crucial
 
for
 
pilots
 
to
 
avoid
 
ﬂying
 
in
 
turbulent
 
areas
 
whenever
 
possible. Some
 
common
 
causes
 
include
 
thermal
 
activity,
 
wind
 
shear,
 
and
 
obstacles
 
on
 
the
 
ground.


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The
 
wind
 
gradient
 
refers
 
to
 
the
 
gradual
 
decrease
 
in
 
wind
 
speed
 
closer
 
to
 
the
 
Earth's
 
surface
 
due
 
to
 
friction. Pilots
 
need
 
to
 
respect
 
and
 
account
 
for
 
the
 
wind
 
gradient,
 
especially
 
when
 
descending
 
for
 
landing. Increasing
 
airspeed
 
during
 
descent
 
through
 
the
 
wind
 
gradient
 
helps
 
maintain
 
control
 
and
 
a
 
safe
 
approach. 5.4
 
Rising
 
Air
 
and
 
Soaring
 
A
 
glider
 
gains
 
height
 
or
 
soars
 
when
 
it
 
is
 
ﬂying
 
in
 
air
 
that
 
is
 
rising
 
faster
 
than
 
the
 
glider
 
is
 
descending
 
through
 
it. One
 
common
 
scenario
 
is
 
ridge
 
soaring,
 
where
 
wind
 
blowing
 
onto
 
a
 
ridge
 
causes
 
rising
 
air
 
that
 
a
 
glider
 
can
 
exploit. Additionally,
 
thermals
 
created
 
by
 
the
 
sun's
 
warmth
 
in
 
summer
 
can
 
carry
 
a
 
glider
 
to
 
great
 
heights
 
if
 
skillfully
 
navigated
 
by
 
circling
 
within
 
their
 
conﬁnes.


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Developing
 
a
 
keen
 
awareness
 
of
 
the
 
interplay
 
between
 
airspeed,
 
groundspeed,
 
and
 
the
 
surrounding
 
airﬂow
 
is
 
vital
 
for
 
safe
 
and
 
enjoyable
 
tandem
 
paragliding.
 
5.5
 
Venturi
 
Effect
 
The
 
Venturi
 
effect
 
is
 
created
 
by
 
the
 
presence
 
of
 
hills,
 
leading
 
to
 
the
 
acceleration
 
of
 
airﬂow
 
as
 
it
 
passes
 
over
 
the
 
terrain. Similar
 
to
 
the
 
effect
 
it
 
has
 
on
 
generating
 
lift
 
over
 
a
 
wing,
 
the
 
Venturi
 
effect
 
can
 
alter
 
the
 
windspeed
 
at
 
ground
 
level
 
compared
 
to
 
realistic
 
ﬂying
 
heights.


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It's
 
essential
 
to
 
recognize
 
that
 
a
 
single
 
windsock
 
may
 
not
 
capture
 
the
 
full
 
complexity
 
of
 
wind
 
patterns,
 
especially
 
in
 
areas
 
with
 
varied
 
terrain. 5.6
 
Terrain
 
Shape
 
Considerations
 
The
 
shape
 
of
 
the
 
site
 
plays
 
a
 
signiﬁcant
 
role
 
in
 
inﬂuencing
 
wind
 
patterns. Pilots
 
relying
 
on
 
a
 
single
 
windsock
 
without
 
considering
 
the
 
terrain's
 
shape
 
may
 
encounter
 
confusion. The
 
illustration
 
below
 
depicts
 
a
 
scenario
 
where
 
a
 
pilot,
 
without
 
accounting
 
for
 
the
 
site's
 
features,
 
might
 
misinterpret
 
wind
 
conditions. [Insert
 
Diagram:
 
Windsock
 
Placement]


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Recognizing
 
the
 
impact
 
of
 
terrain
 
on
 
airﬂow
 
is
 
vital
 
for
 
making
 
informed
 
decisions
 
during
 
tandem
 
paragliding
 
adventures. Chapter
 
6:
 
Clouds
 
and
 
Atmospheric
 
Phenomena
 
6.1
 
Cloud
 
Formation
 
Clouds
 
are
 
formed
 
when
 
invisible
 
water
 
vapour
 
in
 
the
 
air
 
condenses
 
into
 
visible
 
water
 
droplets
 
or
 
ice
 
crystals. Saturation
 
of
 
air,
 
where
 
it
 
can
 
no
 
longer
 
hold
 
all
 
its
 
water
 
in
 
vapour
 
form,
 
leads
 
to
 
condensation. This
 
can
 
occur
 
through
 
 
(a)
 
increasing
 
water
 
content
 
in
 
the
 
air,
 
e.g.,
 
through
 
evaporation,
 
or
 
 
(b)
 
cooling
 
the
 
air
 
to
 
its
 
dew
 
point,
 
initiating
 
condensation. Cloud
 
formation
 
is
 
commonly
 
associated
 
with
 
rising
 
air
 
in
 
the
 
lower
 
atmosphere. 6.1.1
 
Factors
 
Leading
 
to
 
Air
 
Rising
 
and
 
Cooling
 
Several
 
factors
 
contribute
 
to
 
air
 
rising
 
and
 
cooling,
 
reaching
 
the
 
dew
 
point
 
and
 
forming
 
clouds:
 
 
 
Surface
 
Heating:
 
The
 
sun
 
heats
 
the
 
ground,
 
causing
 
the
 
air
 
in
 
contact
 
with
 
it
 
to
 
warm
 
up
 
and
 
rise. Rising
 
columns
 
of
 
air,
 
known
 
as
 
thermals,
 
are
 
often
 
generated. Topography:
 
Air
 
forced
 
to
 
rise
 
over
 
mountains
 
or
 
hills
 
experiences
 
orographic
 
uplift. Frontal:
 
Warm
 
air
 
rising
 
over
 
cold,
 
dense
 
air
 
creates
 
a
 
front. Or
 
Cold
 
air
 
undercutting
 
the
 
warm
 
air
 
mass,
 
causing
 
it
 
to
 
rise.


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Convergence:
 
Streams
 
of
 
air
 
ﬂowing
 
from
 
different
 
directions
 
are
 
forced
 
to
 
rise
 
where
 
they
 
meet. Turbulence:
 
Sudden
 
changes
 
in
 
wind
 
speed
 
with
 
height
 
create
 
turbulent
 
eddies
 
in
 
the
 
air. 6.1.2
 
Condensation
 
Level
 
The
 
vertical
 
ascent
 
of
 
air
 
causes
 
fall
 
in
 
temperature
 
and
 
reduces
  
its
 
ability
 
to
 
hold
 
water
 
vapour,
 
leading
 
to
 
condensation. The
 
height
 
at
 
which
 
the
 
dew
 
point
 
is
 
reached
 
and
 
clouds
 
form
 
is
 
termed
 
the
 
condensation
 
level. When
 
water
 
evaporates
 
from
 
water
 
to
 
water
 
vapour
 
it
 
absorbs
 
energy
 
and
 
the
 
same
 
energy
 
is
 
released
 
when
 
water
 
vapour
 
condenses
 
into
 
droplets
 
in
 
clouds
 
to
 
make
 
air
 
around
 
warmer. This
 
leads
 
to
 
the
 
cottony
 
shape
 
of
 
Cumulus
 
clouds
 
and
 
also
 
causes
 
cloud
 
suck.


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6.1.3
  
Over
 
development
 
and
 
Cloud
 
Suck
 
When
 
Humid
 
air
 
rises
 
and
 
cools
 
down
 
to
 
dev
 
point
 
it
 
forms
 
condensation
 
and
 
water
 
droplets
 
in
 
cloud
 
form. This
 
releases
 
energy
 
(latent
 
heat)
 
and
 
leads
 
to
 
Warming
 
up
 
of
 
surrounding
 
air..
 
Which
 
rises
 
up
 
to
 
produce
 
the
 
cotton
 
like
 
shape
 
and
 
a
 
partial
 
vacuum
 
at
 
the
 
bottom
 
of
 
the
 
cloud. This
 
gets
 
ﬁlled
 
by
 
air
 
from
 
the
 
area
 
around
 
the
 
cloudbase
 
creating
 
a
 
beginning
 
of
 
suck. Now
 
two
 
things
 
can
 
happen: 1.
 
Pulled
 
air
 
is
 
also
 
humid:
 
then
 
more
 
condensation
 
is
 
produced
 
and
 
hence
 
more
 
energy
 
released
 
and
 
clouds
 
suck
 
sustains. Clouds
 
like
 
these
 
are
 
more
 
vertical
 
in
 
shape
 
and
 
quite
 
likely
 
to
 
overdevelop
 
if
 
sucked
 
air
 
keeps
 
bringing
 
humidity. So
 
an
 
important
 
factor
 
for
 
overdevelopment
 
of
 
cu
 
clouds
 
is
 
availability
 
of
 
humid
 
air
 
at
 
the
 
altitude
 
near
 
the
 
cloudbase. 2.
 
Pulled
 
air
 
is
 
dry:
 
this
 
leads
 
to
 
evaporation
 
of
 
droplets
 
already
 
formed. Evaporation
 
causes
 
cooling. Hence
 
the
 
cloud
 
dissipates
 
and
 
we
 
get
 
cold
 
sinking
 
air
 
in
 
the
 
area. 6.2
 
Types
 
of
 
Clouds
 
Clouds
 
are
 
categorised
 
based
 
on
 
their
 
height
 
in
 
the
 
atmosphere. There
 
are
 
three
 
main
 
types:
 
low
 
clouds,
 
medium
 
clouds,
 
and
 
high
 
clouds.


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1.
 
Pulled
 
air
 
is
 
also
 
humid:
 
then
 
more
 
condensation
 
is
 
produced
 
and
 
hence
 
more
 
energy
 
released
 
and
 
clouds
 
suck
 
sustains. Clouds
 
like
 
these
 
are
 
more
 
vertical
 
in
 
shape
 
and
 
quite
 
likely
 
to
 
overdevelop
 
if
 
sucked
 
air
 
keeps
 
bringing
 
humidity. So
 
an
 
important
 
factor
 
for
 
overdevelopment
 
of
 
cu
 
clouds
 
is
 
availability
 
of
 
humid
 
air
 
at
 
the
 
altitude
 
near
 
the
 
cloudbase. 2.
 
Pulled
 
air
 
is
 
dry:
 
this
 
leads
 
to
 
evaporation
 
of
 
droplets
 
already
 
formed. Evaporation
 
causes
 
cooling. Hence
 
the
 
cloud
 
dissipates
 
and
 
we
 
get
 
cold
 
sinking
 
air
 
in
 
the
 
area. 6.2
 
Types
 
of
 
Clouds
 
Clouds
 
are
 
categorised
 
based
 
on
 
their
 
height
 
in
 
the
 
atmosphere. There
 
are
 
three
 
main
 
types:
 
low
 
clouds,
 
medium
 
clouds,
 
and
 
high
 
clouds. 6.2.1
 
Low
 
Clouds
 
Cumulus
 
(Cu)
 
●
 
Height:
 
1,200-6,000
 
ft
 
●
 
Colour:
 
White
 
with
 
darker
 
undersides
 
●
 
Shape:
 
Detached
 
heaps,
 
often
 
with
 
a
 
cauliﬂower
 
shape
 
●
 
Features:
 
May
 
produce
 
showers
 
when
 
well-developed
 
Cumulonimbus
 
(Cb)
 
●
 
Height:
 
1,000-5,000
 
ft
 
●
 
Colour:
 
White
 
upper
 
parts
 
with
 
dark
 
undersides


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●
 
Shape:
 
Considerable
 
vertical
 
extent,
 
often
 
with
 
an
 
anvil
 
shape
 
●
 
Features:
 
Accompanied
 
by
 
heavy
 
showers,
 
hail,
 
and
 
thunder
 
Stratus
 
(St)
 
●
 
Height:
 
Surface-1,500
 
ft
 
●
 
Colour:
 
Usually
 
grey
 
●
 
Shape:
 
Appears
 
as
 
a
 
layer
 
or
 
in
 
ragged
 
patches,
 
may
 
produce
 
drizzle
 
or
 
snow
 
grains
 
Stratocumulus
 
(Sc)
 
●
 
Height:
 
1,200-7,000
 
ft
 
●
 
Colour: Grey
 
or
 
white,
 
with
 
shading
 
●
 
Shape:
 
Patches
 
or
 
a
 
sheet
 
of
 
rounded
 
elements,
 
may
 
produce
 
light
 
rain
 
or
 
snow
 
6.2.2
 
Medium
 
Clouds
 
Altocumulus
 
(Ac)
 
●
 
Height:
 
7,000-17,000
 
ft
 
●
 
Colour: Grey
 
or
 
white,
 
with
 
shading
 
●
 
Shape:
 
Patches
 
or
 
a
 
sheet
 
of
 
rounded
 
elements,
 
may
 
produce
 
slight
 
rain
 
or
 
snow
 
Altostratus
 
(As)
 
●
 
Height:
 
8,000-17,000
 
ft
 
●
 
Colour:
 
Greyish
 
or
 
bluish
 
●
 
Shape:
 
A
 
sheet
 
of
 
uniform
 
appearance,
 
may
 
produce
 
light
 
rain
 
or
 
snow


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Nimbostratus
 
(Ns)
 
●
 
Height:
 
1,500-10,000
 
ft
 
●
 
Colour:
 
Dark
 
grey
 
●
 
Shape:
 
A
 
thick,
 
diffuse
 
layer
 
covering
 
the
 
sky,
 
accompanied
 
by
 
moderate
 
or
 
heavy
 
rain
 
or
 
snow
 
6.2.3
 
High
 
Clouds
 
Cirrus
 
(Ci)
 
●
 
Height:
 
17,000-35,000
 
ft
 
●
 
Colour:
 
Composed
 
of
 
ice
 
crystals,
 
white
 
●
 
Shape:
 
Delicate
 
hair-like
 
ﬁlaments,
 
sometimes
 
in
 
patches
 
or
 
bands
 
Cirrocumulus
 
(Cc)
 
●
 
Height:
 
17,000-35,000
 
ft
 
●
 
Colour:
 
Composed
 
of
 
ice
 
crystals,
 
white
 
●
 
Shape:
 
Patches
 
or
 
a
 
sheet
 
of
 
very
 
small
 
elements,
 
may
 
resemble
 
ﬁsh
 
scales
 
Cirrostratus
 
(Cs)
 
●
 
Height:
 
17,000-35,000
 
ft
 
●
 
Colour: Composed
 
of
 
ice
 
crystals,
 
white
 
●
 
Shape:
 
A
 
transparent
 
veil
 
covering
 
the
 
sky,
 
produces
 
halo
 
phenomena


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6.3
 
Decaying
 
Clouds,
 
Precipitation,
 
and
 
Gust
 
Fronts
 
●
 
Forming
 
clouds
 
release
 
latent
 
heat,
 
but
 
decaying
 
clouds
 
and
 
precipitation
 
cause
 
cooling,
 
resulting
 
in
 
a
 
dense,
 
heavy,
 
and
 
cold
 
wind
 
that
 
descends
 
rapidly. This
 
can
 
produce
 
gusts
 
along
 
the
 
surface. 6.3.1
 
Gust
 
Fronts
 
Gust
 
fronts
 
are
 
lines
 
of
 
dangerously
 
gusty
 
winds
 
formed
 
by
 
localised
 
strong
 
wind
 
events,
 
often
 
associated
 
with
 
thunderstorms. They
 
can
 
create
 
dust
 
storms,
 
particularly
 
in
 
arid
 
regions. When
 
moisture,
 
unstable
 
air
 
and
 
warm
 
air
 
mix
 
together,
 
you
 
could
 
have
 
a
 
big
 
thunderstorm
 
on
 
your
 
hands. That
 
warmer
 
air
 
rises,
 
and
 
it
 
rises
 
quickly
 
if
 
it
 
bumps
 
into
 
cold,
 
sinking
 
air,
 
or
 
against
 
a
 
hillside
 
or
 
mountain. As
 
that
 
warm
 
air
 
goes
 
higher
 
in
 
the
 
atmosphere,
 
it
 
brings
 
any
 
water
 
vapour
 
it’s
 
holding
 
along
 
with
 
it. It
 
cools
 
as
 
it
 
gets
 
higher,
 
and
 
that
 
water
 
vapour
 
condenses
 
into
 
liquid. A
 
cloud
 
begins
 
to
 
form. And
 
it
 
can
 
grow
 
upward
 
into
 
colder
 
levels
 
of
 
the
 
atmosphere,
 
where
 
the
 
temperature
 
is
 
below
 
freezing. If
 
the
 
cloud
 
continues
 
to
 
be
 
fed
 
by
 
warm
 
air
 
below
 
rising
 
into
 
it,
 
it
 
can
 
develop
 
into
 
a
 
cumulonimbus
 
cloud—a
 
good
 
old
 
thunderstorm.


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They
 
can
 
create
 
dust
 
storms,
 
particularly
 
in
 
arid
 
regions. When
 
moisture,
 
unstable
 
air
 
and
 
warm
 
air
 
mix
 
together,
 
you
 
could
 
have
 
a
 
big
 
thunderstorm
 
on
 
your
 
hands. That
 
warmer
 
air
 
rises,
 
and
 
it
 
rises
 
quickly
 
if
 
it
 
bumps
 
into
 
cold,
 
sinking
 
air,
 
or
 
against
 
a
 
hillside
 
or
 
mountain. As
 
that
 
warm
 
air
 
goes
 
higher
 
in
 
the
 
atmosphere,
 
it
 
brings
 
any
 
water
 
vapour
 
it’s
 
holding
 
along
 
with
 
it. It
 
cools
 
as
 
it
 
gets
 
higher,
 
and
 
that
 
water
 
vapour
 
condenses
 
into
 
liquid. A
 
cloud
 
begins
 
to
 
form. And
 
it
 
can
 
grow
 
upward
 
into
 
colder
 
levels
 
of
 
the
 
atmosphere,
 
where
 
the
 
temperature
 
is
 
below
 
freezing. If
 
the
 
cloud
 
continues
 
to
 
be
 
fed
 
by
 
warm
 
air
 
below
 
rising
 
into
 
it,
 
it
 
can
 
develop
 
into
 
a
 
cumulonimbus
 
cloud—a
 
good
 
old
 
thunderstorm. That
 
gust
 
front
 
can
 
also
 
come
 
in
 
contact
 
with
 
the
 
warm
 
air
 
that
 
is
 
“feeding”
 
the
 
thunderstorm. As
 
the
 
cold
 
gust
 
front
 
goes
 
down
 
and
 
out,
 
the
 
warm
 
air
 
is
 
going
 
over
 
and
 
up. This
 
can
 
create
 
a
 
swirling
 
effect
 
that
 
can
 
produce
 
an
 
ominous-looking
 
shelf
 
cloud. Some
 
people
 
call
 
them
 
roll
 
clouds.


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When
 
that
 
cloud
 
begins
 
to
 
rain,
 
cooler
 
air
 
descends
 
to
 
the
 
surface. That
 
cool
 
air
 
and
 
rain
 
create
 
something
 
called
 
a
 
downdraft. When
 
that
 
cool
 
air
 
descends
 
and
 
hits
 
the
 
ground,
 
it
 
spreads
 
out
 
in
 
all
 
directions,
 
like
 
when
 
you
 
pour
 
a
 
column
 
of
 
water
 
on
 
the
 
ﬂoor. This
 
air
 
can
 
be
 
moving
 
fast,
 
so
 
this
 
spreading
 
out
 
can
 
create
 
a
 
gust
 
front. This
 
is
 
a
 
line
 
of
 
sometimes
 
dangerously
 
gusty
 
winds. It’s
 
also
 
called
 
an
 
outﬂow
 
boundary. A
 
gust
 
front
 
is
 
different
 
from
 
a
 
simple
 
downburst. Downbursts
 
from
 
convective
 
storms
 
are
 
more
 
localised,
 
and
 
are
 
not
 
considered
 
gust
 
fronts.


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6.3.2
 
A
 
downburst
 
 
is
 
the
 
general
 
term
 
used
 
to
 
broadly
 
describe
 
macro
 
and
 
microbursts. Downburst
 
is
 
the
 
general
 
term
 
for
 
all
 
localised
 
strong
 
wind
 
events
 
that
 
are
 
caused
 
by
 
a
 
strong
 
downdraft
 
within
 
a
 
thunderstorm,
 
while
 
microburst
 
simply
 
refers
 
to
 
an
 
especially
 
small
 
downburst
 
that
 
is
 
less
 
than
 
4
 
km
 
across.


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image
 
NOAA
 
Gust
 
fronts
 
are
 
particularly
 
dangerous
 
for
 
aircraft,
 
as
 
navigating
 
through
 
them
 
can
 
lead
 
to
 
sudden
 
changes
 
in
 
wind
 
direction. A
 
downburst
 
is
 
the
 
general
 
term
 
used
 
to
 
broadly
 
describe
 
macro
 
and
 
microbursts. Downburst
 
is
 
the
 
general
 
term
 
for
 
all
 
localised
 
strong
 
wind
 
events
 
that
 
are
 
caused
 
by
 
a
 
strong
 
downdraft
 
within
 
a
 
thunderstorm,
 
while
 
microburst
 
simply
 
refers
 
to
 
an
 
especially
 
small
 
downburst
 
that
 
is
 
less
 
than
 
4
 
km
 
across. Chapter
 
7:
 
Fronts
 
and
 
Atmospheric
 
Dynamics
 
7.1
 
Understanding
 
Fronts


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A
 
low
 
pressure
 
over
 
an
 
area
 
pulls
 
winds
 
from
 
relative
 
high
 
pressures
 
around. Winds
 
from
 
different
 
areas
 
coming
 
towards
 
such
 
a
 
low
 
pressure
 
might
 
have
 
different
 
temperatures. Fluids
 
have
 
a
 
property
 
that
 
they
 
don't
 
mix
 
very
 
easily
 
if
 
there
 
is
 
a
 
temperature
 
difference. Thus
 
these
 
air
 
masses
 
travelling
 
towards
 
the
 
same
 
low
 
pressure
 
at
 
different
 
speeds
 
will
 
meet
 
and
 
form
 
boundaries
 
that
 
will
 
push
 
the
 
slower
 
air
 
mass. Such
 
boundaries
 
are
 
called
 
fronts. They
 
can
 
have
 
different
 
natures
 
based
 
on
 
the
 
temperature
 
of
 
pushing
 
air
 
mass. 7.1.1
 
Stationary
 
Fronts
 
When
 
air
 
masses
 
moving
 
towards
 
a
 
low-pressure
 
area
 
have
 
different
 
temperatures
 
and
 
speeds,
 
they
 
create
 
boundaries
 
known
 
as
 
stationary
 
fronts. These
 
fronts
 
may
 
persist
 
if
 
an
 
air
 
mass
 
is
 
obstructed
 
by
 
geographical
 
features
 
like
 
mountains. Stationary
 
fronts
 
can
 
bring
 
extended
 
periods
 
of
 
rain,
 
drizzle,
 
and
 
fog. Winds
 
along
 
these
 
fronts
 
usually
 
blow
 
parallel
 
but
 
in
 
opposite
 
directions. Over
 
time,
 
stationary
 
fronts
 
may
 
break
 
apart.


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7.1.2
 
Cold
 
Fronts
 
A
 
cold
 
front
 
occurs
 
when
 
a
 
dense,
 
cold
 
air
 
mass
 
advances
 
and
 
displaces
 
a
 
warmer
 
air
 
mass. As
 
the
 
cold
 
air
 
forces
 
the
 
warm
 
air
 
to
 
rise,
 
cumulus
 
clouds
 
form,
 
leading
 
to
 
rain
 
showers,
 
snow
 
showers,
 
or
 
thunderstorms
 
along
 
the
 
front. Behind
 
the
 
cold
 
front,
 
a
 
drier
 
and
 
colder
 
air
 
mass
 
prevails,
 
resulting
 
in
 
clear
 
or
 
partly
 
cloudy
 
conditions. The
 
weather
 
at
 
a
 
cold
 
front
 
varies
 
with
 
the
 
season,
 
ranging
 
from
 
thunderstorms
 
in
 
spring
 
and
 
summer
 
to
 
frigid
 
temperatures
 
and
 
heavy
 
snowfall
 
in
 
winter.


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A
 
squall
 
line
 
is
 
a
 
line
 
of
 
severe
 
thunderstorms
 
that
 
forms
 
along
 
a
 
cold
 
front. Behind
 
the
 
front
 
is
 
the
 
cold
 
air
 
mass. This
 
mass
 
is
 
drier
 
so
 
precipitation
 
stops. The
 
weather
 
may
 
be
 
cold
 
and
 
clear
 
or
 
only
 
partly
 
cloudy. Winds
 
may
 
continue
 
to
 
blow
 
into
 
the
 
low
 
pressure
 
zone
 
at
 
the
 
front. 7.1.3
 
Warm
 
Fronts
 
Warm
 
fronts
 
develop
 
when
 
a
 
warm
 
air
 
mass
 
glides
 
over
 
a
 
cold
 
air
 
mass. This
 
transition
 
results
 
in
 
stable
 
atmospheric
 
conditions. As
 
a
 
warm
 
front
 
approaches,
 
cirrus
 
clouds
 
signal
 
the
 
impending
 
change. Over
 
time,
 
the
 
sky
 
turns
 
grey
 
with
 
the
 
appearance
 
of
 
altostratus
 
and
 
nimbostratus
 
clouds.


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The
 
transition
 
from
 
cold
 
air
 
to
 
warm
 
air
 
takes
 
place
 
over
 
a
 
long
 
distance
 
so
 
the
 
ﬁrst
 
signs
 
of
 
changing
 
weather
 
appear
 
long
 
before
 
the
 
front
 
is
 
actually
 
over
 
you. Initially,
 
the
 
air
 
is
 
cold:
 
the
 
cold
 
air
 
mass
 
is
 
above
 
you
 
and
 
the
 
warm
 
air
 
mass
 
is
 
above
 
it. High
 
cirrus
 
clouds
 
mark
 
the
 
transition
 
from
 
one
 
air
 
mass
 
to
 
the
 
other. Over
 
time,
 
cirrus
 
clouds
 
become
 
thicker
 
and
 
cirrostratus
 
clouds
 
form. As
 
the
 
front
 
approaches,
 
altocumulus
 
and
 
altostratus
 
clouds
 
appear
 
and
 
the
 
sky
 
turns
 
grey. Since
 
it
 
is
 
winter,
 
snowﬂakes
 
fall. The
 
clouds
 
thicken
 
and
 
nimbostratus
 
clouds
 
form. Precipitation
 
increases. Winds
 
grow
 
stronger
 
as
 
the
 
low
 
pressure
 
approaches. As
 
the
 
front
 
gets
 
closer,
 
the
 
cold
 
air
 
mass
 
is
 
just
 
above
 
you
 
but
 
the
 
warm
 
air
 
mass
 
is
 
not
 
too
 
far
 
above
 
that. The
 
weather
 
worsens. As
 
the
 
warm
 
air
 
mass
 
approaches,
 
temperatures
 
rise. Warm
 
and
 
cold
 
air
 
mix
 
at
 
the
 
front,
 
leading
 
to
 
the
 
formation
 
of
 
stratus
 
clouds
 
and
 
fog.


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7.1.4
 
Occluded
 
Fronts
 
Occluded
 
fronts
 
typically
 
form
 
around
 
low-pressure
 
systems. They
 
occur
 
when
 
a
 
cold
 
front
 
catches
 
up
 
to
 
a
 
warm
 
front. The
 
air
 
masses
 
involved,
 
in
 
sequence,
 
are
 
cold,
 
warm,
 
and
 
cold
 
again. The
 
Coriolis
 
Effect
 
causes
 
the
 
boundary
 
where
 
the
 
two
 
fronts
 
meet
 
to
 
curve
 
towards
 
the
 
pole. An
 
occluded
 
front
 
can
 
be
 
cold
 
or
 
warm,
 
depending
 
on
 
the
 
temperature
 
of
 
the
 
arriving
 
air
 
mass. Fierce
 
weather,
 
including
 
precipitation
 
and
 
shifting
 
winds,
 
is
 
common
 
at
 
the
 
occlusion
 
point.


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Chapter
 
8:
 
Lapse
 
Rate,
 
Instability,
 
and
 
Rotor
 
Turbulence
 
8.1
 
Understanding
 
Lapse
 
Rate
 
 
The
 
Lapse
 
Rate,
 
or
 
the
 
rate
 
at
 
which
 
temperature
 
changes
 
with
 
height
 
in
 
the
 
atmosphere,
 
plays
 
a
 
crucial
 
role
 
in
 
determining
 
atmospheric
 
stability. Boyle's
 
Law
 
states
 
that
 
for
 
a
 
given
 
volume
 
of
 
gas,
 
the
 
pressure
 
divided
 
by
 
the
 
temperature
 
remains
 
constant. As
 
air
 
rises,
 
the
 
pressure
 
decreases,
 
leading
 
to
 
a
 
decrease
 
in
 
temperature. If
 
this
 
process
 
occurs
 
without
 
heat
 
exchange
 
with
 
the
 
surrounding
 
air,
 
it
 
is
 
known
 
as
 
adiabatic
 
cooling. If
 
no
 
heat
 
is
 
exchanged
 
with
 
the
 
surrounding
 
air
 
during
 
this
 
process,
 
which
 
is
 
called
 
“adiabatic
 
cooling”,
 
the
 
rate
 
at
 
which
 
the
 
air
 
cools,
 
the
 
Adiabatic
 
Lapse
 
Rate
 
(ALR)
 
is
 
a
 
constant
 
For
 
unsaturated
 
air,
 
the
 
Dry
 
Adiabatic
 
Lapse
 
Rate
 
(DALR)
 
is
 
approximately
 
1
 
degree
 
Celsius
 
per
 
100
 
metres
 
of
 
ascent. However,
 
when
 
air
 
reaches
 
the
 
Dew
 
Point
 
and
 
becomes
 
saturated,
 
condensation
 
of
 
water
 
vapour
 
releases
 
latent
 
heat,
 
warming
 
the
 
air. This
 
results
 
in
 
the
 
Saturated
 
Adiabatic
 
Lapse
 
Rate
 
(SALR),
 
which
 
is
 
around
 
0.6°C
 
per
 
100m
 
at
 
low
 
levels
 
and
 
latitudes.


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Chapter
 
8:
 
Lapse
 
Rate,
 
Instability,
 
and
 
Rotor
 
Turbulence
 
8.1
 
Understanding
 
Lapse
 
Rate
 
 
The
 
Lapse
 
Rate,
 
or
 
the
 
rate
 
at
 
which
 
temperature
 
changes
 
with
 
height
 
in
 
the
 
atmosphere,
 
plays
 
a
 
crucial
 
role
 
in
 
determining
 
atmospheric
 
stability. Boyle's
 
Law
 
states
 
that
 
for
 
a
 
given
 
volume
 
of
 
gas,
 
the
 
pressure
 
divided
 
by
 
the
 
temperature
 
remains
 
constant. As
 
air
 
rises,
 
the
 
pressure
 
decreases,
 
leading
 
to
 
a
 
decrease
 
in
 
temperature. If
 
this
 
process
 
occurs
 
without
 
heat
 
exchange
 
with
 
the
 
surrounding
 
air,
 
it
 
is
 
known
 
as
 
adiabatic
 
cooling. If
 
no
 
heat
 
is
 
exchanged
 
with
 
the
 
surrounding
 
air
 
during
 
this
 
process,
 
which
 
is
 
called
 
“adiabatic
 
cooling”,
 
the
 
rate
 
at
 
which
 
the
 
air
 
cools,
 
the
 
Adiabatic
 
Lapse
 
Rate
 
(ALR)
 
is
 
a
 
constant
 
For
 
unsaturated
 
air,
 
the
 
Dry
 
Adiabatic
 
Lapse
 
Rate
 
(DALR)
 
is
 
approximately
 
1
 
degree
 
Celsius
 
per
 
100
 
metres
 
of
 
ascent. However,
 
when
 
air
 
reaches
 
the
 
Dew
 
Point
 
and
 
becomes
 
saturated,
 
condensation
 
of
 
water
 
vapour
 
releases
 
latent
 
heat,
 
warming
 
the
 
air. This
 
results
 
in
 
the
 
Saturated
 
Adiabatic
 
Lapse
 
Rate
 
(SALR),
 
which
 
is
 
around
 
0.6°C
 
per
 
100m
 
at
 
low
 
levels
 
and
 
latitudes. The
 
Environmental
 
Lapse
 
Rate
 
(ELR)
 
represents
 
the
 
actual
 
rate
 
at
 
which
 
the
 
ambient
 
temperature
 
changes
 
with
 
height.


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.
 
8.2
 
Stability
 
Stability
 
in
 
the
 
atmosphere
 
is
 
determined
 
by
 
comparing
 
the
 
ELR
 
with
 
the
 
DALR
 
and
 
SALR
 
for
 
a
 
parcel
 
of
 
air. The
 
relationships
 
between
 
these
 
rates
 
provide
 
insights
 
into
 
the
 
behaviour
 
of
 
rising
 
or
 
sinking
 
air:
 
●
 
Unstable
 
Atmosphere:
 
●
 
If
 
ELR
 
>
 
DALR,
 
rising
 
air
 
remains
 
warmer
 
than
 
the
 
surrounding
 
air,
 
leading
 
to
 
continued
 
ascent. The
 
atmosphere
 
is
 
absolutely
 
unstable,


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indicating
 
that
 
both
 
saturated
 
and
 
unsaturated
 
air
 
will
 
always
 
have
 
a
 
higher
 
temperature
 
than
 
the
 
surroundings. ●
 
Conditionally
 
Unstable
 
Atmosphere:
 
●
 
When
 
ELR
 
is
 
less
 
than
 
DALR
 
but
 
greater
 
than
 
SALR,
 
the
 
atmosphere
 
is
 
conditionally
 
unstable. The
 
stability
 
depends
 
on
 
whether
 
the
 
air
 
is
 
saturated
 
or
 
unsaturated. ●
 
Stable
 
Atmosphere:
 
●
 
If
 
ELR
 
<
 
DALR,
 
rising
 
air
 
becomes
 
cooler
 
than
 
the
 
surrounding
 
air,
 
causing
 
it
 
to
 
sink. the
 
air
 
is
 
absolutely
 
stable,
 
and
 
whether
 
saturated
 
or
 
unsaturated,
 
it
 
will
 
always
 
be
 
cooler
 
than
 
the
 
surrounding
 
air.


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Understanding
 
stability
 
is
 
crucial
 
for
 
activities
 
like
 
paragliding,
 
as
 
it
 
inﬂuences
 
the
 
behaviour
 
of
 
air
 
masses
 
and
 
the
 
potential
 
for
 
vertical
 
motion. 8.3
 
Stability
 
and
  
lee
 
side
 
rotor
 
A
 
fair
 
summary
 
is
 
that
 
a
 
rotor
 
exists
 
when
 
stable
 
air
 
passing
 
over
 
an
 
obstacle
 
descends
 
to
 
form
 
a
 
rotor. If
 
the
 
air
 
is
 
buoyant
 
it
 
will
 
break
 
from
 
the
 
ridge
 
and
 
continue
 
to
 
rise. There
 
may
 
even
 
be
 
more
 
thermal
 
rising
 
on
 
the
 
other
 
side
 
to
 
join
 
ascent
 
in
 
the
 
form
 
of
 
convergence. Chapter
 
9:
 
Thermals
 
and
 
Turbulence


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Thermals
 
are
 
vertical
 
columns
 
of
 
warm
 
air
 
that
 
rise
 
due
 
to
 
the
 
heating
 
of
 
the
 
Earth's
 
surface. They
 
form
 
when
 
certain
 
areas
 
of
 
the
 
ground,
 
such
 
as
 
asphalt
 
roads
 
or
 
sunlit
 
ﬁelds,
 
absorb
 
heat
 
more
 
readily
 
than
 
others,
 
creating
 
"pockets"
 
of
 
warmer
 
air. As
 
this
 
warmer
 
air
 
rises,
 
it
 
creates
 
an
 
updraft
 
that
 
can
 
be
 
utilised
 
by
 
paragliders
 
to
 
gain
 
altitude.


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9.1
 
Formation
 
and
 
Characteristics
 
of
 
Thermals
 
Thermals
 
can
 
take
 
various
 
shapes,
 
including
 
bubbles,
 
pulses,
 
or
 
columns
 
of
 
warm
 
air
 
rising
 
upward. They
 
are
 
essential
 
for
 
paragliding,
 
providing
 
pilots
 
with
 
opportunities
 
to
 
gain
 
altitude
 
and
 
extend
 
their
 
ﬂights. Understanding
 
the
 
formation
 
and
 
behaviour
 
of
 
thermals
 
is
 
crucial
 
for
 
pilots
 
to
 
effectively
 
utilise
 
them
 
during
 
ﬂight.


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Due
 
to
 
this
 
push
 
of
 
prevailing
 
wind
 
and
 
the
 
lean,
 
better
 
lift
 
is
 
usually
 
in
 
the
 
windward
 
side
 
of
 
the
 
thermal
 
and
 
leeward
 
side
 
will
 
have
 
broken
 
lift
 
and
 
turbulence. As
 
they
 
are
 
vertical
 
air
 
currents
 
in
 
otherwise
 
horizontal
 
airﬂow
 
or
 
still
 
air
 
they
 
also
 
cause
 
turbulence
 
by
 
wind
 
shear
 
or
 
lee
 
side. As
 
tandem
 
pilot
 
we
 
need
 
be
 
well
  
aware
 
of
 
such
 
turbulence
 
 
9.2
 
Relationship
 
Between
 
Thermals
 
and
 
Turbulence
 
 
 
Windward
 
and
 
Leeward
 
Side
 
Effects:


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●
 
Due
 
to
 
this
 
push
 
of
 
prevailing
 
wind
 
and
 
the
 
lean,
 
better
 
lift
 
is
 
usually
 
in
 
the
 
windward
 
side
 
of
 
the
 
thermal
 
and
 
leeward
 
side
 
will
 
have
 
broken
 
lift
 
and
 
turbulence
 
due
 
to
 
weak
 
lift
 
bubbles
 
getting
 
washed
 
towards
 
leeside. Turbulence
 
from
 
Vertical
 
Air
 
Currents:
 
●
 
Thermals
 
disrupt
 
the
 
otherwise
 
horizontal
 
airﬂow,
 
creating
 
vertical
 
air
 
currents. This
 
can
 
lead
 
to
 
turbulence,
 
particularly
 
in
 
areas
 
where
 
there
 
is
 
wind
 
shear
  
between
 
rising
 
and
 
sinking
 
air
 
or
 
on
 
the
 
lee
 
side
 
of
  
thermal
 
due
 
to
 
its
 
obstruction
 
effect. Pilots
 
need
 
to
 
be
 
vigilant
 
and
 
anticipate
 
turbulence
 
caused
 
by
 
thermals
 
during
 
their
 
ﬂights. 9.3
 
Awareness
 
and
 
Management
 
as
 
Tandem
 
Pilots
 
As
 
tandem
 
pilots,
 
it's
 
essential
 
to
 
have
 
a
 
thorough
 
understanding
 
of
 
thermals
 
and
 
their
 
associated
 
turbulence. Here
 
are
 
some
 
key
 
points
 
to
 
consider:
 
●
 
Awareness: Stay
 
vigilant
 
and
 
constantly
 
assess
 
the
 
surrounding
 
conditions
 
for
 
signs
 
of
 
thermal
 
activity
 
and
 
associated
 
turbulence. ●
 
Management:
 
Develop
 
strategies
 
for
 
navigating
 
through
 
thermals
 
and
 
turbulent
 
areas
 
safely,
 
such
 
as
 
adjusting
 
ﬂight
 
path
 
or
 
altitude
 
to
 
avoid
 
areas
 
of
 
intense
 
turbulence. ●
 
Communication:
 
Maintain
 
clear
 
communication
 
with
 
your
 
passenger
 
to
 
ensure
 
their
 
comfort
 
and
 
safety,
 
especially
 
during
 
turbulent
 
conditions.


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Turbulence
 
from
 
Vertical
 
Air
 
Currents:
 
●
 
Thermals
 
disrupt
 
the
 
otherwise
 
horizontal
 
airﬂow,
 
creating
 
vertical
 
air
 
currents. This
 
can
 
lead
 
to
 
turbulence,
 
particularly
 
in
 
areas
 
where
 
there
 
is
 
wind
 
shear
  
between
 
rising
 
and
 
sinking
 
air
 
or
 
on
 
the
 
lee
 
side
 
of
  
thermal
 
due
 
to
 
its
 
obstruction
 
effect. Pilots
 
need
 
to
 
be
 
vigilant
 
and
 
anticipate
 
turbulence
 
caused
 
by
 
thermals
 
during
 
their
 
ﬂights. 9.3
 
Awareness
 
and
 
Management
 
as
 
Tandem
 
Pilots
 
As
 
tandem
 
pilots,
 
it's
 
essential
 
to
 
have
 
a
 
thorough
 
understanding
 
of
 
thermals
 
and
 
their
 
associated
 
turbulence. Here
 
are
 
some
 
key
 
points
 
to
 
consider:
 
●
 
Awareness: Stay
 
vigilant
 
and
 
constantly
 
assess
 
the
 
surrounding
 
conditions
 
for
 
signs
 
of
 
thermal
 
activity
 
and
 
associated
 
turbulence. ●
 
Management:
 
Develop
 
strategies
 
for
 
navigating
 
through
 
thermals
 
and
 
turbulent
 
areas
 
safely,
 
such
 
as
 
adjusting
 
ﬂight
 
path
 
or
 
altitude
 
to
 
avoid
 
areas
 
of
 
intense
 
turbulence. ●
 
Communication:
 
Maintain
 
clear
 
communication
 
with
 
your
 
passenger
 
to
 
ensure
 
their
 
comfort
 
and
 
safety,
 
especially
 
during
 
turbulent
 
conditions. ●
 
Training:
 
Continuously
 
improve
 
your
 
skills
 
and
 
knowledge
 
through
 
training
 
and
 
practice
 
to
 
effectively
 
manage
 
thermal-related
 
turbulence
 
during
 
tandem
 
ﬂights.


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Turbulence
 
from
 
Vertical
 
Air
 
Currents:
 
●
 
Thermals
 
disrupt
 
the
 
otherwise
 
horizontal
 
airﬂow,
 
creating
 
vertical
 
air
 
currents. This
 
can
 
lead
 
to
 
turbulence,
 
particularly
 
in
 
areas
 
where
 
there
 
is
 
wind
 
shear
  
between
 
rising
 
and
 
sinking
 
air
 
or
 
on
 
the
 
lee
 
side
 
of
  
thermal
 
due
 
to
 
its
 
obstruction
 
effect. Pilots
 
need
 
to
 
be
 
vigilant
 
and
 
anticipate
 
turbulence
 
caused
 
by
 
thermals
 
during
 
their
 
ﬂights. 9.3
 
Awareness
 
and
 
Management
 
as
 
Tandem
 
Pilots
 
As
 
tandem
 
pilots,
 
it's
 
essential
 
to
 
have
 
a
 
thorough
 
understanding
 
of
 
thermals
 
and
 
their
 
associated
 
turbulence. Here
 
are
 
some
 
key
 
points
 
to
 
consider:
 
●
 
Awareness: Stay
 
vigilant
 
and
 
constantly
 
assess
 
the
 
surrounding
 
conditions
 
for
 
signs
 
of
 
thermal
 
activity
 
and
 
associated
 
turbulence. ●
 
Management:
 
Develop
 
strategies
 
for
 
navigating
 
through
 
thermals
 
and
 
turbulent
 
areas
 
safely,
 
such
 
as
 
adjusting
 
ﬂight
 
path
 
or
 
altitude
 
to
 
avoid
 
areas
 
of
 
intense
 
turbulence. ●
 
Communication:
 
Maintain
 
clear
 
communication
 
with
 
your
 
passenger
 
to
 
ensure
 
their
 
comfort
 
and
 
safety,
 
especially
 
during
 
turbulent
 
conditions. ●
 
Training:
 
Continuously
 
improve
 
your
 
skills
 
and
 
knowledge
 
through
 
training
 
and
 
practice
 
to
 
effectively
 
manage
 
thermal-related
 
turbulence
 
during
 
tandem
 
ﬂights. By
 
understanding
 
the
 
dynamics
 
of
 
thermals
 
and
 
being
 
prepared
 
to
 
handle
 
associated
 
turbulence,
 
tandem
 
pilots
 
can
 
provide
 
their
 
passengers
 
with
 
a
 
safe
 
and
 
enjoyable
 
paragliding
 
experience.


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Chapter
 
10
 
Air
 
Law
 
 
10.1
 
General
 
collision
 
avoidance
 
 
The
 
prime
 
rule
 
is
 
that
 
it
 
is
 
every
 
pilot's
 
ultimate
 
responsibility
 
to
 
avoid
 
a
 
collision
 
with
 
any
 
other
 
aircraft. •
 
An
 
aircraft
 
shall
 
not
 
be
 
ﬂown
 
so
 
close
 
to
 
another
 
aircraft
 
as
 
to
 
create
 
a
 
danger
 
of
 
collision. •
 
No
 
formation
 
ﬂying
 
unless
 
all
 
the
 
pilots
 
have
 
agreed. • When
 
required
 
by
 
these
 
Rules
 
to
 
give
 
way,
 
an
 
aircraft
 
shall
 
avoid
 
passing
 
over,
 
under
 
or
 
ahead
 
of
 
another
 
unless
 
well
 
clear.
 
 
•
 
An
 
aircraft
 
that
 
has
 
'right
 
of
 
way'
 
under
 
these
 
Rules
 
shall
 
maintain
 
its
 
course
 
and
 
speed. •
 
A
 
powered
 
aircraft
 
shall
 
give
 
way
 
to
 
airships,
 
gliders
 
and
 
balloons.
 
 
•
 
An
 
airship
 
shall
 
give
 
way
 
to
 
gliders
 
and
 
balloons. •
 
A
 
glider
 
shall
 
give
 
way
 
to
 
balloons. .When
 
approaching
 
head-on
 
 
When
 
approaching
 
head-on
 
with
 
a
 
risk
 
of
 
collision
 
both
 
aircraft
 
shall
 
alter
 
course
 
to
 
the
 
right.


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When
 
two
 
gliders
 
are
 
approaching
 
each
 
other
 
in
 
opposite
 
directions
 
on
 
a
 
ridge,
 
the
 
glider
 
with
 
the
 
hill
 
on
 
his
 
or
 
her
 
left
 
should
 
give
 
way. The
 
pilot
 
with
 
the
 
hill
 
on
 
their
 
right
 
will
 
be
 
unable
 
to
 
make
 
a
 
right
 
turn
 
to
 
avoid
 
a
 
conﬂict
 
(this
 
is
 
not
 
in
 
fact
 
a
 
legal
 
Rule
 
but
 
common
 
sense!)


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Overtaking
 
:
 
 
When
 
overtaking
 
another
 
aircraft
 
you
 
must
 
give
 
it
 
a
 
wide
 
berth
 
and
 
take
 
care
 
not
 
to
 
impede
 
it. In
 
the
 
UK
 
a
 
glider
 
may
 
overtake
 
another
 
glider
 
to
 
either
 
the
 
left
 
or
 
right
 
(hang
 
gliders
 
and
 
paragliders
 
are
 
both
 
considered
 
to
 
be
 
gliders). When
 
hill
 
soaring
 
the
 
safest
 
course
 
of
 
action
 
is
 
often
 
to
 
turn
 
back
 
rather
 
than
 
to
 
overtake. If
 
you
 
do
 
need
 
to
 
overtake,
 
make
 
sure
 
that
 
you
 
pass
 
well
 
clear
 
of
 
the
 
other
 
glider.


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Converging
 
 
(The
 
overtaking
 
and
 
head-on
 
rules
 
take
 
precedence
 
over
 
this
 
one.) When
 
converging:
 
When
 
two
 
aircraft
 
of
 
the
 
same
 
classiﬁcation
 
converge
 
at
 
approximately
 
the
 
same
 
altitude,
 
the
 
one
 
with
 
the
 
other
 
on
 
its
 
right
 
shall
 
give
 
way.


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Landings
 
 
An
 
aircraft
 
landing
 
or
 
on
 
ﬁnal
 
approach
 
has
 
right
 
of
 
way
 
over
 
all
 
other
 
aircraft
 
in
 
the
 
air
 
or
 
on
 
the
 
ground. The
 
lowest
 
aircraft
 
of
 
any
 
on
 
an
 
approach
 
to
 
land
 
has
 
right
 
of
 
way,
 
provided
 
it
 
does
 
not
 
cut
 
in
 
front
 
of
 
or
 
overtake
 
any
 
aircraft
 
on
 
ﬁnal
 
approach. After
 
landing
 
you
 
must
 
clear
 
the
 
landing
 
area
 
as
 
soon
 
as
 
possible. If
 
somebody
 
lands
 
on
 
your
 
parked
 
glider,
 
don't
 
expect
 
an
 
insurance
 
claim
 
to
 
work
 
to
 
your
 
advantage
 
if
 
you
 
have
 
simply
 
left
 
it
 
in
 
the
 
way


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10.2
 
Thermalling
 
trafﬁc
 
rules
 
and
 
manners:
 
●
 
The
 
glider
 
already
 
circling
 
in
 
the
 
thermal
 
has
 
the
 
right
 
to
 
continue
 
circling. ●
 
Turn
 
in
 
the
 
same
 
direction
 
as
 
the
 
other
 
glider. ●
 
If
 
there
 
is
 
only
 
one
 
other
 
glider
 
present
 
you
 
may
 
offset
 
your
 
circle,
 
but
 
you
 
must
 
turn
 
"in
 
phase"
 
with
 
the
 
other
 
glider. ●
 
When
 
there
 
is
 
more
 
than
 
one
 
other
 
wing,
 
you
 
MUST
 
be
 
concentric
 
with
 
the
 
other
 
wings. ●
 
Time
 
the
 
entry
 
so
 
as
 
not
 
to
 
interfere
 
with
 
the
 
other
 
wing(s). Entering
 
a
 
thermal:


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1.
 
Always
 
approach
 
the
 
thermal
 
on
 
a
 
tangent. 2. Signal
 
your
 
intention. There’s
 
often
 
uncertainty
 
whether
 
a
 
merging
 
pilot
 
will
 
join
 
before
 
or
 
after
 
a
 
pilot
 
who
 
is
 
already
 
going
 
around
 
the
 
thermal. When
 
in
 
doubt
 
ﬂy
 
parallel
 
to
 
pilot
 
thermalling,
 
let
 
him
 
go
 
ahead
 
as
 
his
 
circle
 
will
 
be
 
smaller
 
and
 
then
 
merge
 
behind
 
him. 3. Make
 
additional
 
lanes: When
 
there
 
is
 
no
 
break
 
in
 
trafﬁc
 
for
 
us
 
to
 
merge
 
in,
 
we
 
can’t
 
just
 
hit
 
the
 
brakes
 
and
 
come
 
to
 
a
 
stop
 
like
 
we
 
would
 
in
 
a
 
car. So
 
what
 
do
 
we
 
do?
 
We
 
add
 
lanes
 
to
 
the
 
roundabout. Sometimes
 
the
 
outside
 
lanes
 
are
 
still
 
in
 
lift,
 
but
 
other
 
times
 
it
 
is
 
necessary
 
to
 
ﬂy
 
around
 
the
 
outside
 
of
 
the
 
lift,
 
waiting
 
for
 
the
 
opportunity
 
to
 
merge
 
into
 
the
 
rising
 
air


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Chapter
 
11. UNDERSTANDING
 
AIRSPACES
 
 
 
11.1
 
Airspace
 
Construction,
 
 
“Airspaces”
 
are
 
three
 
dimensional
 
areas
 
of
 
speciﬁed
 
dimensions,
 
extending
 
laterally
 
between
 
points
 
deﬁned
 
with
 
coordinates
 
and/or
 
radial
 
distances
 
from
 
speciﬁed
 
points
 
and
 
extending
 
from
 
a
 
speciﬁed
 
height/altitude
 
to
 
another
 
level
 
also
 
deﬁned
 
as
 
a
  
speciﬁed
 
height/altitude.


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A
 
large
 
number
 
of
 
airspaces
 
may
 
be
 
regular
 
geometric
 
shapes
 
like
 
cylinders
 
or
 
regular
 
blocks,
 
but
 
also
 
be
 
irregularly
 
shaped.


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Top
 
Down
 
view
 
of
 
different
 
airspaces
 
stacked
 
laterally
 
and
 
vertically. Note
 
Lateral
 
dimensions
 
and
 
the
 
speciﬁed
 
upper
 
and
 
lower
 
levels. 3D
 
views
 
of
 
different
 
airspaces
 
stacked
 
laterally
 
and
 
vertically. Note
 
Lateral
 
dimensions
 
and
 
the
 
speciﬁed
 
upper
 
and
 
lower
 
levels.


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In
 
the
 
image
 
below,
 
co-relate
 
the
 
lateral
 
(top
 
down)
 
view
 
as
 
seen
 
in
 
the
 
ﬁrst
 
image
 
and
 
the
 
3D
 
depictions
 
shown
 
above.


key: text
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To
 
understand
 
these
 
better,
 
study
 
this
 
3d
 
airspace
 
model
 
online
 
Here
 
https://app.sketchup.com/share/tc/northAmerica/h9_Xh5k7pgk?stoken=sPBeGtPzrT
msjdTq28GXVYNA3193YcSyqGka9qthbS6lMsn4eIBbS0Cp3wQ_4iKD&source=we
b
 
 
You
  
can
 
rotate
 
the
 
3D
 
model
 
to
 
study
 
its
 
extents
 
and
 
to
 
visualise
 
its
 
structure. Airspaces
 
are
 
generically
 
of
 
two
 
types;
 
controlled
 
and
 
uncontrolled. By
 
deﬁnition
 
controlled
 
airspaces
 
are
 
3D
 
areas
 
in
 
which
 
‘control’
  
is
 
exercised
 
by
 
an
 
air
 
trafﬁc
 
control
 
agency,
 
while
 
uncontrolled
 
airspaces
 
have
 
no
 
control
 
exercised
 
within
 
them,
 
but
 
any
 
aerial
 
activity
 
within
 
them,
 
may
 
need
 
to
 
be
 
communicated
 
to
 
the
 
agency
 
providing
 
overall
 
control
 
within
 
the
 
whole
 
area
 
within
 
which
 
a
 
speciﬁed
 
un-controlled
 
airspace
 
may
 
exist. Airspaces
 
are
 
speciﬁed
 
for
 
the
 
purposes
 
of
 
deﬁning
 
the
 
controlling
 
agency,
 
the
 
type
 
of
 
control
 
exercised,
 
the
 
need
 
for
 
radio
 
communication,
 
the
 
type
 
of
 
ﬂight
 
rules
 
to
 
be
 
adhered
 
to
 
and
 
also
 
other
 
factors
 
like
 
speed
 
restrictions
 
etc. Airspaces
 
may
 
be
 
‘stacked’,
 
laterally,
 
i.e
 
side-by-side
 
or
 
stacked
 
vertically
 
above
 
each
 
other.


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11.2
 
Airspace
 
Classiﬁcation,
 
 
 
Airspaces
 
are
 
classiﬁed
 
as
 
Class
 
‘A’
 
to
 
Class
 
‘G’. Each
 
Class
 
of
 
airspace
 
has
 
a
 
speciﬁed
 
purpose
 
and
 
demands
 
adherence
 
to
 
certain
 
conditions
 
as
 
can
 
be
 
seen
 
from
 
the
 
table
 
below:
 
 
Class
 
Type
 
of
 
ﬂight
 
Separation
 
Provided
 
Service
 
Provided
 
Speed
 
limitation*
 
Radio
 
communication
 
requirement
 
Subject
 
to
 
an
 
ATC
 
clearance
 
 
 
 
 
 
 
 
A
 
IFR
 
only
 
All
 
aircraft
 
Air
 
trafﬁc
 
control
 
service
 
Not
 
applicable
 
Continuous
 
two-way
 
Yes
 
B
 
IFR
 
All
 
aircraft
 
Air
 
trafﬁc
 
control
 
service
 
Not
 
applicable
 
Continuous
 
two-way
 
Yes
 
VFR
 
All
 
aircraft
 
Air
 
trafﬁc
 
control
 
service
 
Not
 
applicable
 
Continuous
 
two-way
 
Yes
 
C
 
IFR
 
IFR
 
from
 
IFR
 
 
IFR
 
from
 
VFR
 
Air
 
trafﬁc
 
control
 
service
 
Not
 
applicable
 
Continuous
 
two-way
 
Yes
 
VFR
 
VFR
 
from
 
IFR
 
1)
 
Air
 
trafﬁc
 
control
 
service
 
for
 
separation
 
from
 
IFR
 
 
2)
 
VFR/VFR
 
trafﬁc
 
information
 
service
 
(and
 
trafﬁc
 
avoidance
 
advice
 
on
 
request)
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
Continuous
 
two-way
 
Yes
 
D
 
(1)
 
IFR
 
IFR
 
from
 
IFR
 
Air
 
trafﬁc
 
control
 
service,
 
trafﬁc
 
information
 
about
 
VFR
 
ﬂights
 
(and
 
trafﬁc
 
avoidance
 
advice
 
on
 
request)
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
Continuous
 
two-way
 
Yes


key: text
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Class
 
Type
 
of
 
ﬂight
 
Separation
 
Provided
 
Service
 
Provided
 
Speed
 
limitation*
 
Radio
 
communication
 
requirement
 
Subject
 
to
 
an
 
ATC
 
clearance
 
 
 
 
 
 
 
 
VFR
 
Nil
 
IFR/VFR
 
and
 
VFR/VFR
 
trafﬁc
 
information
 
(and
 
trafﬁc
 
avoidance
 
advice
 
on
 
request)
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
Continuous
 
two-way
 
Yes
 
E
 
(2)
 
IFR
 
IFR
 
from
 
IFR
 
Air
 
trafﬁc
 
control
 
service
 
and,
 
as
 
far
 
as
 
practical
 
trafﬁc
 
information
 
about
 
VFR
 
ﬂights
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
Continuous
 
two-way
 
Yes
 
VFR
 
Nil
 
Trafﬁc
 
information
 
as
 
far
 
as
 
practical
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
No
 
No
 
F
 
IFR
 
IFR
 
from
 
IFR
 
as
 
far
 
as
 
practical
 
Air
 
trafﬁc
 
advisory
 
service;
 
ﬂight
 
information
 
service
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
Continuous
 
two-way
 
No
 
VFR
 
Nil
 
Flight
 
information
 
service
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
No
 
No
 
G
 
IFR
 
Nil
 
Flight
 
information
 
service
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
Continuous
 
two-way
 
No
 
VFR
 
Nil
 
Flight
 
information
 
service
 
250
 
kts IAS
 
below
 
10000
 
ft
 
amsl
 
No
 
No


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Class
 
A
 
airspace,
 
 
the
 
zenith
 
of
 
the
 
hierarchy,
 
spans
 
from
 
18,000
 
feet
 
to
 
the
 
ﬂight
 
level
 
600.
 
Reserved
 
for
 
high-speed,
 
long-distance
 
ﬂights
,
 
it
 
operates
 
under
 
stringent
 
instrument
 
ﬂight
 
rules
 
(IFR)
 
due
 
to
 
the
 
potential
 
for
 
extensive
 
interaction
 
with
 
commercial
 
air
 
trafﬁc. Class
 
B
 
airspace,
 
 
Typically
 
surrounding
 
busy
 
airports
,
 
is
 
tailored
 
to
 
facilitate
 
the
 
orderly
 
ﬂow
 
of
 
trafﬁc
 
during
 
take-offs
 
and
 
landings. This
 
classiﬁcation
 
demands
 
heightened
 
air
 
trafﬁc
 
control
 
(ATC)
 
involvement,
 
with
 
speciﬁc
 
entry
 
and
 
exit
 
procedures
 
to
 
manage
 
the
 
often
 
complex
 
trafﬁc
 
patterns
 
in
 
these
 
congested
 
areas. Class
 
C
 
airspace,
 
 
Encircling
 
airports
 
with
 
moderate
 
trafﬁc,
 
integrates
 
controlled
 
airspace
 
from
 
the
 
surface
 
to
 
speciﬁed
 
altitudes
. This
 
class
 
necessitates
 
communication
 
with
 
ATC
 
and
 
transponder-equipped
 
aircraft. Class
 
D
 
airspace,
 
 
Envelops
 
airports
 
with
 
controlled
 
towers
,
 
maintains
 
a
 
controlled
 
environment
 
up
 
to
 
certain
 
altitudes. Pilots
 
must
 
establish
 
communication
 
with
 
ATC
 
and
 
obtain
 
clearance
 
before
 
entering. Class
 
E
 
airspace
 
Extends
 
beyond
 
controlled
 
airports
 
and
 
accommodates
 
IFR
 
and
 
VFR
 
(visual
 
ﬂight
 
rules)
 
operations. It
 
includes
 
diverse
 
altitudes,
 
providing
 
ﬂexibility
 
for
 
different
 
ﬂight
 
proﬁles
 
while
 
ensuring
 
separation
 
and
 
coordination
 
through
 
appropriate
 
communication
 
with
 
ATC
 
when
 
required
.


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Class
 
B
 
airspace,
 
 
Typically
 
surrounding
 
busy
 
airports
,
 
is
 
tailored
 
to
 
facilitate
 
the
 
orderly
 
ﬂow
 
of
 
trafﬁc
 
during
 
take-offs
 
and
 
landings. This
 
classiﬁcation
 
demands
 
heightened
 
air
 
trafﬁc
 
control
 
(ATC)
 
involvement,
 
with
 
speciﬁc
 
entry
 
and
 
exit
 
procedures
 
to
 
manage
 
the
 
often
 
complex
 
trafﬁc
 
patterns
 
in
 
these
 
congested
 
areas. Class
 
C
 
airspace,
 
 
Encircling
 
airports
 
with
 
moderate
 
trafﬁc,
 
integrates
 
controlled
 
airspace
 
from
 
the
 
surface
 
to
 
speciﬁed
 
altitudes
. This
 
class
 
necessitates
 
communication
 
with
 
ATC
 
and
 
transponder-equipped
 
aircraft. Class
 
D
 
airspace,
 
 
Envelops
 
airports
 
with
 
controlled
 
towers
,
 
maintains
 
a
 
controlled
 
environment
 
up
 
to
 
certain
 
altitudes. Pilots
 
must
 
establish
 
communication
 
with
 
ATC
 
and
 
obtain
 
clearance
 
before
 
entering. Class
 
E
 
airspace
 
Extends
 
beyond
 
controlled
 
airports
 
and
 
accommodates
 
IFR
 
and
 
VFR
 
(visual
 
ﬂight
 
rules)
 
operations. It
 
includes
 
diverse
 
altitudes,
 
providing
 
ﬂexibility
 
for
 
different
 
ﬂight
 
proﬁles
 
while
 
ensuring
 
separation
 
and
 
coordination
 
through
 
appropriate
 
communication
 
with
 
ATC
 
when
 
required
. Class
 
Type
 
of
 
ﬂight
 
Separation
 
Provided
 
Service
 
Provided
 
Speed
 
limitation*
 
Radio
 
communication
 
requirement
 
Subject
 
to
 
an
 
ATC
 
clearance
 
 
 
 
 
 
 
 
*
 
When
 
the
 
height
 
of
 
the
 
transition
 
altitude
 
is
 
lower
 
than
 
10,000
 
ft
 
amsl,
 
FL100
 
should
 
be
 
used
 
in
 
lieu
 
of
 
10000
 
ft


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Class
 
F
 
airspace,
 
Primarily
 
applicable
 
in
 
countries
 
outside
 
the
 
United
 
States,
 
represents
 
a
 
ﬂexible
 
airspace
 
classiﬁcation
 
that
 
may
 
be
 
temporarily
 
activated
 
for
 
speciﬁc
 
purposes
. It
 
is
 
typically
 
used
 
to
 
accommodate
 
special
 
activities,
 
such
 
as
 
skydiving
 
or
 
glider
 
operations. Class
 
G
 
airspace,
 
 
The
 
least
 
restrictive,
 
spans
 
from
 
the
 
surface
 
to
 
the
 
base
 
of
 
controlled
 
airspace. It
 
is
 
uncontrolled
 
and
 
primarily
 
serves
 
as
 
the
 
domain
 
for
 
VFR
 
operations
. Pilots
 
in
 
Class
 
G
 
airspace
 
are
 
responsible
 
for
 
their
 
own
 
separation
 
and
 
must
 
exercise
 
caution
 
to
 
avoid
 
potential
 
conﬂicts. Note:
 
Nearly
 
all
 
airports
 
in
 
India
 
are
 
CLass-’D’
 
airspaces. India
 
does
 
not
 
have
 
a
 
higher
 
class
 
of
 
airspaces
 
deﬁned.
 
 
 
11.3
 
Types
 
of
 
Controlled
 
Airspace,
 
 
 
Controlled
 
Airspaces
 
are
 
of
 
4
 
types. Control
 
‘Zones’,
 
‘Control
 
Areas’,
 
Terminal
 
Manoeuvering
 
Areas
 
(TMA),
 
and
 
Airways. The
 
diagram
 
below
 
shows
 
the
 
3d
 
structure
 
of
 
these
 
controlled
 
airspaces:


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The
 
controlled
 
airspaces,
 
like
 
all
 
airspaces,
 
extend
 
from
 
a
 
speciﬁed
 
level
 
to
 
another
 
and
 
are
 
constructed
 
laterally
 
as
 
mentioned
 
above. Each
 
controlled
 
airspace
 
may
 
be
 
of
 
a
 
speciﬁed
 
‘Class’. From
 
Example
 
a
 
Control
 
Zone
 
will
 
normally
 
be
 
a
 
cylinder
 
centred
 
around
 
an
 
airport,
 
extending
 
outwards
 
up
 
to
 
a
 
certain
 
radial
 
distance,
 
starting
 
from
 
ground
 
level
 
(GND
 
‘ground’
 
or
 
SFC
 
‘surface’)to
 
a
 
speciﬁed
 
height. These
 
are
 
normally
 
Class-’D’
 
airspaces. See
 
the
 
description
 
below
 
of
 
each
 
type
 
and
 
their
 
depiction
 
on
 
charts.


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Airspaces
 
have
 
lateral
 
boundaries
 
and
 
vertical
 
limits. Lateral
 
boundaries
 
can
 
be
 
seen
 
on
 
any
 
chart
 
and
 
shows
 
the
 
geographical
 
extent
 
of
 
the
 
airspace. The
 
vertical
 
limits
 
are
 
speciﬁed
 
with
 
two
 
numbers
 
one
 
above
 
the
 
other. The
 
upper
 
ﬁgure
 
denotes
 
the
 
upper
 
limit
 
of
 
the
 
airspace
 
and
 
the
 
lower
 
number
 
denotes
 
the
 
lower
 
limit
 
of
 
the
 
airspace. See
 
an
 
example
 
in
 
the
 
image
 
below.
 
 
11.4
 
Airspaces
 
And
 
‘Flight
 
Rules’,
 
 
A
 
Flight
 
may
 
be
 
conducted
 
in
 
accordance
 
with
 
visual
 
/
 
instrument
 
ﬂight
 
rules
 
(VFR/IFR). A
 
ﬂight
 
under
 
VFR
 
can
 
only
 
be
 
conducted
 
under
 
Visual
 
Meteorological
 
Conditions
 
(VMC). the
 
extract
 
below
 
from
 
ICAO
 
Annex-2
 
Rules
 
of
 
The
 
Air,
 
explains
 
VMC.


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What
 
is
 
important
 
to
 
note
 
here
 
is
 
that
 
the
 
type
 
of
 
aircraft
 
operating
 
within
 
an
 
airspace
 
may
 
be
 
operating
 
under
 
IFR
 
or
 
VFR
 
rules. Depending
 
upon
 
the
 
rules
 
they
 
are
 
following
 
these
 
aircraft
 
may
 
not
 
be
 
looking
 
out
 
for
 
other
 
aircraft
 
as
 
they
 
expect
 
the
 
air
 
trafﬁc
 
control
 
to
 
de-conﬂict
 
them
 
with
 
other
 
aircraft
 
in
 
the
 
air. So
 
an
 
‘un-controlled’
 
aircraft
 
(a
 
glider)
 
which
 
inadvertently
 
enters
 
an
 
airspace
 
when
 
radio
 
contact
 
is
 
necessary
 
with
 
air
 
trafﬁc
 
control
 
and
 
must
 
follow
 
their
 
instructions
 
for
 
maintenance
 
of
 
separation
 
form
 
other
 
aircraft,
 
may
 
create
 
a
 
hazardous
 
condition
 
if
 
they
 
are
 
not
 
in
 
radio
 
contact
 
with
 
the
 
air
 
trafﬁc
 
control
 
in
 
whose
 
jurisdiction
 
that
 
airspace
 
lies. The
 
picture
 
below
 
shows
 
Indian
 
Airspace
 
Flight
 
information
 
Regions
 
(FIRs),
 
Air
 
Defence
 
identiﬁcation
 
Zones
 
(ADIZs),
 
TMAs,
 
CTAs. Try
 
and
 
Locate
 
these
 
FIR
 
/
 
TMA
 
/
 
CTA
 
on
 
the
 
Map.


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When
 
Transiting
 
these
 
airspaces,
 
you
 
will
 
need
 
to
 
contact
 
the
 
air
 
trafﬁc
 
control
 
agency
 
controlling
 
that
 
area. FIR
 
agencies
 
will
 
always
 
be
 
contacted
 
when
 
transiting
 
their
 
airspace. TMAs
 
/
 
CTAs
 
will
 
also
 
need
 
to
 
be
 
contacted
 
depending
 
on
 
your
 
altitude. (See
 
More
 
Below
 
The
 
Image
 
That
 
Follows )
 
Note
 
the
 
Shaded
 
Portions
 
in
 
the
 
Map
 
Below,
 
with
 
irregular
 
polygons
 
depicting
 
TMAs,
 
within
 
their
 
respective
 
FIR
 
boundaries. The
 
image
 
below,
 
shows
 
the
 
same
 
chart
 
as
 
above,
 
with
 
an
 
area
 
around
 
BIR,
 
in
 
Himachal
 
Pradesh
 
expanded
 
to
 
show
 
the
 
airspaces
 
in
 
that
 
area.


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11.5
 
Airspaces
 
In
 
and
 
Around
 
Bir,
 
Himachal
 
Pradesh,
 
 
In
 
the
 
area
 
around
 
Bir,
 
You
 
are
 
affected
 
by
 
the
 
presence
 
of
 
Kangra
 
/Gaggal/
 
Dharamsala
 
Airport.
 
Speciﬁcations
 
about
 
this
 
airport
 
are
 
shown
 
below. Note:
 
 
1.
 
BIR
 
PARAGLIDING
 
AREA
 
FALLS
 
WITHIN
 
RESTRICTED
 
AIRSPACES
 
VIR-141A
 
AND
 
VIR-161A,
 
OTHER
 
CRITICAL
 
AREAS
 
ARE
 
THE
 
DANGER
 
AREAS
 
VID-111
 
AND
 
VID
 
133.


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2.
 
ALSO
 
NOTE
 
THE
 
AERODROME
 
CONTROL
 
ZONE
 
MARKED
 
BY
 
THE
 
CIRCLE
 
AROUND
 
KANGRA
 
AIRPORT
 
 
3.
 
ALSO
 
NOTE
 
VERTICAL
 
LIMITS
 
ALSO. ALL
 
FROM
 
GROUND
 
LEVEL
 
UPWARDS. 4. In
 
the
 
image
 
here
 
VIR-161A
 
and
 
VIR-141A
 
are
 
marked,
 
note
 
the
 
position
 
of
 
BIr
 
take
 
off
 
point. It
 
is
 
important
 
to
 
note
 
the
 
implications
 
of
 
ﬂying
 
within
 
these
 
airspaces
 
and
 
the
 
agencies
 
that
 
control
 
them
 
and
 
also
 
the
 
restrictions
 
imposed
 
in
 
their
 
usage. The
 
table
 
below
 
shows
 
this:
 
 
VID
 
111
 
 
Ismailpur
 
Area
 
bounded
 
by
 
323459N
 
to
 
324459N
 
and
 
0755556E
 
to
 
0760556E
 
37000
 
FT/
 
GND
 
 
 
1.
 
Field
 
ﬁring
 
range. 2.
 
Activities
 
permanent. VID
 
133
 
 
Tanda
 
Area
 
bounded
 
by
 
320629N
 
to
 
320829N
 
and
 
0761756E
 
to
 
0761856E
 
19000
 
FT/
 
GND
 
 
 
1.
 
Field
 
ﬁring
 
range. 2.
 
Activities
 
permanent.


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11.6
 
Paragliding
 
and
 
Airspaces,
 
 
 
With
 
a
 
good
 
understanding
 
of
 
the
 
need
 
for
 
airspaces,
 
their
 
construction
 
and
 
depiction,
 
how
 
they
 
are
 
controlled
 
the
 
need
 
for
 
communication
 
within
 
them,
 
the
 
air
 
trafﬁc
 
agencies
 
exercising
 
control,
 
the
 
restrictions
 
imposed
 
on
 
their
 
usage
 
and
 
the
 
need
 
to
 
obtain
 
clearances
 
to
 
operate
 
within
 
them,
 
you
 
as
 
a
 
paragliding
 
pilot
 
should
 
be
 
aware
 
of
 
your
 
responsibilities
 
and
 
accountability
 
when
 
manoeuvering
 
around
 
them
 
and
 
within
 
them. In
 
India,
 
where
 
there
 
are
 
vast
 
airspace
 
where
 
no
 
control
 
is
 
directly
 
exercised
 
or
 
areas
 
which
 
are
 
not
 
clearly
 
deﬁned,
 
it
 
is
 
crucial
 
that
 
some
 
form
 
of
 
‘understanding’
 
exists
 
between
 
its
 
potential
 
users
 
and
 
the
 
air
 
trafﬁc
 
controlling
 
agencies. Communication
 
is
 
key
 
to
 
safety
 
here
 
and
 
no
 
assumptions
 
should
 
be
 
made
 
on
 
the
 
usage
 
of
 
any
 
airspace
 
where
 
grey
 
areas
 
exist. VIR
 
141-A
 
Adampur-I
 
Area
 
bounded
 
by
 
lines
 
joining
 
points
 
311059N
 
0750156E;
 
314459N
 
0753456E;
 
314559N
 
0753956E;
 
311259N
 
0752856E
 
then
 
along
 
the
 
counter
 
clockwise
 
arc
 
of
 
a
 
circle
 
of
 
5NM
 
radius
 
centred
 
on
 
311659N
 
0753456E
 
to
 
310959N
 
0753056E;
 
305859N
 
0752756E
 
to
 
point
 
of
 
origin.


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11.6
 
Paragliding
 
and
 
Airspaces,
 
 
 
With
 
a
 
good
 
understanding
 
of
 
the
 
need
 
for
 
airspaces,
 
their
 
construction
 
and
 
depiction,
 
how
 
they
 
are
 
controlled
 
the
 
need
 
for
 
communication
 
within
 
them,
 
the
 
air
 
trafﬁc
 
agencies
 
exercising
 
control,
 
the
 
restrictions
 
imposed
 
on
 
their
 
usage
 
and
 
the
 
need
 
to
 
obtain
 
clearances
 
to
 
operate
 
within
 
them,
 
you
 
as
 
a
 
paragliding
 
pilot
 
should
 
be
 
aware
 
of
 
your
 
responsibilities
 
and
 
accountability
 
when
 
manoeuvering
 
around
 
them
 
and
 
within
 
them. In
 
India,
 
where
 
there
 
are
 
vast
 
airspace
 
where
 
no
 
control
 
is
 
directly
 
exercised
 
or
 
areas
 
which
 
are
 
not
 
clearly
 
deﬁned,
 
it
 
is
 
crucial
 
that
 
some
 
form
 
of
 
‘understanding’
 
exists
 
between
 
its
 
potential
 
users
 
and
 
the
 
air
 
trafﬁc
 
controlling
 
agencies. Communication
 
is
 
key
 
to
 
safety
 
here
 
and
 
no
 
assumptions
 
should
 
be
 
made
 
on
 
the
 
usage
 
of
 
any
 
airspace
 
where
 
grey
 
areas
 
exist. VIR
 
141-A
 
Adampur-I
 
Area
 
bounded
 
by
 
lines
 
joining
 
points
 
311059N
 
0750156E;
 
314459N
 
0753456E;
 
314559N
 
0753956E;
 
311259N
 
0752856E
 
then
 
along
 
the
 
counter
 
clockwise
 
arc
 
of
 
a
 
circle
 
of
 
5NM
 
radius
 
centred
 
on
 
311659N
 
0753456E
 
to
 
310959N
 
0753056E;
 
305859N
 
0752756E
 
to
 
point
 
of
 
origin. 3000
 
FT/
 
GND
 
 
 
No
 
aircraft
 
shall
 
ﬂy
 
except
 
under
 
and
 
in
 
accordance
 
with
 
the
 
terms
 
and
 
conditions
 
of
 
special
 
permit
 
issued
 
by
 
the
 
Ministry
 
of
 
Defence,
 
Government
 
of
 
India.


key: text
string_value:
11.6
 
Paragliding
 
and
 
Airspaces,
 
 
 
With
 
a
 
good
 
understanding
 
of
 
the
 
need
 
for
 
airspaces,
 
their
 
construction
 
and
 
depiction,
 
how
 
they
 
are
 
controlled
 
the
 
need
 
for
 
communication
 
within
 
them,
 
the
 
air
 
trafﬁc
 
agencies
 
exercising
 
control,
 
the
 
restrictions
 
imposed
 
on
 
their
 
usage
 
and
 
the
 
need
 
to
 
obtain
 
clearances
 
to
 
operate
 
within
 
them,
 
you
 
as
 
a
 
paragliding
 
pilot
 
should
 
be
 
aware
 
of
 
your
 
responsibilities
 
and
 
accountability
 
when
 
manoeuvering
 
around
 
them
 
and
 
within
 
them. In
 
India,
 
where
 
there
 
are
 
vast
 
airspace
 
where
 
no
 
control
 
is
 
directly
 
exercised
 
or
 
areas
 
which
 
are
 
not
 
clearly
 
deﬁned,
 
it
 
is
 
crucial
 
that
 
some
 
form
 
of
 
‘understanding’
 
exists
 
between
 
its
 
potential
 
users
 
and
 
the
 
air
 
trafﬁc
 
controlling
 
agencies. Communication
 
is
 
key
 
to
 
safety
 
here
 
and
 
no
 
assumptions
 
should
 
be
 
made
 
on
 
the
 
usage
 
of
 
any
 
airspace
 
where
 
grey
 
areas
 
exist. VIR
 
141-A
 
Adampur-I
 
Area
 
bounded
 
by
 
lines
 
joining
 
points
 
311059N
 
0750156E;
 
314459N
 
0753456E;
 
314559N
 
0753956E;
 
311259N
 
0752856E
 
then
 
along
 
the
 
counter
 
clockwise
 
arc
 
of
 
a
 
circle
 
of
 
5NM
 
radius
 
centred
 
on
 
311659N
 
0753456E
 
to
 
310959N
 
0753056E;
 
305859N
 
0752756E
 
to
 
point
 
of
 
origin. 3000
 
FT/
 
GND
 
 
 
No
 
aircraft
 
shall
 
ﬂy
 
except
 
under
 
and
 
in
 
accordance
 
with
 
the
 
terms
 
and
 
conditions
 
of
 
special
 
permit
 
issued
 
by
 
the
 
Ministry
 
of
 
Defence,
 
Government
 
of
 
India. VIR
 
161-A
 
Pathankot
-I
 
Area
 
bounded
 
by
 
323329N
 
0754156E;
 
331059N
 
0752956E;332758N
 
0755156E;
 
330259N
 
0762556E;
 
320759N
 
0762856E;
 
320159N
 
0755656E;
 
-
 
then
 
along
 
the
 
circular
 
boundary
 
of
 
20NM
 
radius
 
centred
 
at
 
321359N
 
0753756E;
 
323329N
 
0754156E
 
 
 
UNL
 
/
 
GND
 
 
 
1.


key: text
string_value:
11.6
 
Paragliding
 
and
 
Airspaces,
 
 
 
With
 
a
 
good
 
understanding
 
of
 
the
 
need
 
for
 
airspaces,
 
their
 
construction
 
and
 
depiction,
 
how
 
they
 
are
 
controlled
 
the
 
need
 
for
 
communication
 
within
 
them,
 
the
 
air
 
trafﬁc
 
agencies
 
exercising
 
control,
 
the
 
restrictions
 
imposed
 
on
 
their
 
usage
 
and
 
the
 
need
 
to
 
obtain
 
clearances
 
to
 
operate
 
within
 
them,
 
you
 
as
 
a
 
paragliding
 
pilot
 
should
 
be
 
aware
 
of
 
your
 
responsibilities
 
and
 
accountability
 
when
 
manoeuvering
 
around
 
them
 
and
 
within
 
them. In
 
India,
 
where
 
there
 
are
 
vast
 
airspace
 
where
 
no
 
control
 
is
 
directly
 
exercised
 
or
 
areas
 
which
 
are
 
not
 
clearly
 
deﬁned,
 
it
 
is
 
crucial
 
that
 
some
 
form
 
of
 
‘understanding’
 
exists
 
between
 
its
 
potential
 
users
 
and
 
the
 
air
 
trafﬁc
 
controlling
 
agencies. Communication
 
is
 
key
 
to
 
safety
 
here
 
and
 
no
 
assumptions
 
should
 
be
 
made
 
on
 
the
 
usage
 
of
 
any
 
airspace
 
where
 
grey
 
areas
 
exist. VIR
 
141-A
 
Adampur-I
 
Area
 
bounded
 
by
 
lines
 
joining
 
points
 
311059N
 
0750156E;
 
314459N
 
0753456E;
 
314559N
 
0753956E;
 
311259N
 
0752856E
 
then
 
along
 
the
 
counter
 
clockwise
 
arc
 
of
 
a
 
circle
 
of
 
5NM
 
radius
 
centred
 
on
 
311659N
 
0753456E
 
to
 
310959N
 
0753056E;
 
305859N
 
0752756E
 
to
 
point
 
of
 
origin. 3000
 
FT/
 
GND
 
 
 
No
 
aircraft
 
shall
 
ﬂy
 
except
 
under
 
and
 
in
 
accordance
 
with
 
the
 
terms
 
and
 
conditions
 
of
 
special
 
permit
 
issued
 
by
 
the
 
Ministry
 
of
 
Defence,
 
Government
 
of
 
India. VIR
 
161-A
 
Pathankot
-I
 
Area
 
bounded
 
by
 
323329N
 
0754156E;
 
331059N
 
0752956E;332758N
 
0755156E;
 
330259N
 
0762556E;
 
320759N
 
0762856E;
 
320159N
 
0755656E;
 
-
 
then
 
along
 
the
 
circular
 
boundary
 
of
 
20NM
 
radius
 
centred
 
at
 
321359N
 
0753756E;
 
323329N
 
0754156E
 
 
 
UNL
 
/
 
GND
 
 
 
1. Local
 
ﬂying
 
area.


key: text
string_value:
11.6
 
Paragliding
 
and
 
Airspaces,
 
 
 
With
 
a
 
good
 
understanding
 
of
 
the
 
need
 
for
 
airspaces,
 
their
 
construction
 
and
 
depiction,
 
how
 
they
 
are
 
controlled
 
the
 
need
 
for
 
communication
 
within
 
them,
 
the
 
air
 
trafﬁc
 
agencies
 
exercising
 
control,
 
the
 
restrictions
 
imposed
 
on
 
their
 
usage
 
and
 
the
 
need
 
to
 
obtain
 
clearances
 
to
 
operate
 
within
 
them,
 
you
 
as
 
a
 
paragliding
 
pilot
 
should
 
be
 
aware
 
of
 
your
 
responsibilities
 
and
 
accountability
 
when
 
manoeuvering
 
around
 
them
 
and
 
within
 
them. In
 
India,
 
where
 
there
 
are
 
vast
 
airspace
 
where
 
no
 
control
 
is
 
directly
 
exercised
 
or
 
areas
 
which
 
are
 
not
 
clearly
 
deﬁned,
 
it
 
is
 
crucial
 
that
 
some
 
form
 
of
 
‘understanding’
 
exists
 
between
 
its
 
potential
 
users
 
and
 
the
 
air
 
trafﬁc
 
controlling
 
agencies. Communication
 
is
 
key
 
to
 
safety
 
here
 
and
 
no
 
assumptions
 
should
 
be
 
made
 
on
 
the
 
usage
 
of
 
any
 
airspace
 
where
 
grey
 
areas
 
exist. VIR
 
141-A
 
Adampur-I
 
Area
 
bounded
 
by
 
lines
 
joining
 
points
 
311059N
 
0750156E;
 
314459N
 
0753456E;
 
314559N
 
0753956E;
 
311259N
 
0752856E
 
then
 
along
 
the
 
counter
 
clockwise
 
arc
 
of
 
a
 
circle
 
of
 
5NM
 
radius
 
centred
 
on
 
311659N
 
0753456E
 
to
 
310959N
 
0753056E;
 
305859N
 
0752756E
 
to
 
point
 
of
 
origin. 3000
 
FT/
 
GND
 
 
 
No
 
aircraft
 
shall
 
ﬂy
 
except
 
under
 
and
 
in
 
accordance
 
with
 
the
 
terms
 
and
 
conditions
 
of
 
special
 
permit
 
issued
 
by
 
the
 
Ministry
 
of
 
Defence,
 
Government
 
of
 
India. VIR
 
161-A
 
Pathankot
-I
 
Area
 
bounded
 
by
 
323329N
 
0754156E;
 
331059N
 
0752956E;332758N
 
0755156E;
 
330259N
 
0762556E;
 
320759N
 
0762856E;
 
320159N
 
0755656E;
 
-
 
then
 
along
 
the
 
circular
 
boundary
 
of
 
20NM
 
radius
 
centred
 
at
 
321359N
 
0753756E;
 
323329N
 
0754156E
 
 
 
UNL
 
/
 
GND
 
 
 
1. Local
 
ﬂying
 
area. 2.
 
Controlling
 
authority
 
ATC
 
Pathankot.


key: text
string_value:
12.1
 
Licence
 
:
  
 
Licence
 
to
 
Pilot
 
an
 
Aircraft
 
(Paraglider)
 
can
 
only
 
be
 
issued
 
by
 
MoCA,
 
DGCA
 
or
 
a
 
body
 
duly
 
authorised
 
by
 
them
 
(likely
 
that
 
they
 
will
 
empower
 
ASFI). As
 
of
 
now
 
India
 
doesn't
 
have
 
a
 
Paragliding
 
License
 
(jan
 
2024)
 
12.2
 
Certiﬁcation
 
:
 
 
A
 
certiﬁcate
 
can
 
be
 
issued
 
by
 
anyone
 
who
 
trained
 
or
 
evaluated
 
a
 
pilot
 
and
 
value/recognition
 
of
 
said
 
certiﬁcate
 
depends
 
on
 
issuer’s
 
credentials
 
and
 
recognition.


key: text
string_value:
12.3
 
Rating
 
Card
 
:
 
 
Can
 
be
 
issued
 
by
 
a
 
body
 
that
 
has
 
a
 
rating
 
and
 
evaluation
 
system
 
in
 
place
 
and
 
recognition
 
of
 
such
 
a
 
rating
 
card
 
depends
 
on
 
recognition
 
of
 
the
 
issuing
 
body. If
 
recognised
 
by
 
DGCA/MoCA
 
or
 
their
 
authorised
 
bodies
 
a
 
rating
 
card
 
becomes
 
a
 
licence. Currently
 
PAI,
 
IPPI
 
and
 
APPI
 
issued
 
cards
 
fall
 
in
 
this
 
category. Unless
 
an
 
IPPI
  
card
 
is
 
issued
 
on
 
bases
 
of
 
a
 
National
 
Licence
 
by
 
a
 
recognised
 
association
 
of
 
that
 
country. In
 
such
 
a
 
case
 
it's
 
a
 
valid
 
licence
 
till,
 
Indian
 
paragliding
 
licence
 
comes
 
in
 
place
 
and
 
then
 
you
 
will
 
need
 
to
 
convert
 
in
 
6
 
months
 
(based
 
on
 
current
 
DGCA
 
rules). Licence
 
Issued
 
by
 
State
 
Govt:
  
So
 
far
 
DGCA
 
has
 
left
 
regulation
 
of
 
paragliding
 
to
 
local
 
govt
 
and
 
local
 
ATC. It's
 
not
 
fully
 
clear
 
if
 
this
 
covered
 
delegation
 
of
 
issuing
 
licence. It
 
seems
 
to
 
be
 
a
 
stop
 
gap
 
arrangement
 
till
 
a
 
national
 
licensing
 
system
 
comes
 
in
 
place. Only
 
a
 
duly
 
formed
 
ASFI
 
can
 
bring
 
clarity
 
to
 
this
 
issue. 12.4
 
FAI
 
IPPI
 
card
 
and
 
Sporting
 
licence
 
:
 
 
FAI
 
member
 
National
 
aero
 
club
  
(ACI
 
in
 
india)


key: text
string_value:
Currently
 
PAI,
 
IPPI
 
and
 
APPI
 
issued
 
cards
 
fall
 
in
 
this
 
category. Unless
 
an
 
IPPI
  
card
 
is
 
issued
 
on
 
bases
 
of
 
a
 
National
 
Licence
 
by
 
a
 
recognised
 
association
 
of
 
that
 
country. In
 
such
 
a
 
case
 
it's
 
a
 
valid
 
licence
 
till,
 
Indian
 
paragliding
 
licence
 
comes
 
in
 
place
 
and
 
then
 
you
 
will
 
need
 
to
 
convert
 
in
 
6
 
months
 
(based
 
on
 
current
 
DGCA
 
rules). Licence
 
Issued
 
by
 
State
 
Govt:
  
So
 
far
 
DGCA
 
has
 
left
 
regulation
 
of
 
paragliding
 
to
 
local
 
govt
 
and
 
local
 
ATC. It's
 
not
 
fully
 
clear
 
if
 
this
 
covered
 
delegation
 
of
 
issuing
 
licence. It
 
seems
 
to
 
be
 
a
 
stop
 
gap
 
arrangement
 
till
 
a
 
national
 
licensing
 
system
 
comes
 
in
 
place. Only
 
a
 
duly
 
formed
 
ASFI
 
can
 
bring
 
clarity
 
to
 
this
 
issue. 12.4
 
FAI
 
IPPI
 
card
 
and
 
Sporting
 
licence
 
:
 
 
FAI
 
member
 
National
 
aero
 
club
  
(ACI
 
in
 
india) issue
 
two
 
kind
 
of
 
FAI
 
cards
 
,
 
Sporting
 
licence
 
and
 
IPPI
 
card
 
(international
 
pilot
 
proﬁciency
 
Instrument)
 
12.4.1
 
Sporting
 
Licence
 
:
 
 
It's
 
just
 
an
 
instrument
 
that
 
you
 
have
 
been
 
allowed
 
to
 
compete
 
for
 
the
 
nation,
 
India,
 
by
 
the
 
National
 
Aero
 
Club
 
,
 
ACI. That
 
you
 
have
 
paid
 
the
 
membership
 
and
 
sporting


key: text
string_value:
licence
 
fee
 
and
 
fulﬁlled
 
paperwork
 
requirements. It's
 
not
 
a
 
skill
 
level
 
Certiﬁcation
 
nor
 
a
 
national
 
paragliding
 
licence
 
. 12.4.2
 
IPPI
 
cards:
 
 
These
 
are
 
FAI
 
equivalence
 
rating
 
cards
 
and
 
are
 
a
 
skill
 
level
 
certiﬁcation
 
going
 
from
 
P1
 
to
 
P5. These
 
are
 
solo
 
pilot
 
certiﬁcations
 
and
 
FAI
 
IPPI
 
does
 
not
 
cover
 
commercial
 
licences
 
like
 
tandem
 
or
 
instructor. Commercial
 
licences
 
are
 
usually
 
a
 
national
 
issue
 
though
 
rules
 
may
 
vary
 
with
 
country
 
and
 
in
 
India
 
with
 
state..
 
 
Chapter
 
13:
 
 
Tandem
 
Equipment
 
 
1. Only
 
certiﬁed
 
dual
 
gliders
 
may
 
be
 
used. 2. The
 
recommended
 
weight
 
range
 
for
 
the
 
glider
 
must
 
be
 
adhered
 
to. 3.
 
Dual
 
Pilots
 
must
 
thoroughly
 
familiarise
 
themselves
 
with
 
any
 
new
 
dual
 
glider
 
before
 
carrying
 
inexperienced
 
passengers. 4.
 
Both
 
pilots
 
must
 
have
 
a
 
properly
 
ﬁtted
 
harness. 5. Personal
 
ﬂight
 
logs
 
must
 
be
 
raised
 
and
 
maintained
 
by
 
all
 
Dual
 
Pilots. 6. A
 
suitable
 
emergency
 
parachute
 
must
 
be
 
carried.


key: text
string_value:
13.1
 
Equipment
 
Familiarisation
 
 
Before
 
taking
 
your
 
passenger
 
on
 
a
 
paragliding
 
ﬂight,
 
it's
 
essential
 
to
 
ensure
 
they
 
are
 
familiar
 
with
 
the
 
equipment
 
and
 
understand
 
its
 
function. Here's
 
a
 
guide
 
to
 
help
 
you
 
through
 
the
 
process:
 
13.2
 
Daily
 
Inspection
 
and
 
Pre-ﬂight
 
Checks
 
Walkthrough:
 
Take
 
your
 
passenger
 
through
 
the
 
daily
 
inspection
 
and
 
pre-ﬂight
 
checks. Explain
 
each
 
step
 
and
 
what
 
you
 
are
 
looking
 
for
 
during
 
the
 
inspection. Equipment
 
Explanation:
 
Explain
 
the
 
purpose
 
of
 
each
 
piece
 
of
 
equipment,
 
including
 
harnesses,
 
helmets,
 
wings,
 
emergency
 
parachutes,
 
and
 
quick-release
 
connectors. Harness
 
and
 
Helmet
 
Fitting:
 
Ensure
 
your
 
passenger's
 
harness
 
and
 
helmet
 
ﬁt
 
properly
 
and
 
are
 
secured
 
correctly. Pay
 
attention
 
to
 
details
 
such
 
as
 
leg
 
loops
 
and
 
chin
 
straps. Ground
 
Preparation:
 
Spend
 
time
 
on
 
the
 
ground
 
sorting
 
out
 
the
 
ﬂying
 
positions
 
you'll
 
adopt
 
once
 
in
 
the
 
air. Ensure
 
both
 
you
 
and
 
your
 
passenger
 
are
 
comfortable
 
with
 
the
 
positions. Practice:
 
If
 
using
 
new
 
equipment,
 
familiarise
 
yourself
 
with
 
it
 
before
 
taking
 
a
 
paying
 
passenger. Gain
 
experience
 
with
 
the
 
equipment
 
in
 
easy
 
conditions. 13.3
 
Equipment
 
Considerations


key: text
string_value:
Paragliding
 
Harness:
 
Pilot
 
harness
 
should
 
have
 
a
 
wide
 
seat
 
or
 
split
 
leg
 
design. Passenger
 
harnesses
 
should
 
not
 
have
 
an
 
emergency
 
parachute
 
ﬁtted
 
to
 
avoid
 
accidental
 
deployment. Helmets:
 
Ensure
 
both
 
helmets
 
are
 
suitably
 
certiﬁed
 
and
 
ﬁt
 
correctly. Consider
 
full-face
 
helmets
 
for
 
added
 
protection. Wing:
 
Use
 
only
 
gliders
 
certiﬁed
 
for
 
dual
 
ﬂight
 
within
 
weight
 
range
 
recommendations. Ensure
 
proper
 
maintenance
 
and
 
check
 
for
 
adequate
 
rating
 
of
 
maillons/carabiners. Spreader
 
Systems:
 
Choose
 
between
 
rigid
 
and
 
soft
 
spreader
 
systems
 
based
 
on
 
passenger
 
weight
 
and
 
comfort. Understand
 
the
 
implications
 
of
 
each
 
type. Emergency
 
Parachutes:
 
Use
 
dual
 
emergency
 
parachutes
 
and
 
ensure
 
proper
 
attachment
 
according
 
to
 
manufacturer
 
requirements. Avoid
 
solo
 
emergency
 
parachutes. Ballast:
 
If
 
needed,
 
use
 
water
 
or
 
ﬁne
 
dry
 
sand
 
in
 
ballast
 
bags. Avoid
 
solid
 
objects
 
in
 
harnesses
 
as
 
they
 
can
 
be
 
hazardous. Quick
 
Release
 
Connectors:
 
Understand
 
the
 
function
 
and
 
drawbacks
 
of
 
quick
 
release
 
connectors. Practise
 
their
 
use
 
and
 
be
 
aware
 
of
 
compatibility
 
with
 
other
 
equipment. When
 
you
 
are
 
familiar
 
with
 
these
 
devices,
 
they
 
can
 
be
 
a
 
very
 
useful
 
tool
 
in
 
certain
 
situations,
 
however
 
they
 
do
 
have
 
some
 
cons
 
too.


key: text
string_value:
Understand
 
the
 
implications
 
of
 
each
 
type. Emergency
 
Parachutes:
 
Use
 
dual
 
emergency
 
parachutes
 
and
 
ensure
 
proper
 
attachment
 
according
 
to
 
manufacturer
 
requirements. Avoid
 
solo
 
emergency
 
parachutes. Ballast:
 
If
 
needed,
 
use
 
water
 
or
 
ﬁne
 
dry
 
sand
 
in
 
ballast
 
bags. Avoid
 
solid
 
objects
 
in
 
harnesses
 
as
 
they
 
can
 
be
 
hazardous. Quick
 
Release
 
Connectors:
 
Understand
 
the
 
function
 
and
 
drawbacks
 
of
 
quick
 
release
 
connectors. Practise
 
their
 
use
 
and
 
be
 
aware
 
of
 
compatibility
 
with
 
other
 
equipment. When
 
you
 
are
 
familiar
 
with
 
these
 
devices,
 
they
 
can
 
be
 
a
 
very
 
useful
 
tool
 
in
 
certain
 
situations,
 
however
 
they
 
do
 
have
 
some
 
cons
 
too. They
 
can
 
be
 
hard
 
to
 
operate
 
with
 
gloved
 
or
 
cold
 
hands,
 
and
 
because
 
the
 
block
 
connected
 
to
 
the
 
risers
 
is
 
released
 
either
 
forwards
 
or
 
backwards
 
from
 
its
 
seat,
 
there
 
can
 
be
 
a
 
delay
 
between


key: text
string_value:
pressing
 
the
 
release
 
buttons
 
and
 
disconnection. If
 
the
 
trimmer
 
is
 
closed
 
(pulled
 
down)
 
the
 
trimmer
 
buckle
 
can
 
foul
 
the
 
Quickout
 
block,
 
making
 
release
 
difﬁcult,
 
delayed
 
or
 
impossible. Conclusion
 
By
 
familiarising
 
your
 
passenger
 
with
 
the
 
equipment
 
and
 
ensuring
 
its
 
proper
 
use
 
and
 
maintenance,
 
you
 
can
 
enhance
 
safety
 
and
 
enjoyment
 
during
 
paragliding
 
ﬂights. Always
 
prioritise
 
thorough
 
preparation
 
and
 
safety
 
measures
 
before
 
taking
 
to
 
the
 
air. Chapter
 
14:
  
Pilot
 
and
 
Passenger
 
Considerations
 
14.1
 
Yourself
 
Before
 
taking
 
a
 
passenger
 
on
 
a
 
dual
 
ﬂight,
 
it's
 
crucial
 
to
 
assess
 
your
 
own
 
readiness
 
and
 
suitability
 
for
 
the
 
task. Here
 
are
 
some
 
considerations:
 
●
 
Reasons
 
for
 
Flying:
 
Reﬂect
 
on
 
your
 
motivations
 
for
 
taking
 
a
 
passenger. Avoid
 
feeling
 
pressured
 
into
 
ﬂying
 
due
 
to
 
external
 
expectations. Prioritise
 
safety
 
over
 
pleasing
 
others. ●
 
Equipment
 
Familiarity:
 
Ensure
 
you
 
are
 
well-versed
 
with
 
all
 
the
 
equipment
 
you
 
will
 
be
 
using
 
during
 
the
 
ﬂight. Familiarise
 
yourself
 
with
 
the
 
site
 
and
 
prevailing
 
conditions
 
before
 
taking
 
a
 
passenger. ●
 
Health
 
and
 
Fitness:
 
Prioritise
 
your
 
health
 
and
 
well-being. Assess
 
yourself
 
using
 
the
 
"IM
 
SAFE"
 
checklist
 
ie
 
 
illness,
 
medication,
 
stress,
 
alcohol,
 
fatigue,


key: text
string_value:
and
 
emotion
.
 
 
which
 
includes
 
factors
 
like
 
illness,
 
medication,
 
stress,
 
alcohol,
 
fatigue,
 
and
 
emotion. If
 
you
 
are
 
not
 
feeling
 
your
 
best,
 
refrain
 
from
 
ﬂying.
 
●
 
Qualiﬁcations: To
 
ﬂy
 
with
 
a
 
passenger,
 
you
 
must
 
have
 
passed
 
the
 
Dual
 
pilot
 
examination
 
and
 
be
 
in
 
current
 
practice. If
 
ﬂying
 
for
 
monetary
 
consideration,
 
you
 
must
 
be
 
an
 
commercial
 
tandem
 
pilot
 
rated,
 
14.2
 
The
 
Passenger As
 
the
 
pilot,
 
you
 
are
 
responsible
 
for
 
assessing
 
the
 
suitability
 
of
 
your
 
passenger
 
for
 
the
 
ﬂight. Here
 
are
 
some
 
considerations: ●
 
Weight
 
and
 
Payload:
 
Ensure
 
your
 
passenger's
 
weight
 
is
 
within
 
the
 
certiﬁed
 
weight
 
range
 
of
 
the
 
glider
 
and
 
emergency
 
parachute
 
system. Be
 
aware
 
of
 
any
 
limitations
 
on
 
payload
 
capacity. Be
 
aware
 
of
 
variation
 
in
 
glider
 
performance
 
and
 
behaviour
 
with
 
change
 
in
 
passenger
 
weight. ●
 
Fitness
 
and
 
Health:
 
Assess
 
your
 
passenger's
 
ﬁtness
 
level
 
and
 
inquire
 
about
 
any
 
medical
 
conditions
 
or
 
disabilities. Determine
 
if
 
they
 
are
 
prone
 
to
 
ﬁts,
 
dizziness,
 
or
 
heart
 
conditions,
 
and
 
if
 
they
 
are
 
taking
 
any
 
medication. ●
 
Risk
 
Awareness:
 
Explain
 
the
 
sensations
 
of
 
ﬂight
 
and
 
the
 
potential
 
effects
 
of
 
turbulence
 
to
 
your
 
passenger. Emphasise
 
the
 
inherent
 
risks
 
involved
 
in
 
paragliding
 
and
 
ensure
 
they
 
understand
 
and
 
acknowledge
 
these
 
risks.


key: text
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Here
 
are
 
some
 
considerations: ●
 
Weight
 
and
 
Payload:
 
Ensure
 
your
 
passenger's
 
weight
 
is
 
within
 
the
 
certiﬁed
 
weight
 
range
 
of
 
the
 
glider
 
and
 
emergency
 
parachute
 
system. Be
 
aware
 
of
 
any
 
limitations
 
on
 
payload
 
capacity. Be
 
aware
 
of
 
variation
 
in
 
glider
 
performance
 
and
 
behaviour
 
with
 
change
 
in
 
passenger
 
weight. ●
 
Fitness
 
and
 
Health:
 
Assess
 
your
 
passenger's
 
ﬁtness
 
level
 
and
 
inquire
 
about
 
any
 
medical
 
conditions
 
or
 
disabilities. Determine
 
if
 
they
 
are
 
prone
 
to
 
ﬁts,
 
dizziness,
 
or
 
heart
 
conditions,
 
and
 
if
 
they
 
are
 
taking
 
any
 
medication. ●
 
Risk
 
Awareness:
 
Explain
 
the
 
sensations
 
of
 
ﬂight
 
and
 
the
 
potential
 
effects
 
of
 
turbulence
 
to
 
your
 
passenger. Emphasise
 
the
 
inherent
 
risks
 
involved
 
in
 
paragliding
 
and
 
ensure
 
they
 
understand
 
and
 
acknowledge
 
these
 
risks. ●
 
Age
 
and
 
Maturity:
 
There
 
are
 
no
 
national
 
legal
 
age
 
restrictions
 
for
 
passengers,
 
but
 
some
 
states
 
have
 
made
 
rules. Make
 
sure
 
you
 
are
 
aware
 
and
 
comply
 
with
 
local
 
rules. Where
 
there
 
is
 
no
 
age
 
restriction
 
ensure
 
they
 
have
 
the
 
maturity
 
to
 
understand
 
the
 
risks
 
involved. For
 
minors,
 
parental
 
consent
 
or
 
presence
 
may
 
be
 
required.


key: text
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●
 
Attitude
 
Towards
 
Flying:
 
Assess
 
your
 
passenger's
 
attitude
 
and
 
motivation
 
for
 
ﬂying. Ensure
 
they
 
are
 
personally
 
committed
 
to
 
the
 
experience
 
and
 
not
 
just
 
succumbing
 
to
 
peer
 
pressure. ●
 
Preparation:
 
Ensure
 
your
 
passenger
 
is
 
dressed
 
appropriately,
 
with
 
suitable
 
clothing
 
and
 
footwear. Remove
 
any
 
sharp
 
objects
 
from
 
their
 
pockets
 
and
 
advise
 
them
 
on
 
securing
 
long
 
hair
 
to
 
avoid
 
obstructing
 
vision. ●
 
Avoidance
 
of
 
Intoxication:
 
Do
 
not
 
allow
 
passengers
 
who
 
are
 
under
 
the
 
inﬂuence
 
of
 
drugs
 
or
 
alcohol
 
to
 
ﬂy.
 
●
 
Pilot
 
Responsibility: Even
 
if
 
your
 
passenger
 
is
 
an
 
experienced
 
pilot,
 
remember
 
that
 
you
 
are
 
the
 
pilot
 
in
 
command
 
and
 
ultimately
 
responsible
 
for
 
their
 
safety. Conduct
 
thorough
 
checks
 
and
 
do
 
not
 
assume
 
anything,
 
even
 
with
 
experienced
 
pilots. ●
 
Do
 
not
 
attempt
 
any
 
manoeuvres
 
prohibited
 
by
 
PAI
 
or
 
local
 
rules
 
. By
 
carefully
 
considering
 
these
 
factors,
 
you
 
can
 
ensure
 
a
 
safe
 
and
 
enjoyable
 
dual
 
ﬂight
 
experience
 
for
 
both
 
yourself
 
and
 
your
 
passenger. Chapter
 
15
 
Brieﬁng
 
for
 
Tandem
 
Paragliding
 
Flight
 
When
 
brieﬁng
 
your
 
passenger
 
for
 
a
 
dual
 
paragliding
 
ﬂight,
 
simplicity
 
and
 
clarity
 
are
 
key
 
to
 
ensuring
 
safety
 
and
 
understanding. Here's
 
a
 
structured
 
approach
 
to
 
conducting
 
an
 
effective
 
brieﬁng:
 
15,1. Keep
 
it
 
Simple


key: text
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●
 
Focus
 
on
 
Key
 
Points:
 
Emphasise
 
essential
 
information
 
necessary
 
for
 
a
 
safe
 
takeoff,
 
ﬂight,
 
and
 
landing. ●
 
Avoid
 
Overloading:
 
Too
 
much
 
information
 
can
 
be
 
overwhelming
 
and
 
easily
 
forgotten. Stick
 
to
 
the
 
most
 
important
 
points. 15,2. Roles
 
and
 
Expectations
 
●
 
Passenger's
 
Role:
 
Explain
 
what
 
the
 
passenger's
 
role
 
will
 
be
 
during
 
the
 
ﬂight,
 
including
 
what
 
they
 
can
 
and
 
can't
 
hold
 
onto,
 
and
 
how
 
to
 
respond
 
to
 
instructions. ●
 
Tandem
 
pilot's
 
Role: Assure
 
the
 
passenger
 
that
 
you
 
will
 
communicate
 
throughout
 
the
 
ﬂight
 
and
 
guide
 
them
 
at
 
each
 
stage.
 
15.3. Addressing
 
Nervousness
 
●
 
Individual
 
Attention:
 
If
 
a
 
passenger
 
seems
 
nervous,
 
offer
 
individual
 
attention
 
and
 
reassurance. Consider
 
delaying
 
their
 
ﬂight
 
until
 
they
 
feel
 
more
 
comfortable. ●
 
Honest
 
Communication:
 
Encourage
 
open
 
communication
 
about
 
any
 
concerns
 
or
 
apprehensions
 
the
 
passenger
 
may
 
have. 15.4. Launch
 
Procedure
 
●
 
Clear
 
Explanation:
 
Clearly
 
explain
 
the
 
procedure
 
for
 
takeoff,
 
including
 
what
 
to
 
expect
 
from
 
the
 
glider
 
and
 
how
 
the
 
passenger
 
should
 
respond. ●
 
Question
 
and
 
Answer:
 
Use
 
the
 
instructor's
 
"Question
 
and
 
Answer"
 
technique
 
to
 
ensure
 
the
 
passenger
 
understands
 
the
 
instructions. 15,5. Anchor
 
Persons
 
Brieﬁng
 
●
 
Duties
 
Clariﬁcation:
 
Thoroughly
 
brief
 
any
 
assistants
 
helping
 
with
 
launch
 
(anchor
 
persons)
 
on
 
their
 
duties.


key: text
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Addressing
 
Nervousness
 
●
 
Individual
 
Attention:
 
If
 
a
 
passenger
 
seems
 
nervous,
 
offer
 
individual
 
attention
 
and
 
reassurance. Consider
 
delaying
 
their
 
ﬂight
 
until
 
they
 
feel
 
more
 
comfortable. ●
 
Honest
 
Communication:
 
Encourage
 
open
 
communication
 
about
 
any
 
concerns
 
or
 
apprehensions
 
the
 
passenger
 
may
 
have. 15.4. Launch
 
Procedure
 
●
 
Clear
 
Explanation:
 
Clearly
 
explain
 
the
 
procedure
 
for
 
takeoff,
 
including
 
what
 
to
 
expect
 
from
 
the
 
glider
 
and
 
how
 
the
 
passenger
 
should
 
respond. ●
 
Question
 
and
 
Answer:
 
Use
 
the
 
instructor's
 
"Question
 
and
 
Answer"
 
technique
 
to
 
ensure
 
the
 
passenger
 
understands
 
the
 
instructions. 15,5. Anchor
 
Persons
 
Brieﬁng
 
●
 
Duties
 
Clariﬁcation:
 
Thoroughly
 
brief
 
any
 
assistants
 
helping
 
with
 
launch
 
(anchor
 
persons)
 
on
 
their
 
duties. ●
 
Accountability:
 
Remind
 
them
 
that
 
training
 
launch
 
assistants
 
is
 
the
 
responsibility
 
of
 
the
 
pilot
 
in
 
command,
 
and
 
any
 
mistakes
 
could
 
have
 
consequences
 
for
 
the
 
pilot.
 
15.6. Flight
 
Duration


key: text
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●
 
Estimated
 
Time:
 
Provide
 
an
 
estimate
 
of
 
how
 
long
 
the
 
ﬂight
 
will
 
last
 
before
 
takeoff. Assure
 
the
 
passenger
 
that
 
the
 
duration
 
can
 
be
 
adjusted
 
if
 
conditions
 
permit
 
and
 
both
 
parties
 
are
 
comfortable. Conclusion
 
By
 
following
 
these
 
brieﬁng
 
guidelines,
 
you
 
can
 
effectively
 
prepare
 
your
 
passenger
 
for
 
a
 
safe
 
and
 
enjoyable
 
dual
 
paragliding
 
ﬂight. Remember
 
to
 
prioritise
 
safety,
 
clear
 
communication,
 
and
 
individual
 
comfort
 
throughout
 
the
 
experience. Chapter
 
16
 
Practical
 
tips:
 
16.1.
 
Site
 
and
 
Conditions
 
 
 
When
 
planning
 
a
 
paragliding
 
ﬂight
 
with
 
a
 
passenger,
 
it's
 
crucial
 
to
 
consider
 
the
 
site
 
and
 
weather
 
conditions. Here
 
are
 
some
 
factors
 
to
 
keep
 
in
 
mind:
 
 
Site
 
Selection
 
Spacious
 
Site: Choose
 
a
 
large,
 
uncrowded
 
site
 
for
 
dual
 
ﬂights. Dual
 
paragliders
 
are
 
less
 
manoeuvrable
 
than
 
solo
 
wings
 
and
 
require
 
more
 
space
 
for
 
takeoffs
 
and
 
landings. Rotor-Free
 
Areas: Opt
 
for
 
sites
 
with
 
rotor-free
 
takeoff
 
and
 
landing
 
areas
 
to
 
minimise
 
complications
 
during
 
ﬂight. Conservative
 
Landing
 
Approach:
 
Ensure
 
there
 
is
 
enough
 
room
 
for
 
a
 
sensible
 
and
 
conservative
 
landing
 
approach. Avoid
 
sites
 
with
 
obstacles
 
or
 
restricted
 
landing
 
areas.


key: text
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16.2. Weather
 
Conditions
 
Wind
 
Strength: Check
 
the
 
forecast
 
to
 
ensure
 
there
 
won't
 
be
 
a
 
signiﬁcant
 
increase
 
in
 
wind
 
strength
 
during
 
the
 
ﬂight. Landing
 
a
 
tandem
 
paraglider
 
in
 
breezy
 
conditions
 
is
 
more
 
challenging
 
than
 
a
 
solo
 
ﬂight. Test
 
Flight:
 
Consider
 
taking
 
a
 
test
 
ﬂight
 
on
 
a
 
solo
 
glider
 
or
 
waiting
 
for
 
another
 
solo
 
pilot
 
to
 
ﬂy
 
the
 
area
 
and
 
watching
 
to
 
assess
 
the
 
conditions
 
and
 
determine
 
if
 
they
 
are
 
suitable
 
for
 
dual
 
ﬂight. This
 
allows
 
you
 
to
 
gauge
 
the
 
wind
 
conditions
 
and
 
assess
 
their
 
compatibility
 
with
 
tandem
 
ﬂying. By
 
carefully
 
selecting
 
the
 
site
 
and
 
monitoring
 
weather
 
conditions,
 
you
 
can
 
enhance
 
safety
 
and
 
ensure
 
a
 
smooth
 
paragliding
 
experience
 
for
 
you
 
and
 
your
 
passenger. Always
 
prioritise
 
safety
 
and
 
conservative
 
decision-making
 
when
 
planning
 
a
 
ﬂight.
 
 
16.3. Camera
 
Guideline
 
When
 
passengers
 
want
 
to
 
bring
 
cameras
 
on
 
dual
 
paragliding
 
ﬂights,
 
it's
 
important
 
to
 
prioritise
 
safety. Here
 
are
 
some
 
guidelines
 
to
 
ensure
 
the
 
safe
 
use
 
of
 
cameras
 
during
 
the
 
ﬂight:
 
. 16.3.1
 
Safety
 
Line
 
Attachment
 
●
 
Attach
 
a
 
Safety
 
Line:
 
Ensure
 
that
 
passengers
 
have
 
their
 
cameras
 
secured
 
with
 
a
 
safety
 
line
 
to
 
prevent
 
them
 
from
 
dropping
 
during
 
ﬂight.


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●
 
Retractable
 
Selﬁe
 
Sticks:
 
If
 
passengers
 
wish
 
to
 
use
 
extendible
 
selﬁe
 
sticks,
 
they
 
must
 
retract
 
and
 
stow
 
them
 
safely
 
before
 
takeoff
 
and
 
landing
 
to
 
avoid
 
hazards.
 
. 16.3.2
 
Camera
 
Mounting
 
Centre
 
of
 
the
 
Wing:
 
Lightweight
 
cameras
 
may
 
be
 
ﬁxed
 
in
 
the
 
centre
 
of
 
the
 
wing
 
using
 
magnetic
 
mounts. However,
 
avoid
 
mounting
 
them
 
near
 
the
 
wing
 
tips
 
to
 
prevent
 
entanglements
 
and
 
cravats
 
during
 
takeoff
 
and
 
ﬂight. Harness
 
Attachment:
 
Opposite
 
Side
 
of
 
Parachute
 
Handle:
 
Any
 
cameras
 
or
 
selﬁe
 
sticks
 
secured
 
to
 
the
 
harness
 
should
 
be
 
positioned
 
on
 
the
 
opposite
 
side
 
of
 
the
 
emergency
 
parachute
 
deployment
 
handle. This
 
reduces
 
the
 
risk
 
of
 
inadvertent
 
deployment
 
or
 
entanglement
 
during
 
a
 
real
 
emergency.
 
 
16.4
 
Hazard
 
Awareness
 
●
 
Avoid
 
Heavy
 
Objects:
 
Carrying
 
long
 
poles
 
or
 
heavy
 
objects
 
is
 
not
 
recommended
 
as
 
they
 
can
 
pose
 
hazards
 
during
 
ﬂight
 
and
 
landing. ●
 
Entanglement
 
Risks:
 
Be
 
aware
 
of
 
the
 
risk
 
of
 
entanglement
 
with
 
cameras
 
or
 
selﬁe
 
sticks,
 
especially
 
during
 
launch
 
and
 
landing
 
procedures. Conclusion
 
By
 
following
 
these
 
camera
 
safety
 
guidelines,
 
you
 
can
 
ensure
 
that
 
passengers
 
can
 
capture
 
memorable
 
moments
 
while
 
prioritising
 
the
 
safety
 
of
 
the
 
ﬂight. Remember
 
to
 
communicate
 
these
 
guidelines
 
clearly
 
to
 
passengers
 
before
 
takeoff
 
to
 
minimise
 
risks
 
during
 
the
 
ﬂight.


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16.5
 
Pre-Flight
 
Checklist
 
 
Before
 
every
 
dual
 
paragliding
 
ﬂight,
 
it's
 
crucial
 
to
 
conduct
 
a
 
thorough
 
pre-ﬂight
 
check
 
to
 
ensure
 
the
 
safety
 
of
 
both
 
the
 
pilot
 
and
 
the
 
passenger. Here's
 
a
 
comprehensive
 
pre-ﬂight
 
checklist
 
using
 
the
 
mnemonic
 
"Will
 
Geordie
 
Have
 
His
 
Cat
 
Aboard
 
(Today)"
 
(W.G.H.H.C.A.(T.))
 
(source
 
:BHPA)
 
 
W
 
-
 
Wind
 
and
 
weather
 
 
•
 
Check
 
the
 
wind
 
direction
 
-
 
is
 
it
 
shifting?
 
 
•
 
Wind
 
strength
 
-
 
is
 
it
 
varying
 
much? Is
 
it
 
OK
 
for
 
your
 
level
 
of
 
experience? •
 
Visibility
 
-
 
is
 
it
 
satisfactory?
 
 
•
 
Weather. Is
 
any
 
rain
 
approaching? Are
 
there
 
any
 
signs
 
indicating
 
likely
 
turbulence? G
 
-
 
Glider
 
Give
 
your
 
glider
 
a
 
quick
 
‘once-over’
 
to
 
conﬁrm
 
that
 
nothing
 
has
 
altered
 
since
 
your
 
DI.


key: text
string_value:
16.5
 
Pre-Flight
 
Checklist
 
 
Before
 
every
 
dual
 
paragliding
 
ﬂight,
 
it's
 
crucial
 
to
 
conduct
 
a
 
thorough
 
pre-ﬂight
 
check
 
to
 
ensure
 
the
 
safety
 
of
 
both
 
the
 
pilot
 
and
 
the
 
passenger. Here's
 
a
 
comprehensive
 
pre-ﬂight
 
checklist
 
using
 
the
 
mnemonic
 
"Will
 
Geordie
 
Have
 
His
 
Cat
 
Aboard
 
(Today)"
 
(W.G.H.H.C.A.(T.))
 
(source
 
:BHPA)
 
 
W
 
-
 
Wind
 
and
 
weather
 
 
•
 
Check
 
the
 
wind
 
direction
 
-
 
is
 
it
 
shifting?
 
 
•
 
Wind
 
strength
 
-
 
is
 
it
 
varying
 
much? Is
 
it
 
OK
 
for
 
your
 
level
 
of
 
experience? •
 
Visibility
 
-
 
is
 
it
 
satisfactory?
 
 
•
 
Weather. Is
 
any
 
rain
 
approaching? Are
 
there
 
any
 
signs
 
indicating
 
likely
 
turbulence? G
 
-
 
Glider
 
Give
 
your
 
glider
 
a
 
quick
 
‘once-over’
 
to
 
conﬁrm
 
that
 
nothing
 
has
 
altered
 
since
 
your
 
DI. Check:
 
 
•
 
Laid
 
out
 
properly?
 
 
•
 
Cells
 
clear?
 
 
•
 
Lines
 
untangled?
 
 
 
H
 
-
 
Helmet
 
 
•
 
Check
 
that
 
you
 
and
 
passenger
 
are
 
wearing
 
one
 
 
•
 
That
 
it
 
ﬁts
 
snugly
 
and
 
will
 
not
 
drop
 
over
 
your
 
eyes
 
 
•
 
That
 
it
 
is
 
fastened
 
and
 
won’t
 
fall
 
off
 
 
 
H
 
-
 
Harness
 
Check
 
the
 
ﬁve
 
main
 
points
 
both
 
pilot
 
and
 
passenger:
 
 
•
 
Left
 
leg-strap
 
fastened
 
 
•
 
Right
 
leg-strap
 
fastened
 
 
•
 
Chest
 
strap
 
fastened
 
and
 
adjusted
 
correctly
 
 
•
 
Left
 
maillon/carabiner
 
locked
 
 
•
 
Right
 
maillon
 
carabiner
 
locked
 
•
 
Check
 
that
 
any
 
cross-bracing
 
straps
 
are
 
secure
 
and
 
adjusted
 
to
 
give
 
the
 
correct


key: text
string_value:
distance
 
between
 
the
 
carabiners,
 
and
 
that
 
your
 
emergency
 
parachute
  
is
 
stowed
 
correctly,
 
the
 
release
 
pins
 
are
 
in
 
place
 
and
 
that
 
the
 
handle
 
is
 
within
 
reach
 
. T-bar
 
or
 
spreader
 
are
 
attached
 
correctly
 
and
 
reserve
 
yoke
 
attached
 
properly
 
 
C
 
-
 
Controls
 
 
•
 
Check
 
control
 
handles
 
in
 
the
 
correct
 
hands
 
 
•
 
Correct
 
risers
 
held
 
appropriately
 
 
•
 
Control
 
lines
 
free-running?
 
 
 
A
 
-
 
All
 
clear
 
Check:
 
 
•
 
Check
 
that
 
your
 
take-off
 
path
 
is
 
clear
 
-
 
nothing
 
to
 
trip
 
you
 
or
 
wrench
 
your
 
ankles
 
•
 
That
 
you
 
are
 
well
 
clear
 
(in
 
every
 
direction)
 
from
 
bushes,
 
posts
 
or
 
other
 
ﬁxed
 
obstructions
 
and
 
from
 
roving
 
people
 
or
 
livestock
 
(a
 
mishandled
 
launch
 
can
 
use
 
up
 
a
 
lot
 
of
 
space
 
in
 
any
 
direction)
 
 
•
 
That
 
the
 
airspace
 
above,
 
in
 
front
 
and
 
below
 
you
 
is
 
clear
 
from
 
other
 
air
 
users
 
and
 
will
 
remain
 
so
 
during
 
your
 
take-off
 
sequence
 
 
•
 
That
 
no-one
 
is
 
about
 
to
 
overshoot
 
their
 
top
 
landing
 
and
 
need
 
the
 
airspace
 
you
 
are
 
about
 
to
 
occupy
 
 
(T
 
-
 
Turn
 
direction)


key: text
string_value:
distance
 
between
 
the
 
carabiners,
 
and
 
that
 
your
 
emergency
 
parachute
  
is
 
stowed
 
correctly,
 
the
 
release
 
pins
 
are
 
in
 
place
 
and
 
that
 
the
 
handle
 
is
 
within
 
reach
 
. T-bar
 
or
 
spreader
 
are
 
attached
 
correctly
 
and
 
reserve
 
yoke
 
attached
 
properly
 
 
C
 
-
 
Controls
 
 
•
 
Check
 
control
 
handles
 
in
 
the
 
correct
 
hands
 
 
•
 
Correct
 
risers
 
held
 
appropriately
 
 
•
 
Control
 
lines
 
free-running?
 
 
 
A
 
-
 
All
 
clear
 
Check:
 
 
•
 
Check
 
that
 
your
 
take-off
 
path
 
is
 
clear
 
-
 
nothing
 
to
 
trip
 
you
 
or
 
wrench
 
your
 
ankles
 
•
 
That
 
you
 
are
 
well
 
clear
 
(in
 
every
 
direction)
 
from
 
bushes,
 
posts
 
or
 
other
 
ﬁxed
 
obstructions
 
and
 
from
 
roving
 
people
 
or
 
livestock
 
(a
 
mishandled
 
launch
 
can
 
use
 
up
 
a
 
lot
 
of
 
space
 
in
 
any
 
direction)
 
 
•
 
That
 
the
 
airspace
 
above,
 
in
 
front
 
and
 
below
 
you
 
is
 
clear
 
from
 
other
 
air
 
users
 
and
 
will
 
remain
 
so
 
during
 
your
 
take-off
 
sequence
 
 
•
 
That
 
no-one
 
is
 
about
 
to
 
overshoot
 
their
 
top
 
landing
 
and
 
need
 
the
 
airspace
 
you
 
are
 
about
 
to
 
occupy
 
 
(T
 
-
 
Turn
 
direction) If
 
you
 
are
 
using
 
the
 
reverse
 
launch,
 
check
 
which
 
riser
 
is
 
on
 
top:
 
that
 
shoulder
 
must
 
go
 
back
 
when
 
you
 
turn
 
to
 
face
 
into
 
wind
 
 
 
You
 
are
 
now
 
ready
 
to
 
launch.


key: text
string_value:
distance
 
between
 
the
 
carabiners,
 
and
 
that
 
your
 
emergency
 
parachute
  
is
 
stowed
 
correctly,
 
the
 
release
 
pins
 
are
 
in
 
place
 
and
 
that
 
the
 
handle
 
is
 
within
 
reach
 
. T-bar
 
or
 
spreader
 
are
 
attached
 
correctly
 
and
 
reserve
 
yoke
 
attached
 
properly
 
 
C
 
-
 
Controls
 
 
•
 
Check
 
control
 
handles
 
in
 
the
 
correct
 
hands
 
 
•
 
Correct
 
risers
 
held
 
appropriately
 
 
•
 
Control
 
lines
 
free-running?
 
 
 
A
 
-
 
All
 
clear
 
Check:
 
 
•
 
Check
 
that
 
your
 
take-off
 
path
 
is
 
clear
 
-
 
nothing
 
to
 
trip
 
you
 
or
 
wrench
 
your
 
ankles
 
•
 
That
 
you
 
are
 
well
 
clear
 
(in
 
every
 
direction)
 
from
 
bushes,
 
posts
 
or
 
other
 
ﬁxed
 
obstructions
 
and
 
from
 
roving
 
people
 
or
 
livestock
 
(a
 
mishandled
 
launch
 
can
 
use
 
up
 
a
 
lot
 
of
 
space
 
in
 
any
 
direction)
 
 
•
 
That
 
the
 
airspace
 
above,
 
in
 
front
 
and
 
below
 
you
 
is
 
clear
 
from
 
other
 
air
 
users
 
and
 
will
 
remain
 
so
 
during
 
your
 
take-off
 
sequence
 
 
•
 
That
 
no-one
 
is
 
about
 
to
 
overshoot
 
their
 
top
 
landing
 
and
 
need
 
the
 
airspace
 
you
 
are
 
about
 
to
 
occupy
 
 
(T
 
-
 
Turn
 
direction) If
 
you
 
are
 
using
 
the
 
reverse
 
launch,
 
check
 
which
 
riser
 
is
 
on
 
top:
 
that
 
shoulder
 
must
 
go
 
back
 
when
 
you
 
turn
 
to
 
face
 
into
 
wind
 
 
 
You
 
are
 
now
 
ready
 
to
 
launch. Conclusion
 
By
 
following
 
this
 
pre-ﬂight
 
checklist,
 
you
 
can
 
systematically
 
ensure
 
that
 
all
 
aspects
 
of
 
the
 
dual
 
paragliding
 
ﬂight
 
are
 
in
 
order
 
before
 
takeoff.


key: text
string_value:
distance
 
between
 
the
 
carabiners,
 
and
 
that
 
your
 
emergency
 
parachute
  
is
 
stowed
 
correctly,
 
the
 
release
 
pins
 
are
 
in
 
place
 
and
 
that
 
the
 
handle
 
is
 
within
 
reach
 
. T-bar
 
or
 
spreader
 
are
 
attached
 
correctly
 
and
 
reserve
 
yoke
 
attached
 
properly
 
 
C
 
-
 
Controls
 
 
•
 
Check
 
control
 
handles
 
in
 
the
 
correct
 
hands
 
 
•
 
Correct
 
risers
 
held
 
appropriately
 
 
•
 
Control
 
lines
 
free-running?
 
 
 
A
 
-
 
All
 
clear
 
Check:
 
 
•
 
Check
 
that
 
your
 
take-off
 
path
 
is
 
clear
 
-
 
nothing
 
to
 
trip
 
you
 
or
 
wrench
 
your
 
ankles
 
•
 
That
 
you
 
are
 
well
 
clear
 
(in
 
every
 
direction)
 
from
 
bushes,
 
posts
 
or
 
other
 
ﬁxed
 
obstructions
 
and
 
from
 
roving
 
people
 
or
 
livestock
 
(a
 
mishandled
 
launch
 
can
 
use
 
up
 
a
 
lot
 
of
 
space
 
in
 
any
 
direction)
 
 
•
 
That
 
the
 
airspace
 
above,
 
in
 
front
 
and
 
below
 
you
 
is
 
clear
 
from
 
other
 
air
 
users
 
and
 
will
 
remain
 
so
 
during
 
your
 
take-off
 
sequence
 
 
•
 
That
 
no-one
 
is
 
about
 
to
 
overshoot
 
their
 
top
 
landing
 
and
 
need
 
the
 
airspace
 
you
 
are
 
about
 
to
 
occupy
 
 
(T
 
-
 
Turn
 
direction) If
 
you
 
are
 
using
 
the
 
reverse
 
launch,
 
check
 
which
 
riser
 
is
 
on
 
top:
 
that
 
shoulder
 
must
 
go
 
back
 
when
 
you
 
turn
 
to
 
face
 
into
 
wind
 
 
 
You
 
are
 
now
 
ready
 
to
 
launch. Conclusion
 
By
 
following
 
this
 
pre-ﬂight
 
checklist,
 
you
 
can
 
systematically
 
ensure
 
that
 
all
 
aspects
 
of
 
the
 
dual
 
paragliding
 
ﬂight
 
are
 
in
 
order
 
before
 
takeoff. Remember
 
that
 
safety
 
is
 
paramount,
 
and
 
thorough
 
checks
 
help
 
mitigate
 
risks
 
and
 
ensure
 
a
 
safe
 
and
 
enjoyable
 
ﬂight
 
experience
 
for
 
both
 
the
 
pilot
 
and
 
the
 
passenger.


key: text
string_value:
distance
 
between
 
the
 
carabiners,
 
and
 
that
 
your
 
emergency
 
parachute
  
is
 
stowed
 
correctly,
 
the
 
release
 
pins
 
are
 
in
 
place
 
and
 
that
 
the
 
handle
 
is
 
within
 
reach
 
. T-bar
 
or
 
spreader
 
are
 
attached
 
correctly
 
and
 
reserve
 
yoke
 
attached
 
properly
 
 
C
 
-
 
Controls
 
 
•
 
Check
 
control
 
handles
 
in
 
the
 
correct
 
hands
 
 
•
 
Correct
 
risers
 
held
 
appropriately
 
 
•
 
Control
 
lines
 
free-running?
 
 
 
A
 
-
 
All
 
clear
 
Check:
 
 
•
 
Check
 
that
 
your
 
take-off
 
path
 
is
 
clear
 
-
 
nothing
 
to
 
trip
 
you
 
or
 
wrench
 
your
 
ankles
 
•
 
That
 
you
 
are
 
well
 
clear
 
(in
 
every
 
direction)
 
from
 
bushes,
 
posts
 
or
 
other
 
ﬁxed
 
obstructions
 
and
 
from
 
roving
 
people
 
or
 
livestock
 
(a
 
mishandled
 
launch
 
can
 
use
 
up
 
a
 
lot
 
of
 
space
 
in
 
any
 
direction)
 
 
•
 
That
 
the
 
airspace
 
above,
 
in
 
front
 
and
 
below
 
you
 
is
 
clear
 
from
 
other
 
air
 
users
 
and
 
will
 
remain
 
so
 
during
 
your
 
take-off
 
sequence
 
 
•
 
That
 
no-one
 
is
 
about
 
to
 
overshoot
 
their
 
top
 
landing
 
and
 
need
 
the
 
airspace
 
you
 
are
 
about
 
to
 
occupy
 
 
(T
 
-
 
Turn
 
direction) If
 
you
 
are
 
using
 
the
 
reverse
 
launch,
 
check
 
which
 
riser
 
is
 
on
 
top:
 
that
 
shoulder
 
must
 
go
 
back
 
when
 
you
 
turn
 
to
 
face
 
into
 
wind
 
 
 
You
 
are
 
now
 
ready
 
to
 
launch. Conclusion
 
By
 
following
 
this
 
pre-ﬂight
 
checklist,
 
you
 
can
 
systematically
 
ensure
 
that
 
all
 
aspects
 
of
 
the
 
dual
 
paragliding
 
ﬂight
 
are
 
in
 
order
 
before
 
takeoff. Remember
 
that
 
safety
 
is
 
paramount,
 
and
 
thorough
 
checks
 
help
 
mitigate
 
risks
 
and
 
ensure
 
a
 
safe
 
and
 
enjoyable
 
ﬂight
 
experience
 
for
 
both
 
the
 
pilot
 
and
 
the
 
passenger. 16.6
 
Periodic
 
Inspection
 
A
 
periodic
 
inspection
 
is
 
a
 
crucial
 
maintenance
 
task
 
recommended
 
by
 
paraglider
 
manufacturers
 
to
 
ensure
 
the
 
safety
 
and
 
integrity
 
of
 
the
 
equipment.


key: text
string_value:
distance
 
between
 
the
 
carabiners,
 
and
 
that
 
your
 
emergency
 
parachute
  
is
 
stowed
 
correctly,
 
the
 
release
 
pins
 
are
 
in
 
place
 
and
 
that
 
the
 
handle
 
is
 
within
 
reach
 
. T-bar
 
or
 
spreader
 
are
 
attached
 
correctly
 
and
 
reserve
 
yoke
 
attached
 
properly
 
 
C
 
-
 
Controls
 
 
•
 
Check
 
control
 
handles
 
in
 
the
 
correct
 
hands
 
 
•
 
Correct
 
risers
 
held
 
appropriately
 
 
•
 
Control
 
lines
 
free-running?
 
 
 
A
 
-
 
All
 
clear
 
Check:
 
 
•
 
Check
 
that
 
your
 
take-off
 
path
 
is
 
clear
 
-
 
nothing
 
to
 
trip
 
you
 
or
 
wrench
 
your
 
ankles
 
•
 
That
 
you
 
are
 
well
 
clear
 
(in
 
every
 
direction)
 
from
 
bushes,
 
posts
 
or
 
other
 
ﬁxed
 
obstructions
 
and
 
from
 
roving
 
people
 
or
 
livestock
 
(a
 
mishandled
 
launch
 
can
 
use
 
up
 
a
 
lot
 
of
 
space
 
in
 
any
 
direction)
 
 
•
 
That
 
the
 
airspace
 
above,
 
in
 
front
 
and
 
below
 
you
 
is
 
clear
 
from
 
other
 
air
 
users
 
and
 
will
 
remain
 
so
 
during
 
your
 
take-off
 
sequence
 
 
•
 
That
 
no-one
 
is
 
about
 
to
 
overshoot
 
their
 
top
 
landing
 
and
 
need
 
the
 
airspace
 
you
 
are
 
about
 
to
 
occupy
 
 
(T
 
-
 
Turn
 
direction) If
 
you
 
are
 
using
 
the
 
reverse
 
launch,
 
check
 
which
 
riser
 
is
 
on
 
top:
 
that
 
shoulder
 
must
 
go
 
back
 
when
 
you
 
turn
 
to
 
face
 
into
 
wind
 
 
 
You
 
are
 
now
 
ready
 
to
 
launch. Conclusion
 
By
 
following
 
this
 
pre-ﬂight
 
checklist,
 
you
 
can
 
systematically
 
ensure
 
that
 
all
 
aspects
 
of
 
the
 
dual
 
paragliding
 
ﬂight
 
are
 
in
 
order
 
before
 
takeoff. Remember
 
that
 
safety
 
is
 
paramount,
 
and
 
thorough
 
checks
 
help
 
mitigate
 
risks
 
and
 
ensure
 
a
 
safe
 
and
 
enjoyable
 
ﬂight
 
experience
 
for
 
both
 
the
 
pilot
 
and
 
the
 
passenger. 16.6
 
Periodic
 
Inspection
 
A
 
periodic
 
inspection
 
is
 
a
 
crucial
 
maintenance
 
task
 
recommended
 
by
 
paraglider
 
manufacturers
 
to
 
ensure
 
the
 
safety
 
and
 
integrity
 
of
 
the
 
equipment. Here's
 
an
 
overview
 
of
 
the
 
periodic
 
inspection
 
process:


key: text
string_value:
16.6..1.
 
Frequency
 
●
 
Timing:
 
The
 
periodic
 
inspection
 
should
 
be
 
conducted
 
according
 
to
 
the
 
manufacturer's
 
recommendations,
 
typically
 
annually
 
or
 
after
 
a
 
speciﬁed
 
number
 
of
 
ﬂying
 
hours. ●
 
Importance:
 
This
 
inspection
 
is
 
essential
 
for
 
detecting
 
any
 
degradation
 
in
 
the
 
fabric,
 
lines,
 
webbing,
 
and
 
metallic
 
components
 
of
 
the
 
paraglider. 16.6.2. Inspection
 
Scope
 
●
 
Fabric
 
Degradation:
 
Check
 
for
 
any
 
signs
 
of
 
wear,
 
tear,
 
or
 
damage
 
on
 
the
 
canopy,
 
lines,
 
and
 
webbing.
 
 
●
 
Metallic
 
Components: Inspect
 
the
 
integrity
 
of
 
all
 
metallic
 
components,
 
such
 
as
 
carabiners,
 
buckles,
 
and
 
connectors. ●
 
Line
 
Replacement:
 
Lines
 
may
 
need
 
to
 
be
 
replaced
 
if
 
they
 
show
 
signs
 
of
 
excessive
 
wear
 
or
 
damage. ●
 
Minor
 
Repairs: Address
 
any
 
minor
 
repairs
 
needed
 
to
 
ensure
 
the
 
safety
 
and
 
airworthiness
 
of
 
the
 
paraglider. 16.6.3. Additional
 
Checks
 
●
 
Porosity
 
and
 
Line
 
Trimming:
 
Conduct
 
additional
 
checks,
 
such
 
as
 
measuring
 
the
 
porosity
 
of
 
the
 
fabric
 
and
 
ensuring
 
proper
 
line
 
trimming,
 
as
 
recommended
 
by
 
the
 
manufacturer. Conclusion
 
A
 
periodic
 
inspection
 
is
 
a
 
comprehensive
 
assessment
 
of
 
the
 
paraglider's
 
condition,
 
focusing
 
on
 
fabric
 
degradation,
 
line
 
integrity,
 
and
 
overall
 
safety.


key: text
string_value:
Inspection
 
Scope
 
●
 
Fabric
 
Degradation:
 
Check
 
for
 
any
 
signs
 
of
 
wear,
 
tear,
 
or
 
damage
 
on
 
the
 
canopy,
 
lines,
 
and
 
webbing.
 
 
●
 
Metallic
 
Components: Inspect
 
the
 
integrity
 
of
 
all
 
metallic
 
components,
 
such
 
as
 
carabiners,
 
buckles,
 
and
 
connectors. ●
 
Line
 
Replacement:
 
Lines
 
may
 
need
 
to
 
be
 
replaced
 
if
 
they
 
show
 
signs
 
of
 
excessive
 
wear
 
or
 
damage. ●
 
Minor
 
Repairs: Address
 
any
 
minor
 
repairs
 
needed
 
to
 
ensure
 
the
 
safety
 
and
 
airworthiness
 
of
 
the
 
paraglider. 16.6.3. Additional
 
Checks
 
●
 
Porosity
 
and
 
Line
 
Trimming:
 
Conduct
 
additional
 
checks,
 
such
 
as
 
measuring
 
the
 
porosity
 
of
 
the
 
fabric
 
and
 
ensuring
 
proper
 
line
 
trimming,
 
as
 
recommended
 
by
 
the
 
manufacturer. Conclusion
 
A
 
periodic
 
inspection
 
is
 
a
 
comprehensive
 
assessment
 
of
 
the
 
paraglider's
 
condition,
 
focusing
 
on
 
fabric
 
degradation,
 
line
 
integrity,
 
and
 
overall
 
safety. By
 
adhering
 
to
 
the
 
manufacturer's
 
recommendations
 
and
 
seeking
 
professional
 
assistance,
 
pilots
 
can
 
maintain
 
the
 
airworthiness
 
of
 
their
 
equipment
 
and
 
prioritise
 
safety
 
during
 
ﬂights. 16.7
 
During
 
the
 
ﬂight It's
 
essential
 
to
 
prioritise
 
the
 
comfort
 
and
 
safety
 
of
 
your
 
passenger. Here
 
are
 
some
 
guidelines
 
for
 
managing
 
the
 
ﬂight
 
experience:


key: text
string_value:
16.7.1. Gentle
 
Manoeuvres
 
●
 
Initial
 
Turns: Be
 
gentle
 
with
 
your
 
manoeuvres,
 
especially
 
during
 
the
 
ﬁrst
 
turns
 
after
 
take-off. Your
 
passenger
 
needs
 
time
 
to
 
acclimate
 
to
 
the
 
sensations
 
of
 
ﬂight. ●
 
Communication:
 
Explain
 
to
 
your
 
passenger
 
the
 
manoeuvres
 
you
 
plan
 
to
 
execute
 
and
 
why
 
you're
 
doing
 
them. This
 
helps
 
alleviate
 
any
 
anxiety
 
and
 
provides
 
reassurance. 16.7.2. Airsickness
 
Management
 
●
 
Awareness:
 
Be
 
attentive
 
to
 
signs
 
of
 
airsickness
 
from
 
your
 
passenger. If
 
they
 
complain
 
of
 
feeling
 
airsick,
 
try
 
to
 
maintain
 
level
 
ﬂight
 
and
 
encourage
 
them
 
to
 
focus
 
on
 
something
 
else.
 
●
 
Gentle
 
Controls:
 
Keep
 
control
 
inputs
 
gentle
 
to
 
avoid
 
aggravating
 
airsickness. Consider
 
heading
 
out
 
of
 
lift
 
areas
 
to
 
land
 
promptly
 
if
 
airsickness
 
persists. 16.7.3. Flight
 
Awareness
 
●
 
Visibility:
 
Acknowledge
 
that
 
your
 
visibility
 
may
 
be
 
restricted
 
due
 
to
 
the
 
passenger's
 
presence. Compensate
 
for
 
this
 
limitation
 
by
 
executing
 
manoeuvres
 
cautiously
 
and
 
maintaining
 
heightened
 
situational
 
awareness. ●
 
Control
 
Exchange:
 
If
 
necessary,
 
you
 
may
 
pass
 
over
 
control
 
to
 
your
 
passenger
 
if
 
conditions
 
permit. However,
 
be
 
prepared
 
to
 
resume
 
control
 
quickly
 
and
 
ensure
 
your
 
passenger
 
understands
 
this.
 
●
 
Safety
 
Considerations: Avoid
 
ﬂying
 
close
 
to
 
other
 
aircraft
 
or
 
the
 
ground
 
when
 
your
 
passenger
 
has
 
control.


key: text
string_value:
If
 
they
 
complain
 
of
 
feeling
 
airsick,
 
try
 
to
 
maintain
 
level
 
ﬂight
 
and
 
encourage
 
them
 
to
 
focus
 
on
 
something
 
else.
 
●
 
Gentle
 
Controls:
 
Keep
 
control
 
inputs
 
gentle
 
to
 
avoid
 
aggravating
 
airsickness. Consider
 
heading
 
out
 
of
 
lift
 
areas
 
to
 
land
 
promptly
 
if
 
airsickness
 
persists. 16.7.3. Flight
 
Awareness
 
●
 
Visibility:
 
Acknowledge
 
that
 
your
 
visibility
 
may
 
be
 
restricted
 
due
 
to
 
the
 
passenger's
 
presence. Compensate
 
for
 
this
 
limitation
 
by
 
executing
 
manoeuvres
 
cautiously
 
and
 
maintaining
 
heightened
 
situational
 
awareness. ●
 
Control
 
Exchange:
 
If
 
necessary,
 
you
 
may
 
pass
 
over
 
control
 
to
 
your
 
passenger
 
if
 
conditions
 
permit. However,
 
be
 
prepared
 
to
 
resume
 
control
 
quickly
 
and
 
ensure
 
your
 
passenger
 
understands
 
this.
 
●
 
Safety
 
Considerations: Avoid
 
ﬂying
 
close
 
to
 
other
 
aircraft
 
or
 
the
 
ground
 
when
 
your
 
passenger
 
has
 
control. Exercise
 
caution
 
and
 
maintain
 
adequate
 
height,
 
especially
 
in
 
congested
 
or
 
challenging
 
conditions. 16.7.4. Communication
 
●
 
Two-Way
 
Conversation:
 
Maintain
 
open
 
communication
 
with
 
your
 
passenger
 
throughout
 
the
 
ﬂight. Engaging
 
in
 
conversation
 
can
 
help
 
calm
 
nerves
 
and
 
provide
 
insights
 
into
 
their
 
comfort
 
level. ●
 
Explanation
 
of
 
Manoeuvres:
 
Always
 
inform
 
your
 
passenger
 
before
 
executing
 
any
 
manoeuvres. This
 
helps
 
them
 
anticipate
 
changes
 
and
 
feel
 
more
 
secure
 
during
 
the
 
ﬂight.


key: text
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Conclusion
 
By
 
prioritising
 
gentle
 
manoeuvres,
 
managing
 
airsickness
 
effectively,
 
maintaining
 
ﬂight
 
awareness,
 
and
 
fostering
 
open
 
communication,
 
you
 
can
 
ensure
 
a
 
safe
 
and
 
enjoyable
 
experience
 
for
 
your
 
passenger
 
during
 
the
 
ﬂight. Remember
 
to
 
adapt
 
your
 
approach
 
based
 
on
 
your
 
passenger's
 
comfort
 
level
 
and
 
the
 
prevailing
 
conditions. 16.8
 
Flying
 
with
 
others
 
 
Especially
 
solo
 
pilots,
 
requires
 
careful
 
consideration
 
and
 
communication
 
to
 
ensure
 
safety
 
and
 
comfort
 
for
 
everyone
 
involved. Here
 
are
 
some
 
key
 
points
 
to
 
keep
 
in
 
mind:
 
16.8.1. Wake
 
Turbulence
 
Awareness
 
●
 
Increased
 
Wake
 
Turbulence:
 
Understand
 
that
 
the
 
wake
 
turbulence
 
generated
 
by
 
a
 
loaded
 
Tandem
 
glider
 
is
 
greater
 
than
 
that
 
of
 
a
 
solo
 
glider,
 
especially
 
during
 
turns
 
or
 
slow
 
ﬂight. ●
 
Discussion
 
with
 
Other
 
Pilots:
 
Prior
 
to
 
ﬂying,
 
have
 
a
 
discussion
 
with
 
other
 
pilots
 
who
 
may
 
be
 
sharing
 
the
 
airspace
 
with
 
you. Make
 
them
 
aware
 
of
 
the
 
potential
 
wake
 
turbulence
 
from
 
your
 
dual
 
glider
 
to
 
avoid
 
any
 
surprises. 16.8.2. Maintain
 
Safe
 
Separation
 
●
 
Give
 
Wide
 
Berth:
 
Always
 
provide
 
ample
 
separation
 
from
 
other
 
aircraft,
 
whether
 
solo
 
or
 
dual,
 
to
 
avoid
 
encountering
 
wake
 
turbulence
 
or
 
causing
 
disruptions
 
in
 
ﬂight.


key: text
string_value:
Remember
 
to
 
adapt
 
your
 
approach
 
based
 
on
 
your
 
passenger's
 
comfort
 
level
 
and
 
the
 
prevailing
 
conditions. 16.8
 
Flying
 
with
 
others
 
 
Especially
 
solo
 
pilots,
 
requires
 
careful
 
consideration
 
and
 
communication
 
to
 
ensure
 
safety
 
and
 
comfort
 
for
 
everyone
 
involved. Here
 
are
 
some
 
key
 
points
 
to
 
keep
 
in
 
mind:
 
16.8.1. Wake
 
Turbulence
 
Awareness
 
●
 
Increased
 
Wake
 
Turbulence:
 
Understand
 
that
 
the
 
wake
 
turbulence
 
generated
 
by
 
a
 
loaded
 
Tandem
 
glider
 
is
 
greater
 
than
 
that
 
of
 
a
 
solo
 
glider,
 
especially
 
during
 
turns
 
or
 
slow
 
ﬂight. ●
 
Discussion
 
with
 
Other
 
Pilots:
 
Prior
 
to
 
ﬂying,
 
have
 
a
 
discussion
 
with
 
other
 
pilots
 
who
 
may
 
be
 
sharing
 
the
 
airspace
 
with
 
you. Make
 
them
 
aware
 
of
 
the
 
potential
 
wake
 
turbulence
 
from
 
your
 
dual
 
glider
 
to
 
avoid
 
any
 
surprises. 16.8.2. Maintain
 
Safe
 
Separation
 
●
 
Give
 
Wide
 
Berth:
 
Always
 
provide
 
ample
 
separation
 
from
 
other
 
aircraft,
 
whether
 
solo
 
or
 
dual,
 
to
 
avoid
 
encountering
 
wake
 
turbulence
 
or
 
causing
 
disruptions
 
in
 
ﬂight. ●
 
No
 
Right
 
of
 
Way:
 
Remember
 
that
 
having
 
a
 
passenger
 
onboard
 
doesn't
 
grant
 
you
 
priority
 
or
 
right
 
of
 
way
 
over
 
other
 
pilots. Respect
 
the
 
airspace
 
and
 
adhere
 
to
 
standard
 
aviation
 
rules
 
and
 
procedures.


key: text
string_value:
16.8.3. Communication
 
●
 
Clear
 
Communication:
 
Maintain
 
clear
 
and
 
effective
 
communication
 
with
 
other
 
pilots,
 
especially
 
if
 
you
 
need
 
to
 
manoeuvre
 
or
 
adjust
 
your
 
ﬂight
 
path. ●
 
Alerting
 
Others:
 
If
 
you
 
anticipate
 
potential
 
wake
 
turbulence
 
or
 
any
 
other
 
factors
 
that
 
may
 
affect
 
nearby
 
pilots,
 
communicate
 
this
 
information
 
to
 
them
 
in
 
advance. 16.8.4. Flight
 
Planning
 
●
 
Route
 
Selection:
 
Choose
 
ﬂight
 
routes
 
that
 
minimise
 
the
 
likelihood
 
of
 
encountering
 
other
 
aircraft
 
or
 
congested
 
airspace. ●
 
Anticipate
 
Trafﬁc: Stay
 
vigilant
 
and
 
anticipate
 
the
 
movements
 
of
 
other
 
aircraft,
 
especially
 
when
 
ﬂying
 
in
 
areas
 
with
 
high
 
trafﬁc
 
volume. 16.8.5. Collaborative
 
Approach
 
●
 
Mutual
 
Respect:
 
Foster
 
a
 
culture
 
of
 
mutual
 
respect
 
and
 
cooperation
 
among
 
pilots
 
sharing
 
the
 
airspace. Prioritise
 
safety
 
and
 
professionalism
 
in
 
all
 
interactions. ●
 
Assist
 
Others:
 
If
 
you
 
observe
 
any
 
unsafe
 
situations
 
or
 
challenges
 
faced
 
by
 
other
 
pilots,
 
offer
 
assistance
 
or
 
support
 
as
 
needed. Conclusion
 
By
 
remaining
 
aware
 
of
 
the
 
increased
 
wake
 
turbulence
 
from
 
a
 
loaded
 
dual
 
glider,
 
maintaining
 
safe
 
separation
 
from
 
other
 
aircraft,
 
practising
 
clear
 
communication,
 
careful
 
ﬂight
 
planning,
 
and
 
fostering
 
a
 
collaborative
 
approach
 
with
 
fellow
 
pilots,
 
you
 
can
 
ensure
 
a
 
safe
 
and
 
harmonious
 
ﬂying
 
experience
 
for
 
everyone
 
involved.


key: text
string_value:
Flight
 
Planning
 
●
 
Route
 
Selection:
 
Choose
 
ﬂight
 
routes
 
that
 
minimise
 
the
 
likelihood
 
of
 
encountering
 
other
 
aircraft
 
or
 
congested
 
airspace. ●
 
Anticipate
 
Trafﬁc: Stay
 
vigilant
 
and
 
anticipate
 
the
 
movements
 
of
 
other
 
aircraft,
 
especially
 
when
 
ﬂying
 
in
 
areas
 
with
 
high
 
trafﬁc
 
volume. 16.8.5. Collaborative
 
Approach
 
●
 
Mutual
 
Respect:
 
Foster
 
a
 
culture
 
of
 
mutual
 
respect
 
and
 
cooperation
 
among
 
pilots
 
sharing
 
the
 
airspace. Prioritise
 
safety
 
and
 
professionalism
 
in
 
all
 
interactions. ●
 
Assist
 
Others:
 
If
 
you
 
observe
 
any
 
unsafe
 
situations
 
or
 
challenges
 
faced
 
by
 
other
 
pilots,
 
offer
 
assistance
 
or
 
support
 
as
 
needed. Conclusion
 
By
 
remaining
 
aware
 
of
 
the
 
increased
 
wake
 
turbulence
 
from
 
a
 
loaded
 
dual
 
glider,
 
maintaining
 
safe
 
separation
 
from
 
other
 
aircraft,
 
practising
 
clear
 
communication,
 
careful
 
ﬂight
 
planning,
 
and
 
fostering
 
a
 
collaborative
 
approach
 
with
 
fellow
 
pilots,
 
you
 
can
 
ensure
 
a
 
safe
 
and
 
harmonious
 
ﬂying
 
experience
 
for
 
everyone
 
involved. Remember
 
that
 
safety
 
is
 
paramount,
 
and
 
cooperation
 
among
 
pilots
 
is
 
key
 
to
 
enjoying
 
the
 
skies
 
together
 
responsibly.


key: text
string_value:
16.9. Landing
 
●
 
Stable
 
ﬂight
 
before
 
landing:
 
Keep
 
at
 
least
 
4
 
sec
 
of
 
straight
 
ﬂight
 
between
 
last
 
turn
 
and
 
landing
 
●
 
Smooth
 
Flare:
 
Execute
 
a
 
smooth
 
and
 
well-timed
 
ﬂare
 
for
 
a
 
one-step
 
landing. Avoid
 
fast
 
running
 
landings
 
with
 
two
 
pairs
 
of
 
legs,
 
as
 
this
 
can
 
lead
 
to
 
falls
 
or
 
loss
 
of
 
control. ●
 
Avoid
 
Side-slope
 
Landings:
 
Side-slope
 
landings
 
should
 
be
 
avoided
 
unless
  
conditions
 
are
 
ideal
 
and
 
there
 
are
 
no
 
other
 
safe
 
options. Attempting
 
side-slope
 
landings
 
with
 
a
 
passenger
 
onboard
 
is
 
poor
 
practice
 
and
 
increases
 
the
 
risk
 
of
 
accidents. 16.10
 
Post-Landing:
 
●
 
Unclip
 
Passenger
 
First:
 
Upon
 
landing,
 
prioritise
 
unclipping
 
the
 
passenger
 
from
 
the
 
glider
 
ﬁrst. Never
 
leave
 
the
 
passenger
 
clipped
 
into
 
the
 
glider
 
alone.
 
●
 
Avoid
 
Extended
 
Ground
 
Handling:
 
Refrain
 
from
 
attempting
 
extended
 
ground
 
handling
 
or
 
"kiting"
 
back
 
up
 
a
 
slope
 
with
 
the
 
passenger
 
attached
 
or
 
running
 
to
 
the
 
end
 
or
 
side
 
of
 
the
 
ﬁeld. Unclip
 
the
 
passenger,
 
properly
 
secure
 
the
 
canopy,
 
and
 
then
 
proceed
 
to
 
walk
 
back
 
up
 
if
 
necessary. ●
 
Safety
 
First:
 
Ensure
 
safety
 
at
 
all
 
times
 
during
 
post-landing
 
procedures.


key: text
string_value:
Landing
 
●
 
Stable
 
ﬂight
 
before
 
landing:
 
Keep
 
at
 
least
 
4
 
sec
 
of
 
straight
 
ﬂight
 
between
 
last
 
turn
 
and
 
landing
 
●
 
Smooth
 
Flare:
 
Execute
 
a
 
smooth
 
and
 
well-timed
 
ﬂare
 
for
 
a
 
one-step
 
landing. Avoid
 
fast
 
running
 
landings
 
with
 
two
 
pairs
 
of
 
legs,
 
as
 
this
 
can
 
lead
 
to
 
falls
 
or
 
loss
 
of
 
control. ●
 
Avoid
 
Side-slope
 
Landings:
 
Side-slope
 
landings
 
should
 
be
 
avoided
 
unless
  
conditions
 
are
 
ideal
 
and
 
there
 
are
 
no
 
other
 
safe
 
options. Attempting
 
side-slope
 
landings
 
with
 
a
 
passenger
 
onboard
 
is
 
poor
 
practice
 
and
 
increases
 
the
 
risk
 
of
 
accidents. 16.10
 
Post-Landing:
 
●
 
Unclip
 
Passenger
 
First:
 
Upon
 
landing,
 
prioritise
 
unclipping
 
the
 
passenger
 
from
 
the
 
glider
 
ﬁrst. Never
 
leave
 
the
 
passenger
 
clipped
 
into
 
the
 
glider
 
alone.
 
●
 
Avoid
 
Extended
 
Ground
 
Handling:
 
Refrain
 
from
 
attempting
 
extended
 
ground
 
handling
 
or
 
"kiting"
 
back
 
up
 
a
 
slope
 
with
 
the
 
passenger
 
attached
 
or
 
running
 
to
 
the
 
end
 
or
 
side
 
of
 
the
 
ﬁeld. Unclip
 
the
 
passenger,
 
properly
 
secure
 
the
 
canopy,
 
and
 
then
 
proceed
 
to
 
walk
 
back
 
up
 
if
 
necessary. ●
 
Safety
 
First:
 
Ensure
 
safety
 
at
 
all
 
times
 
during
 
post-landing
 
procedures. Coordinating
 
movements
 
with
 
four
 
legs
 
can
 
be
 
challenging
 
and
 
may
 
pose
 
risks
 
to
 
both
 
the
 
pilot
 
and
 
passenger
 
if
 
not
 
handled
 
carefully.


key: text
string_value:
Landing
 
●
 
Stable
 
ﬂight
 
before
 
landing:
 
Keep
 
at
 
least
 
4
 
sec
 
of
 
straight
 
ﬂight
 
between
 
last
 
turn
 
and
 
landing
 
●
 
Smooth
 
Flare:
 
Execute
 
a
 
smooth
 
and
 
well-timed
 
ﬂare
 
for
 
a
 
one-step
 
landing. Avoid
 
fast
 
running
 
landings
 
with
 
two
 
pairs
 
of
 
legs,
 
as
 
this
 
can
 
lead
 
to
 
falls
 
or
 
loss
 
of
 
control. ●
 
Avoid
 
Side-slope
 
Landings:
 
Side-slope
 
landings
 
should
 
be
 
avoided
 
unless
  
conditions
 
are
 
ideal
 
and
 
there
 
are
 
no
 
other
 
safe
 
options. Attempting
 
side-slope
 
landings
 
with
 
a
 
passenger
 
onboard
 
is
 
poor
 
practice
 
and
 
increases
 
the
 
risk
 
of
 
accidents. 16.10
 
Post-Landing:
 
●
 
Unclip
 
Passenger
 
First:
 
Upon
 
landing,
 
prioritise
 
unclipping
 
the
 
passenger
 
from
 
the
 
glider
 
ﬁrst. Never
 
leave
 
the
 
passenger
 
clipped
 
into
 
the
 
glider
 
alone.
 
●
 
Avoid
 
Extended
 
Ground
 
Handling:
 
Refrain
 
from
 
attempting
 
extended
 
ground
 
handling
 
or
 
"kiting"
 
back
 
up
 
a
 
slope
 
with
 
the
 
passenger
 
attached
 
or
 
running
 
to
 
the
 
end
 
or
 
side
 
of
 
the
 
ﬁeld. Unclip
 
the
 
passenger,
 
properly
 
secure
 
the
 
canopy,
 
and
 
then
 
proceed
 
to
 
walk
 
back
 
up
 
if
 
necessary. ●
 
Safety
 
First:
 
Ensure
 
safety
 
at
 
all
 
times
 
during
 
post-landing
 
procedures. Coordinating
 
movements
 
with
 
four
 
legs
 
can
 
be
 
challenging
 
and
 
may
 
pose
 
risks
 
to
 
both
 
the
 
pilot
 
and
 
passenger
 
if
 
not
 
handled
 
carefully. Chapter
 
17:
 
Tandem
 
Techniques
 
 
 
17.1
 
Takeoff
 
:
 
 
Get
 
into
 
your
 
harness
 
and
 
attach
 
the
 
spreader
 
bars
 
and
 
canopy
 
to
 
you
 
ﬁrst,
 
check
 
the
 
canopy
 
over
 
and
 
get
 
ready
 
to
 
take-off.
 
lastly
 
attach
 
the
 
passenger.


key: text
string_value:
17.1.1
 
Light
 
winds
 
:
 
 
In
 
general
 
use
 
Alpine
 
launch
 
(forward
 
Launch)
 
in
 
light
 
winds. Passengers
 
should
 
have
 
been
 
briefed
 
on
 
the
 
need
 
for
 
running. Be
 
ready
  
to
 
push
 
passenger
 
harness
 
from
 
above
 
passenger
 
carabiner
 
if
 
passenger
 
sits
 
little
 
too
 
early
 
(if
 
there
 
is
 
enough
 
lift
 
by
 
then
 
to
 
support
 
passenger
 
weight)
 
 
 
 
17.1.2
 
Moderate
 
to
 
strong
 
winds
 
:
 
 
You
 
can
 
reverse
 
launch
 
in
 
moderate
 
to
 
strong
 
winds
 
but
 
it
 
is
 
important
 
to
 
brief
 
passengers
 
that
 
he
 
has
 
to
 
face
 
forward
 
while
 
you
 
face
 
the
 
glider. Passenger
 
should
 
know
 
he
 
might
 
be
 
pulled
 
back
 
towards
 
the
 
glider
 
a
 
few
 
steps
 
but
 
he
 
has
 
to
 
run
 
into
 
the
 
wind. Some
 
manufacturers
 
recommend
 
reverse
 
launching
 
in
 
moderate
 
and
 
strong
 
breezes
 
with
 
the
 
trimmers
 
set
 
to
 
ﬂy
 
faster
 
than
 
the
 
trimmer
 
off
 
position
 
–
 
it
 
is
 
Important
 
to
 
practise
 
by
  
yourself
  
in
 
this
 
setting
 
to
 
be
 
familiar
 
with
 
the
 
wings
 
behaviour
 
in
 
conditions
 
strong
 
enough
 
to
 
reverse
 
launch,
 
it
 
is
 
important
 
to
 
brief
 
the
 
passenger
 
that
 
they
 
may
 
need
 
to
 
take
 
several
 
steps
 
backwards
 
as
 
the
 
wing
 
comes
 
up.


key: text
string_value:
A
 
good
 
‘crossed-brake’
 
technique
 
is
 
important
 
in
 
order
 
to
 
keep
 
the
 
wing
 
under
 
control
 
at
 
all
 
times. Due
 
to
 
the
 
position
 
of
 
the
 
passenger,
 
one
 
riser
 
is
 
much
 
further
 
away
 
from
 
you
 
than
 
the
 
other,
 
creating
 
a
 
turning
 
effect. You
 
must
 
compensate
 
for
 
this
 
as
 
you
 
pull
 
up. ●
 
On
 
steep
 
slope
 
you
 
might
 
need
 
to
 
stand
 
side
 
by
 
side
 
along
 
the
 
slope
 
to
 
take-off. If
 
your
 
passenger
 
stands
 
in
 
front
 
of
 
you
 
down
 
the
 
slope
 
you
 
may
 
not
 
be
 
able
 
to
 
stand
 
up
 
straight
 
if
 
using
 
spreader
 
bars.
 
●
 
Inﬂating
 
a
 
Tandem
 
wing
 
has
 
to
 
be
 
more
 
precise
 
than
 
on
 
a
 
solo
 
wing
 
-
 
if
 
the
 
wing
 
does
 
not
 
come
 
up
 
straight
 
you
 
cannot
 
easily
 
side
 
step
 
to
 
make
 
a
 
correction. ●
 
Anticipate
 
being
 
pulled
 
back
 
a
 
fair
 
way
 
before
 
getting
 
the
 
wing
 
ﬂying
 
and
 
make
 
sure
 
you
 
have
 
a
 
large
 
‘drag
 
back’
 
area. ●
 
A
 
heavier
 
or
 
taller
 
passenger
 
may
 
still
 
be
 
running
 
long
 
after
 
you
 
are
 
airborne. ●
 
The
 
canopy
 
attachment
 
points
 
are
 
ahead
 
of
 
the
 
pilot,
 
in
 
the
 
correct
 
ﬂying
 
position
 
the
 
leading
 
edge
 
of
 
the
 
canopy
 
will
 
seem
 
to
 
be
 
a
 
lot
 
further
 
forwards
 
than
 
when
 
ﬂying
 
solo.


key: text
string_value:
A
 
good
 
‘crossed-brake’
 
technique
 
is
 
important
 
in
 
order
 
to
 
keep
 
the
 
wing
 
under
 
control
 
at
 
all
 
times. Due
 
to
 
the
 
position
 
of
 
the
 
passenger,
 
one
 
riser
 
is
 
much
 
further
 
away
 
from
 
you
 
than
 
the
 
other,
 
creating
 
a
 
turning
 
effect. You
 
must
 
compensate
 
for
 
this
 
as
 
you
 
pull
 
up. ●
 
On
 
steep
 
slope
 
you
 
might
 
need
 
to
 
stand
 
side
 
by
 
side
 
along
 
the
 
slope
 
to
 
take-off. If
 
your
 
passenger
 
stands
 
in
 
front
 
of
 
you
 
down
 
the
 
slope
 
you
 
may
 
not
 
be
 
able
 
to
 
stand
 
up
 
straight
 
if
 
using
 
spreader
 
bars.
 
●
 
Inﬂating
 
a
 
Tandem
 
wing
 
has
 
to
 
be
 
more
 
precise
 
than
 
on
 
a
 
solo
 
wing
 
-
 
if
 
the
 
wing
 
does
 
not
 
come
 
up
 
straight
 
you
 
cannot
 
easily
 
side
 
step
 
to
 
make
 
a
 
correction. ●
 
Anticipate
 
being
 
pulled
 
back
 
a
 
fair
 
way
 
before
 
getting
 
the
 
wing
 
ﬂying
 
and
 
make
 
sure
 
you
 
have
 
a
 
large
 
‘drag
 
back’
 
area. ●
 
A
 
heavier
 
or
 
taller
 
passenger
 
may
 
still
 
be
 
running
 
long
 
after
 
you
 
are
 
airborne. ●
 
The
 
canopy
 
attachment
 
points
 
are
 
ahead
 
of
 
the
 
pilot,
 
in
 
the
 
correct
 
ﬂying
 
position
 
the
 
leading
 
edge
 
of
 
the
 
canopy
 
will
 
seem
 
to
 
be
 
a
 
lot
 
further
 
forwards
 
than
 
when
 
ﬂying
 
solo. Leading
 
to
 
the
 
common
 
mistake
 
of
 
letting
 
go
 
of
 
the
 
risers
 
too
 
soon
 
on
 
the
 
pull
 
up.


key: text
string_value:
A
 
good
 
‘crossed-brake’
 
technique
 
is
 
important
 
in
 
order
 
to
 
keep
 
the
 
wing
 
under
 
control
 
at
 
all
 
times. Due
 
to
 
the
 
position
 
of
 
the
 
passenger,
 
one
 
riser
 
is
 
much
 
further
 
away
 
from
 
you
 
than
 
the
 
other,
 
creating
 
a
 
turning
 
effect. You
 
must
 
compensate
 
for
 
this
 
as
 
you
 
pull
 
up. ●
 
On
 
steep
 
slope
 
you
 
might
 
need
 
to
 
stand
 
side
 
by
 
side
 
along
 
the
 
slope
 
to
 
take-off. If
 
your
 
passenger
 
stands
 
in
 
front
 
of
 
you
 
down
 
the
 
slope
 
you
 
may
 
not
 
be
 
able
 
to
 
stand
 
up
 
straight
 
if
 
using
 
spreader
 
bars.
 
●
 
Inﬂating
 
a
 
Tandem
 
wing
 
has
 
to
 
be
 
more
 
precise
 
than
 
on
 
a
 
solo
 
wing
 
-
 
if
 
the
 
wing
 
does
 
not
 
come
 
up
 
straight
 
you
 
cannot
 
easily
 
side
 
step
 
to
 
make
 
a
 
correction. ●
 
Anticipate
 
being
 
pulled
 
back
 
a
 
fair
 
way
 
before
 
getting
 
the
 
wing
 
ﬂying
 
and
 
make
 
sure
 
you
 
have
 
a
 
large
 
‘drag
 
back’
 
area. ●
 
A
 
heavier
 
or
 
taller
 
passenger
 
may
 
still
 
be
 
running
 
long
 
after
 
you
 
are
 
airborne. ●
 
The
 
canopy
 
attachment
 
points
 
are
 
ahead
 
of
 
the
 
pilot,
 
in
 
the
 
correct
 
ﬂying
 
position
 
the
 
leading
 
edge
 
of
 
the
 
canopy
 
will
 
seem
 
to
 
be
 
a
 
lot
 
further
 
forwards
 
than
 
when
 
ﬂying
 
solo. Leading
 
to
 
the
 
common
 
mistake
 
of
 
letting
 
go
 
of
 
the
 
risers
 
too
 
soon
 
on
 
the
 
pull
 
up. 17.1.3
 
Moderate
 
Wind
 
Inﬂation
 
Techniques
 
Method
 
1:
 
Pilot-Facing,
 
Passenger-Downhill
 
Procedure:
 
The
 
pilot
 
faces
 
the
 
canopy
 
while
 
the
 
passenger
 
faces
 
downhill.


key: text
string_value:
A
 
good
 
‘crossed-brake’
 
technique
 
is
 
important
 
in
 
order
 
to
 
keep
 
the
 
wing
 
under
 
control
 
at
 
all
 
times. Due
 
to
 
the
 
position
 
of
 
the
 
passenger,
 
one
 
riser
 
is
 
much
 
further
 
away
 
from
 
you
 
than
 
the
 
other,
 
creating
 
a
 
turning
 
effect. You
 
must
 
compensate
 
for
 
this
 
as
 
you
 
pull
 
up. ●
 
On
 
steep
 
slope
 
you
 
might
 
need
 
to
 
stand
 
side
 
by
 
side
 
along
 
the
 
slope
 
to
 
take-off. If
 
your
 
passenger
 
stands
 
in
 
front
 
of
 
you
 
down
 
the
 
slope
 
you
 
may
 
not
 
be
 
able
 
to
 
stand
 
up
 
straight
 
if
 
using
 
spreader
 
bars.
 
●
 
Inﬂating
 
a
 
Tandem
 
wing
 
has
 
to
 
be
 
more
 
precise
 
than
 
on
 
a
 
solo
 
wing
 
-
 
if
 
the
 
wing
 
does
 
not
 
come
 
up
 
straight
 
you
 
cannot
 
easily
 
side
 
step
 
to
 
make
 
a
 
correction. ●
 
Anticipate
 
being
 
pulled
 
back
 
a
 
fair
 
way
 
before
 
getting
 
the
 
wing
 
ﬂying
 
and
 
make
 
sure
 
you
 
have
 
a
 
large
 
‘drag
 
back’
 
area. ●
 
A
 
heavier
 
or
 
taller
 
passenger
 
may
 
still
 
be
 
running
 
long
 
after
 
you
 
are
 
airborne. ●
 
The
 
canopy
 
attachment
 
points
 
are
 
ahead
 
of
 
the
 
pilot,
 
in
 
the
 
correct
 
ﬂying
 
position
 
the
 
leading
 
edge
 
of
 
the
 
canopy
 
will
 
seem
 
to
 
be
 
a
 
lot
 
further
 
forwards
 
than
 
when
 
ﬂying
 
solo. Leading
 
to
 
the
 
common
 
mistake
 
of
 
letting
 
go
 
of
 
the
 
risers
 
too
 
soon
 
on
 
the
 
pull
 
up. 17.1.3
 
Moderate
 
Wind
 
Inﬂation
 
Techniques
 
Method
 
1:
 
Pilot-Facing,
 
Passenger-Downhill
 
Procedure:
 
The
 
pilot
 
faces
 
the
 
canopy
 
while
 
the
 
passenger
 
faces
 
downhill. The
 
pilot
 
initiates
 
a
 
reverse
 
take-off
 
procedure
 
and
 
turns
 
to
 
face
 
forwards
 
as
 
the
 
canopy
 
comes
 
up.
 
●
 
Advantages:
 
●
 
Passenger
 
faces
 
the
 
direction
 
of
 
travel
 
and
 
simply
 
needs
 
to
 
stay
 
standing
 
and
 
run
 
forwards.
 
●
 
Passenger
 
(and
 
anchor
 
if
 
used)
 
can
 
assist
 
in
 
bracing
 
against
 
drag
 
loads
 
during
 
canopy
 
inﬂation.


key: text
string_value:
A
 
good
 
‘crossed-brake’
 
technique
 
is
 
important
 
in
 
order
 
to
 
keep
 
the
 
wing
 
under
 
control
 
at
 
all
 
times. Due
 
to
 
the
 
position
 
of
 
the
 
passenger,
 
one
 
riser
 
is
 
much
 
further
 
away
 
from
 
you
 
than
 
the
 
other,
 
creating
 
a
 
turning
 
effect. You
 
must
 
compensate
 
for
 
this
 
as
 
you
 
pull
 
up. ●
 
On
 
steep
 
slope
 
you
 
might
 
need
 
to
 
stand
 
side
 
by
 
side
 
along
 
the
 
slope
 
to
 
take-off. If
 
your
 
passenger
 
stands
 
in
 
front
 
of
 
you
 
down
 
the
 
slope
 
you
 
may
 
not
 
be
 
able
 
to
 
stand
 
up
 
straight
 
if
 
using
 
spreader
 
bars.
 
●
 
Inﬂating
 
a
 
Tandem
 
wing
 
has
 
to
 
be
 
more
 
precise
 
than
 
on
 
a
 
solo
 
wing
 
-
 
if
 
the
 
wing
 
does
 
not
 
come
 
up
 
straight
 
you
 
cannot
 
easily
 
side
 
step
 
to
 
make
 
a
 
correction. ●
 
Anticipate
 
being
 
pulled
 
back
 
a
 
fair
 
way
 
before
 
getting
 
the
 
wing
 
ﬂying
 
and
 
make
 
sure
 
you
 
have
 
a
 
large
 
‘drag
 
back’
 
area. ●
 
A
 
heavier
 
or
 
taller
 
passenger
 
may
 
still
 
be
 
running
 
long
 
after
 
you
 
are
 
airborne. ●
 
The
 
canopy
 
attachment
 
points
 
are
 
ahead
 
of
 
the
 
pilot,
 
in
 
the
 
correct
 
ﬂying
 
position
 
the
 
leading
 
edge
 
of
 
the
 
canopy
 
will
 
seem
 
to
 
be
 
a
 
lot
 
further
 
forwards
 
than
 
when
 
ﬂying
 
solo. Leading
 
to
 
the
 
common
 
mistake
 
of
 
letting
 
go
 
of
 
the
 
risers
 
too
 
soon
 
on
 
the
 
pull
 
up. 17.1.3
 
Moderate
 
Wind
 
Inﬂation
 
Techniques
 
Method
 
1:
 
Pilot-Facing,
 
Passenger-Downhill
 
Procedure:
 
The
 
pilot
 
faces
 
the
 
canopy
 
while
 
the
 
passenger
 
faces
 
downhill. The
 
pilot
 
initiates
 
a
 
reverse
 
take-off
 
procedure
 
and
 
turns
 
to
 
face
 
forwards
 
as
 
the
 
canopy
 
comes
 
up.
 
●
 
Advantages:
 
●
 
Passenger
 
faces
 
the
 
direction
 
of
 
travel
 
and
 
simply
 
needs
 
to
 
stay
 
standing
 
and
 
run
 
forwards.
 
●
 
Passenger
 
(and
 
anchor
 
if
 
used)
 
can
 
assist
 
in
 
bracing
 
against
 
drag
 
loads
 
during
 
canopy
 
inﬂation. ●
 
Disadvantages:
 
●
 
Passenger
 
must
 
remain
 
standing
 
while
 
possibly
 
being
 
pulled
 
backwards.


key: text
string_value:
●
 
Unequal
 
riser
 
lengths
 
may
 
make
 
pulling
 
the
 
canopy
 
up
 
more
 
challenging. ●
 
Passenger
 
is
 
not
 
in
 
a
 
position
 
to
 
assist
 
in
 
controlling
 
the
 
canopy. Method
 
2:
 
Pilot
 
and
 
Passenger
 
Facing
 
the
 
Canopy
 
Procedure:
 
Both
 
the
 
pilot
 
and
 
passenger
 
face
 
the
 
canopy
 
side
 
by
 
side. The
 
passenger
 
ducks
 
under
 
one
 
set
 
of
 
lines,
 
and
 
both
 
quickly
 
turn
 
as
 
the
 
canopy
 
comes
 
up.
 
●
 
Advantages:
 
●
 
Riser
 
lengths
 
are
 
equal
 
for
 
the
 
pilot,
 
making
 
coordination
 
easier. ●
 
Passenger
 
have
 
a
 
clear
 
view
 
of
 
the
 
canopy
 
and
 
can
 
react
 
accordingly. ●
 
Passenger
 
can
 
assist
 
in
 
pinning
 
the
 
canopy
 
with
 
'C
 
lines'
 
before
 
take-off.
 
●
 
Disadvantages:
 
●
 
Requires
 
a
 
relatively
 
experienced
 
passenger
 
who
 
can
 
turn
 
quickly
 
and
 
in
 
the
 
right
 
direction. Method
 
3:
 
Pilot-Facing,
 
Passenger-Sitting
,
 
Often
 
used
 
for
 
ﬂying
 
dunes
 
in
 
good
 
winds
 
Procedure:
 
Similar
 
to
 
Method
 
1,
 
but
 
the
 
passenger
 
sits. Only
 
possible
 
with
 
soft
 
spreaders
 
or
 
signiﬁcantly
 
extended
 
passenger
 
connection
 
points. The
 
wing
 
lifts
 
the
 
passenger
 
off
 
the
 
ground
 
as
 
it
 
comes
 
up,
 
and
 
the
 
pilot
 
then
 
turns
 
and
 
runs
 
the
 
passenger/wing
 
combination
 
forward. ●
 
Advantages:
 
●
 
Passenger
 
cannot
 
fall
 
over
 
and
 
injure
 
themselves.


key: text
string_value:
Method
 
2:
 
Pilot
 
and
 
Passenger
 
Facing
 
the
 
Canopy
 
Procedure:
 
Both
 
the
 
pilot
 
and
 
passenger
 
face
 
the
 
canopy
 
side
 
by
 
side. The
 
passenger
 
ducks
 
under
 
one
 
set
 
of
 
lines,
 
and
 
both
 
quickly
 
turn
 
as
 
the
 
canopy
 
comes
 
up.
 
●
 
Advantages:
 
●
 
Riser
 
lengths
 
are
 
equal
 
for
 
the
 
pilot,
 
making
 
coordination
 
easier. ●
 
Passenger
 
have
 
a
 
clear
 
view
 
of
 
the
 
canopy
 
and
 
can
 
react
 
accordingly. ●
 
Passenger
 
can
 
assist
 
in
 
pinning
 
the
 
canopy
 
with
 
'C
 
lines'
 
before
 
take-off.
 
●
 
Disadvantages:
 
●
 
Requires
 
a
 
relatively
 
experienced
 
passenger
 
who
 
can
 
turn
 
quickly
 
and
 
in
 
the
 
right
 
direction. Method
 
3:
 
Pilot-Facing,
 
Passenger-Sitting
,
 
Often
 
used
 
for
 
ﬂying
 
dunes
 
in
 
good
 
winds
 
Procedure:
 
Similar
 
to
 
Method
 
1,
 
but
 
the
 
passenger
 
sits. Only
 
possible
 
with
 
soft
 
spreaders
 
or
 
signiﬁcantly
 
extended
 
passenger
 
connection
 
points. The
 
wing
 
lifts
 
the
 
passenger
 
off
 
the
 
ground
 
as
 
it
 
comes
 
up,
 
and
 
the
 
pilot
 
then
 
turns
 
and
 
runs
 
the
 
passenger/wing
 
combination
 
forward. ●
 
Advantages:
 
●
 
Passenger
 
cannot
 
fall
 
over
 
and
 
injure
 
themselves. ●
 
Ideal
 
position
 
for
 
the
 
passenger
 
if
 
dragged
 
backwards..
 
●
 
Disadvantages:
 
●
 
Requires
 
precise
 
ground
 
handling,
 
as
 
the
 
passenger
 
anchor
 
can
 
lock
 
the
 
canopy
 
out
 
if
 
it
 
comes
 
up
 
crooked.


key: text
string_value:
Method
 
2:
 
Pilot
 
and
 
Passenger
 
Facing
 
the
 
Canopy
 
Procedure:
 
Both
 
the
 
pilot
 
and
 
passenger
 
face
 
the
 
canopy
 
side
 
by
 
side. The
 
passenger
 
ducks
 
under
 
one
 
set
 
of
 
lines,
 
and
 
both
 
quickly
 
turn
 
as
 
the
 
canopy
 
comes
 
up.
 
●
 
Advantages:
 
●
 
Riser
 
lengths
 
are
 
equal
 
for
 
the
 
pilot,
 
making
 
coordination
 
easier. ●
 
Passenger
 
have
 
a
 
clear
 
view
 
of
 
the
 
canopy
 
and
 
can
 
react
 
accordingly. ●
 
Passenger
 
can
 
assist
 
in
 
pinning
 
the
 
canopy
 
with
 
'C
 
lines'
 
before
 
take-off.
 
●
 
Disadvantages:
 
●
 
Requires
 
a
 
relatively
 
experienced
 
passenger
 
who
 
can
 
turn
 
quickly
 
and
 
in
 
the
 
right
 
direction. Method
 
3:
 
Pilot-Facing,
 
Passenger-Sitting
,
 
Often
 
used
 
for
 
ﬂying
 
dunes
 
in
 
good
 
winds
 
Procedure:
 
Similar
 
to
 
Method
 
1,
 
but
 
the
 
passenger
 
sits. Only
 
possible
 
with
 
soft
 
spreaders
 
or
 
signiﬁcantly
 
extended
 
passenger
 
connection
 
points. The
 
wing
 
lifts
 
the
 
passenger
 
off
 
the
 
ground
 
as
 
it
 
comes
 
up,
 
and
 
the
 
pilot
 
then
 
turns
 
and
 
runs
 
the
 
passenger/wing
 
combination
 
forward. ●
 
Advantages:
 
●
 
Passenger
 
cannot
 
fall
 
over
 
and
 
injure
 
themselves. ●
 
Ideal
 
position
 
for
 
the
 
passenger
 
if
 
dragged
 
backwards..
 
●
 
Disadvantages:
 
●
 
Requires
 
precise
 
ground
 
handling,
 
as
 
the
 
passenger
 
anchor
 
can
 
lock
 
the
 
canopy
 
out
 
if
 
it
 
comes
 
up
 
crooked. ●
 
Not
 
possible
 
in
 
light
 
winds
 
due
 
to
 
lack
 
of
 
lift
 
to
 
lift
 
the
 
passenger
 
off
 
the
 
ground.


key: text
string_value:
17.2
 
Forward
 
Launch
 
aka
 
Alpine
 
Launch
 
 
17.2.1
 
Light
 
Wind
 
Forward
 
Take-off
 
●
 
Requires
 
a
 
very
 
good
 
canopy
 
layout
 
with
 
an
 
exaggerated
 
arc
 
to
 
prevent
 
the
 
tips
 
from
 
inﬂating
 
before
 
the
 
centre. ●
 
Pilot
 
briefs
  
the
 
passenger
 
to
 
run
 
forward
 
toward
 
a
 
pre-selected
 
target
 
point.
 
 
●
 
Practice
 
runs
 
are
 
essential
 
to
 
ensure
 
the
 
pilot
 
maintains
 
speed
 
and
 
does
 
not
 
sit
 
down
 
during
 
the
 
launch. ●
 
Pre-selecting
 
an
 
"abort"
 
point
 
helps
 
prevent
 
overrunning
 
the
 
launch
 
area. ●
 
Advantages:
 
●
 
No
 
need
 
to
 
turn
 
around,
 
simplifying
 
the
 
process.
 
●
 
Disadvantages:
 
●
 
Requires
 
good
 
forward
 
take-off
 
technique. ●
 
Cannot
 
visually
 
check
 
the
 
wing
 
as
 
it
 
comes
 
up. ●
 
The
 
wing
 
is
 
ﬂying
 
properly
 
only
 
when
 
it
 
appears
 
to
 
be
 
far
 
in
 
front
 
of
 
the
 
pilot. ●
 
May
 
require
 
running
 
side
 
by
 
side
 
with
 
the
 
passenger
 
to
 
reduce
 
the
 
risk
 
of
 
tripping. ●
 
Requires
 
an
 
anchor-person
 
in
 
all
 
but
 
the
 
lightest
 
breezes
 
due
 
to
 
the
 
power
 
of
 
dual
 
gliders. 17.2.2
 
Moderate
 
Wind
 
Forward
 
Take-off
 
●
 
Requires
 
a
 
very
 
capable
 
launch
 
assistant
 
or
 
anchor
 
person. ●
 
On
 
the
 
pilot's
 
command,
 
the
 
launch
 
assistant
 
pulls
 
the
 
passenger
 
forward
 
as
 
the
 
pilot
 
and
 
passenger
 
move
 
forward
 
together.


key: text
string_value:
●
 
Pre-selecting
 
an
 
"abort"
 
point
 
helps
 
prevent
 
overrunning
 
the
 
launch
 
area. ●
 
Advantages:
 
●
 
No
 
need
 
to
 
turn
 
around,
 
simplifying
 
the
 
process.
 
●
 
Disadvantages:
 
●
 
Requires
 
good
 
forward
 
take-off
 
technique. ●
 
Cannot
 
visually
 
check
 
the
 
wing
 
as
 
it
 
comes
 
up. ●
 
The
 
wing
 
is
 
ﬂying
 
properly
 
only
 
when
 
it
 
appears
 
to
 
be
 
far
 
in
 
front
 
of
 
the
 
pilot. ●
 
May
 
require
 
running
 
side
 
by
 
side
 
with
 
the
 
passenger
 
to
 
reduce
 
the
 
risk
 
of
 
tripping. ●
 
Requires
 
an
 
anchor-person
 
in
 
all
 
but
 
the
 
lightest
 
breezes
 
due
 
to
 
the
 
power
 
of
 
dual
 
gliders. 17.2.2
 
Moderate
 
Wind
 
Forward
 
Take-off
 
●
 
Requires
 
a
 
very
 
capable
 
launch
 
assistant
 
or
 
anchor
 
person. ●
 
On
 
the
 
pilot's
 
command,
 
the
 
launch
 
assistant
 
pulls
 
the
 
passenger
 
forward
 
as
 
the
 
pilot
 
and
 
passenger
 
move
 
forward
 
together. ●
 
The
 
pilot
 
controls
 
the
 
wing
 
at
 
the
 
appropriate
 
moment. ●
 
Going
 
backward
 
a
 
few
 
steps
 
during
 
launch
 
is
 
almost
 
inevitable. ●
 
The
 
assistant's
 
role
 
is
 
to
 
prevent
 
the
 
passenger
 
from
 
falling
 
backward. ●
 
Once
 
the
 
glider
 
is
 
properly
 
in
 
the
 
air,
 
the
 
assistant
 
may
 
be
 
required
 
to
 
pull
 
the
 
whole
 
setup
 
forward,
 
but
 
this
 
indicates
 
potentially
 
unsafe
 
wind
 
conditions.


key: text
string_value:
●
 
Neither
 
the
 
passenger
 
nor
 
the
 
assistant
 
should
 
hold
 
onto
 
each
 
other
 
in
 
a
 
way
 
that
 
could
 
lead
 
to
 
trapping.
 
●
 
Advantages:
 
●
 
Pilot
 
is
 
in
 
full
 
control
 
of
 
the
 
glider
 
at
 
all
 
times. ●
 
Requires
 
little
 
space. ●
 
Useful
 
on
 
steeper
 
slopes
 
where
 
immediate
 
airborne
 
status
 
is
 
necessary.
 
●
 
Disadvantages:
 
●
 
Requires
 
a
 
high
 
degree
 
of
 
skill
 
from
 
the
 
launch
 
assistant. ●
 
Risk
 
of
 
the
 
assistant
 
being
 
lifted. These
 
take-off
 
techniques
 
offer
 
different
 
approaches
 
suitable
 
for
 
varying
 
wind
 
conditions
 
and
 
launch
 
area
 
characteristics. Pilots
 
should
 
choose
 
the
 
appropriate
 
method
 
based
 
on
 
experience,
 
skill
 
level,
 
and
 
prevailing
 
wind
 
conditions
 
for
 
a
 
safe
 
and
 
successful
 
take-off.
 
 
17.3
 
In-Flight
 
Communication
 
and
 
Passenger
 
Control
 
●
 
Two-Way
 
Conversation:
 
●
 
Engage
 
in
 
a
 
continuous
 
dialogue
 
with
 
the
 
passenger,
 
explaining
 
actions
 
and
 
reasons
 
behind
 
manoeuvres. ●
 
Encourage
 
questions
 
and
 
feedback
 
from
 
the
 
passenger
 
to
 
enhance
 
their
 
understanding
 
and
 
comfort. ●
 
Passenger
 
Control:
 
●
 
Avoid
 
relinquishing
 
control
 
to
 
a
 
non-pilot
 
passenger,
 
especially
 
if
 
they
 
are
 
not
 
undergoing
 
training. ●
 
Ensure
 
the
 
absence
 
of
 
other
 
aircraft
 
or
 
obstacles
 
before
 
considering
 
passing
 
control.


key: text
string_value:
●
 
Requires
 
little
 
space. ●
 
Useful
 
on
 
steeper
 
slopes
 
where
 
immediate
 
airborne
 
status
 
is
 
necessary.
 
●
 
Disadvantages:
 
●
 
Requires
 
a
 
high
 
degree
 
of
 
skill
 
from
 
the
 
launch
 
assistant. ●
 
Risk
 
of
 
the
 
assistant
 
being
 
lifted. These
 
take-off
 
techniques
 
offer
 
different
 
approaches
 
suitable
 
for
 
varying
 
wind
 
conditions
 
and
 
launch
 
area
 
characteristics. Pilots
 
should
 
choose
 
the
 
appropriate
 
method
 
based
 
on
 
experience,
 
skill
 
level,
 
and
 
prevailing
 
wind
 
conditions
 
for
 
a
 
safe
 
and
 
successful
 
take-off.
 
 
17.3
 
In-Flight
 
Communication
 
and
 
Passenger
 
Control
 
●
 
Two-Way
 
Conversation:
 
●
 
Engage
 
in
 
a
 
continuous
 
dialogue
 
with
 
the
 
passenger,
 
explaining
 
actions
 
and
 
reasons
 
behind
 
manoeuvres. ●
 
Encourage
 
questions
 
and
 
feedback
 
from
 
the
 
passenger
 
to
 
enhance
 
their
 
understanding
 
and
 
comfort. ●
 
Passenger
 
Control:
 
●
 
Avoid
 
relinquishing
 
control
 
to
 
a
 
non-pilot
 
passenger,
 
especially
 
if
 
they
 
are
 
not
 
undergoing
 
training. ●
 
Ensure
 
the
 
absence
 
of
 
other
 
aircraft
 
or
 
obstacles
 
before
 
considering
 
passing
 
control. ●
 
Instruct
 
students
 
undergoing
 
training
 
using
 
standard
 
aviation
 
phrases
 
like
 
"I
 
have
 
control"
 
and
 
"you
 
have
 
control. "
 
●
 
Brief
 
students
 
to
 
visually
 
check
 
before
 
executing
 
turns
 
and
 
prohibit
 
them
 
from
 
attempting
 
radical
 
manoeuvres.


key: text
string_value:
●
 
Requires
 
little
 
space. ●
 
Useful
 
on
 
steeper
 
slopes
 
where
 
immediate
 
airborne
 
status
 
is
 
necessary.
 
●
 
Disadvantages:
 
●
 
Requires
 
a
 
high
 
degree
 
of
 
skill
 
from
 
the
 
launch
 
assistant. ●
 
Risk
 
of
 
the
 
assistant
 
being
 
lifted. These
 
take-off
 
techniques
 
offer
 
different
 
approaches
 
suitable
 
for
 
varying
 
wind
 
conditions
 
and
 
launch
 
area
 
characteristics. Pilots
 
should
 
choose
 
the
 
appropriate
 
method
 
based
 
on
 
experience,
 
skill
 
level,
 
and
 
prevailing
 
wind
 
conditions
 
for
 
a
 
safe
 
and
 
successful
 
take-off.
 
 
17.3
 
In-Flight
 
Communication
 
and
 
Passenger
 
Control
 
●
 
Two-Way
 
Conversation:
 
●
 
Engage
 
in
 
a
 
continuous
 
dialogue
 
with
 
the
 
passenger,
 
explaining
 
actions
 
and
 
reasons
 
behind
 
manoeuvres. ●
 
Encourage
 
questions
 
and
 
feedback
 
from
 
the
 
passenger
 
to
 
enhance
 
their
 
understanding
 
and
 
comfort. ●
 
Passenger
 
Control:
 
●
 
Avoid
 
relinquishing
 
control
 
to
 
a
 
non-pilot
 
passenger,
 
especially
 
if
 
they
 
are
 
not
 
undergoing
 
training. ●
 
Ensure
 
the
 
absence
 
of
 
other
 
aircraft
 
or
 
obstacles
 
before
 
considering
 
passing
 
control. ●
 
Instruct
 
students
 
undergoing
 
training
 
using
 
standard
 
aviation
 
phrases
 
like
 
"I
 
have
 
control"
 
and
 
"you
 
have
 
control. "
 
●
 
Brief
 
students
 
to
 
visually
 
check
 
before
 
executing
 
turns
 
and
 
prohibit
 
them
 
from
 
attempting
 
radical
 
manoeuvres. ●
 
Understanding
 
Control
 
Positions:
 
●
 
Explain
 
any
 
differences
 
in
 
control
 
positions
 
between
 
dual
 
and
 
solo
 
gliders
 
to
 
students
 
transitioning
 
between
 
the
 
two.


key: text
string_value:
●
 
Requires
 
little
 
space. ●
 
Useful
 
on
 
steeper
 
slopes
 
where
 
immediate
 
airborne
 
status
 
is
 
necessary.
 
●
 
Disadvantages:
 
●
 
Requires
 
a
 
high
 
degree
 
of
 
skill
 
from
 
the
 
launch
 
assistant. ●
 
Risk
 
of
 
the
 
assistant
 
being
 
lifted. These
 
take-off
 
techniques
 
offer
 
different
 
approaches
 
suitable
 
for
 
varying
 
wind
 
conditions
 
and
 
launch
 
area
 
characteristics. Pilots
 
should
 
choose
 
the
 
appropriate
 
method
 
based
 
on
 
experience,
 
skill
 
level,
 
and
 
prevailing
 
wind
 
conditions
 
for
 
a
 
safe
 
and
 
successful
 
take-off.
 
 
17.3
 
In-Flight
 
Communication
 
and
 
Passenger
 
Control
 
●
 
Two-Way
 
Conversation:
 
●
 
Engage
 
in
 
a
 
continuous
 
dialogue
 
with
 
the
 
passenger,
 
explaining
 
actions
 
and
 
reasons
 
behind
 
manoeuvres. ●
 
Encourage
 
questions
 
and
 
feedback
 
from
 
the
 
passenger
 
to
 
enhance
 
their
 
understanding
 
and
 
comfort. ●
 
Passenger
 
Control:
 
●
 
Avoid
 
relinquishing
 
control
 
to
 
a
 
non-pilot
 
passenger,
 
especially
 
if
 
they
 
are
 
not
 
undergoing
 
training. ●
 
Ensure
 
the
 
absence
 
of
 
other
 
aircraft
 
or
 
obstacles
 
before
 
considering
 
passing
 
control. ●
 
Instruct
 
students
 
undergoing
 
training
 
using
 
standard
 
aviation
 
phrases
 
like
 
"I
 
have
 
control"
 
and
 
"you
 
have
 
control. "
 
●
 
Brief
 
students
 
to
 
visually
 
check
 
before
 
executing
 
turns
 
and
 
prohibit
 
them
 
from
 
attempting
 
radical
 
manoeuvres. ●
 
Understanding
 
Control
 
Positions:
 
●
 
Explain
 
any
 
differences
 
in
 
control
 
positions
 
between
 
dual
 
and
 
solo
 
gliders
 
to
 
students
 
transitioning
 
between
 
the
 
two. ●
 
Passenger
 
Awareness:


key: text
string_value:
●
 
Keep
 
the
 
passenger
 
informed
 
about
 
environmental
 
changes
 
or
 
signiﬁcant
 
events
 
during
 
ﬂight,
 
such
 
as
 
ﬁnding
 
a
 
thermal. ●
 
Obtain
 
the
 
passenger's
 
agreement
 
before
 
executing
 
any
 
acro
 
(aerobatic)
 
manoeuvres
 
or
 
low
 
passes. ●
 
Exercise
 
caution
 
when
 
using
 
big
 
ears
 
on
 
a
 
dual
 
glider,
 
adjusting
 
trimmers
 
if
 
necessary
 
to
 
prevent
 
deep
 
stalls.
 
●
 
Acknowledge
 
that
 
passengers
 
may
 
experience
 
nervousness,
 
and
 
avoid
 
manoeuvres
 
that
 
could
 
heighten
 
anxiety,
 
such
 
as
 
spiral
 
dives,
 
without
 
their
 
agreement. Maintaining
 
effective
 
communication
 
and
 
ensuring
 
passenger
 
comfort
 
and
 
safety
 
are
 
paramount
 
during
 
dual
 
ﬂights,
 
especially
 
when
 
considering
 
passenger
 
control
 
and
 
manoeuvre
 
execution. 17.4
 
Landing
 
Procedures
 
Pilot
 
Responsibility:
 
●
 
Only
 
pilots
 
with
 
dual
 
licensing
 
should
 
perform
 
dual
 
landings. ●
 
Take
 
control
 
well
 
in
 
advance
 
to
 
ensure
 
a
 
safe
 
landing. ●
 
Brief
 
the
 
passenger
 
about
 
landing
 
procedures
 
in
 
advance. Passenger
 
Positioning:
 
●
 
Ensure
 
the
 
passenger
 
transitions
 
from
 
sitting
 
to
 
standing
 
position
 
early
 
for
 
a
 
smooth
 
landing. ●
 
Account
 
for
 
the
 
height
 
difference
 
between
 
the
 
pilot's
 
and
 
passenger's
 
feet
 
due
 
to
 
stepped
 
hang-points
 
on
 
the
 
spreader
 
bars.


key: text
string_value:
●
 
Obtain
 
the
 
passenger's
 
agreement
 
before
 
executing
 
any
 
acro
 
(aerobatic)
 
manoeuvres
 
or
 
low
 
passes. ●
 
Exercise
 
caution
 
when
 
using
 
big
 
ears
 
on
 
a
 
dual
 
glider,
 
adjusting
 
trimmers
 
if
 
necessary
 
to
 
prevent
 
deep
 
stalls.
 
●
 
Acknowledge
 
that
 
passengers
 
may
 
experience
 
nervousness,
 
and
 
avoid
 
manoeuvres
 
that
 
could
 
heighten
 
anxiety,
 
such
 
as
 
spiral
 
dives,
 
without
 
their
 
agreement. Maintaining
 
effective
 
communication
 
and
 
ensuring
 
passenger
 
comfort
 
and
 
safety
 
are
 
paramount
 
during
 
dual
 
ﬂights,
 
especially
 
when
 
considering
 
passenger
 
control
 
and
 
manoeuvre
 
execution. 17.4
 
Landing
 
Procedures
 
Pilot
 
Responsibility:
 
●
 
Only
 
pilots
 
with
 
dual
 
licensing
 
should
 
perform
 
dual
 
landings. ●
 
Take
 
control
 
well
 
in
 
advance
 
to
 
ensure
 
a
 
safe
 
landing. ●
 
Brief
 
the
 
passenger
 
about
 
landing
 
procedures
 
in
 
advance. Passenger
 
Positioning:
 
●
 
Ensure
 
the
 
passenger
 
transitions
 
from
 
sitting
 
to
 
standing
 
position
 
early
 
for
 
a
 
smooth
 
landing. ●
 
Account
 
for
 
the
 
height
 
difference
 
between
 
the
 
pilot's
 
and
 
passenger's
 
feet
 
due
 
to
 
stepped
 
hang-points
 
on
 
the
 
spreader
 
bars. Brake
 
Pressure
 
and
 
Canopy
 
Peculiarities:
 
●
 
Be
 
prepared
 
for
 
varying
 
brake
 
pressure
 
on
 
different
 
dual
 
gliders
 
and
 
on
 
different
 
passenger
 
weights,
 
which
 
may
 
make
 
ﬂaring
 
challenging.
 
●
 
Understand
 
the
 
canopy's
 
behaviour
 
and
 
peculiarities
 
before
 
takeoff.


key: text
string_value:
●
 
Obtain
 
the
 
passenger's
 
agreement
 
before
 
executing
 
any
 
acro
 
(aerobatic)
 
manoeuvres
 
or
 
low
 
passes. ●
 
Exercise
 
caution
 
when
 
using
 
big
 
ears
 
on
 
a
 
dual
 
glider,
 
adjusting
 
trimmers
 
if
 
necessary
 
to
 
prevent
 
deep
 
stalls.
 
●
 
Acknowledge
 
that
 
passengers
 
may
 
experience
 
nervousness,
 
and
 
avoid
 
manoeuvres
 
that
 
could
 
heighten
 
anxiety,
 
such
 
as
 
spiral
 
dives,
 
without
 
their
 
agreement. Maintaining
 
effective
 
communication
 
and
 
ensuring
 
passenger
 
comfort
 
and
 
safety
 
are
 
paramount
 
during
 
dual
 
ﬂights,
 
especially
 
when
 
considering
 
passenger
 
control
 
and
 
manoeuvre
 
execution. 17.4
 
Landing
 
Procedures
 
Pilot
 
Responsibility:
 
●
 
Only
 
pilots
 
with
 
dual
 
licensing
 
should
 
perform
 
dual
 
landings. ●
 
Take
 
control
 
well
 
in
 
advance
 
to
 
ensure
 
a
 
safe
 
landing. ●
 
Brief
 
the
 
passenger
 
about
 
landing
 
procedures
 
in
 
advance. Passenger
 
Positioning:
 
●
 
Ensure
 
the
 
passenger
 
transitions
 
from
 
sitting
 
to
 
standing
 
position
 
early
 
for
 
a
 
smooth
 
landing. ●
 
Account
 
for
 
the
 
height
 
difference
 
between
 
the
 
pilot's
 
and
 
passenger's
 
feet
 
due
 
to
 
stepped
 
hang-points
 
on
 
the
 
spreader
 
bars. Brake
 
Pressure
 
and
 
Canopy
 
Peculiarities:
 
●
 
Be
 
prepared
 
for
 
varying
 
brake
 
pressure
 
on
 
different
 
dual
 
gliders
 
and
 
on
 
different
 
passenger
 
weights,
 
which
 
may
 
make
 
ﬂaring
 
challenging.
 
●
 
Understand
 
the
 
canopy's
 
behaviour
 
and
 
peculiarities
 
before
 
takeoff. ●
 
Using
 
wraps
 
to
 
increase
 
ﬂare
 
authority
 
during
 
ﬁnal
 
approach
 
may
 
help
 
but
 
must
 
be
 
within
 
certiﬁcation
 
speciﬁcations.


key: text
string_value:
●
 
Obtain
 
the
 
passenger's
 
agreement
 
before
 
executing
 
any
 
acro
 
(aerobatic)
 
manoeuvres
 
or
 
low
 
passes. ●
 
Exercise
 
caution
 
when
 
using
 
big
 
ears
 
on
 
a
 
dual
 
glider,
 
adjusting
 
trimmers
 
if
 
necessary
 
to
 
prevent
 
deep
 
stalls.
 
●
 
Acknowledge
 
that
 
passengers
 
may
 
experience
 
nervousness,
 
and
 
avoid
 
manoeuvres
 
that
 
could
 
heighten
 
anxiety,
 
such
 
as
 
spiral
 
dives,
 
without
 
their
 
agreement. Maintaining
 
effective
 
communication
 
and
 
ensuring
 
passenger
 
comfort
 
and
 
safety
 
are
 
paramount
 
during
 
dual
 
ﬂights,
 
especially
 
when
 
considering
 
passenger
 
control
 
and
 
manoeuvre
 
execution. 17.4
 
Landing
 
Procedures
 
Pilot
 
Responsibility:
 
●
 
Only
 
pilots
 
with
 
dual
 
licensing
 
should
 
perform
 
dual
 
landings. ●
 
Take
 
control
 
well
 
in
 
advance
 
to
 
ensure
 
a
 
safe
 
landing. ●
 
Brief
 
the
 
passenger
 
about
 
landing
 
procedures
 
in
 
advance. Passenger
 
Positioning:
 
●
 
Ensure
 
the
 
passenger
 
transitions
 
from
 
sitting
 
to
 
standing
 
position
 
early
 
for
 
a
 
smooth
 
landing. ●
 
Account
 
for
 
the
 
height
 
difference
 
between
 
the
 
pilot's
 
and
 
passenger's
 
feet
 
due
 
to
 
stepped
 
hang-points
 
on
 
the
 
spreader
 
bars. Brake
 
Pressure
 
and
 
Canopy
 
Peculiarities:
 
●
 
Be
 
prepared
 
for
 
varying
 
brake
 
pressure
 
on
 
different
 
dual
 
gliders
 
and
 
on
 
different
 
passenger
 
weights,
 
which
 
may
 
make
 
ﬂaring
 
challenging.
 
●
 
Understand
 
the
 
canopy's
 
behaviour
 
and
 
peculiarities
 
before
 
takeoff. ●
 
Using
 
wraps
 
to
 
increase
 
ﬂare
 
authority
 
during
 
ﬁnal
 
approach
 
may
 
help
 
but
 
must
 
be
 
within
 
certiﬁcation
 
speciﬁcations. Final
 
Approach:


key: text
string_value:
●
 
Opt
 
for
 
a
 
conservative
 
into-wind
 
ﬁnal
 
approach
 
for
 
all
 
dual
 
paragliding
 
ﬂights,
 
avoiding
 
crosswind
 
or
 
slope
 
landings.
 
●
 
Plan
 
the
 
landing
 
circuit
 
carefully,
 
considering
 
the
 
reduced
 
manoeuvrability
 
of
 
dual
 
canopies. ●
 
Preferably
 
keep
 
4
 
sec
 
straight
 
ﬂight
 
between
 
last
 
turn
 
and
 
landing
 
Field
 
Selection
 
and
 
Last-Minute
 
Changes:
 
●
 
Follow
 
normal
 
ﬁeld
 
selection
 
procedures,
 
accounting
 
for
 
the
 
longer
 
landing
 
run. ●
 
Avoid
 
last-minute
 
changes
 
in
 
landing
 
approach
 
to
 
prevent
 
fast
 
and
 
heavy
 
landings. Post-Landing
 
Procedures:
 
●
 
Instruct
 
the
 
passenger
 
to
 
immediately
 
turn
 
around
 
to
 
face
 
the
 
canopy
 
upon
 
landing. ●
 
Collapse
 
the
 
canopy
 
safely
 
while
 
running
 
side
 
by
 
side
 
with
 
the
 
passenger. ●
 
Unclip
 
the
 
passenger
 
from
 
the
 
glider
 
promptly
 
after
 
canopy
 
collapse
 
to
 
ensure
 
safety. Light
 
Wind
 
Landings:
 
●
 
Prepare
 
the
 
passenger
 
to
 
run
 
in
 
light
 
wind
 
landings. ●
 
Sweep
 
the
 
passenger
 
to
 
one
 
side
 
 
Strong
 
Wind
 
Landings:
 
●
 
Ensure
 
efﬁcient
 
canopy
 
collapse
 
in
 
strong
 
winds,
 
as
 
controlling
 
the
 
canopy
 
without
 
assistance
 
is
 
challenging. ●
 
Avoid
 
a
 
landing
 
situation
 
where
 
collapsing
 
the
 
canopy
 
without
 
assistance
 
is
 
almost
 
impossible
 
due
 
to
 
strong
 
winds.


key: text
string_value:
●
 
Preferably
 
keep
 
4
 
sec
 
straight
 
ﬂight
 
between
 
last
 
turn
 
and
 
landing
 
Field
 
Selection
 
and
 
Last-Minute
 
Changes:
 
●
 
Follow
 
normal
 
ﬁeld
 
selection
 
procedures,
 
accounting
 
for
 
the
 
longer
 
landing
 
run. ●
 
Avoid
 
last-minute
 
changes
 
in
 
landing
 
approach
 
to
 
prevent
 
fast
 
and
 
heavy
 
landings. Post-Landing
 
Procedures:
 
●
 
Instruct
 
the
 
passenger
 
to
 
immediately
 
turn
 
around
 
to
 
face
 
the
 
canopy
 
upon
 
landing. ●
 
Collapse
 
the
 
canopy
 
safely
 
while
 
running
 
side
 
by
 
side
 
with
 
the
 
passenger. ●
 
Unclip
 
the
 
passenger
 
from
 
the
 
glider
 
promptly
 
after
 
canopy
 
collapse
 
to
 
ensure
 
safety. Light
 
Wind
 
Landings:
 
●
 
Prepare
 
the
 
passenger
 
to
 
run
 
in
 
light
 
wind
 
landings. ●
 
Sweep
 
the
 
passenger
 
to
 
one
 
side
 
 
Strong
 
Wind
 
Landings:
 
●
 
Ensure
 
efﬁcient
 
canopy
 
collapse
 
in
 
strong
 
winds,
 
as
 
controlling
 
the
 
canopy
 
without
 
assistance
 
is
 
challenging. ●
 
Avoid
 
a
 
landing
 
situation
 
where
 
collapsing
 
the
 
canopy
 
without
 
assistance
 
is
 
almost
 
impossible
 
due
 
to
 
strong
 
winds. Top-Landing
 
in
 
Soarable
 
Conditions:
 
●
 
Coordinate
 
with
 
a
 
helper
 
for
 
top-landing,
 
ensuring
 
a
 
safe
 
and
 
controlled
 
collapse
 
of
 
the
 
wing
 
after
 
touchdown.
 
●
 
Helpers
 
taking
 
over
 
controls
 
must
 
be
 
briefed


key: text
string_value:
Special
 
Circumstances:
 
●
 
In
 
situations
 
requiring
 
fast
 
landings
 
or
 
when
 
ﬂying
 
passengers
 
with
 
limited
 
mobility,
 
brief
 
the
 
passenger
 
to
 
remain
 
seated
 
and
 
lift
 
their
 
legs
 
for
 
touchdown
 
if
 
necessary. ●
 
This
 
technique
 
requires
 
a
 
suitable
 
protection
 
system
 
in
 
the
 
passenger
 
harness
 
and
 
a
 
ﬁtted
 
seat
 
plate
 
for
 
safety. Ensuring
 
effective
 
communication,
 
pre-planning,
 
and
 
adherence
 
to
 
safety
 
protocols
 
are
 
essential
 
for
 
successful
 
dual
 
paragliding
 
landings. Chapter
 
18
 
Tandem
 
pilot
 
responsibilities
 
and
 
duties
 
●
 
To
 
be
 
a
 
Tandem
 
pilot,
 
it
 
is
 
necessary
 
to
 
have
 
a
 
Tandem
 
sports
 
or
 
commercial
 
rating
 
certiﬁcate. ●
 
Sports
 
Tandem
 
Paragliding
 
can
 
ﬂy
 
another
 
paragliding
 
pilot
 
with
 
at
 
least
 
a
 
student
 
pilot
 
licence
 
as
 
a
 
passenger
 
(non-commercial). ●
 
All
 
tandem
 
pilots
 
working
 
must
 
fulﬁl
  
the
 
Law,
 
Regulation
 
of
 
the
 
State
 
as
 
no
 
National
 
rules
 
exist
 
currently
 
●
 
The
 
pilot
 
makes
 
sure
 
that
 
the
 
paraglider
 
used
 
has
 
been
 
checked
 
for
 
maintenance
 
and
 
airworthiness. Paragliders
 
lacking
 
maintenance
 
and
 
airworthiness
 
control
 
cannot
 
be
 
used. ●
 
The
 
pilot
 
takes
 
all
 
kinds
 
of
 
precautions
 
for
 
the
 
safety
 
of
 
the
 
passengers
 
in
 
ﬂights.
 
 
●
 
Acrobatics
 
or
 
dangerous
 
movements
 
are
 
prohibited,
 
except
 
if
 
specially
 
authorised.


key: text
string_value:
Special
 
Circumstances:
 
●
 
In
 
situations
 
requiring
 
fast
 
landings
 
or
 
when
 
ﬂying
 
passengers
 
with
 
limited
 
mobility,
 
brief
 
the
 
passenger
 
to
 
remain
 
seated
 
and
 
lift
 
their
 
legs
 
for
 
touchdown
 
if
 
necessary. ●
 
This
 
technique
 
requires
 
a
 
suitable
 
protection
 
system
 
in
 
the
 
passenger
 
harness
 
and
 
a
 
ﬁtted
 
seat
 
plate
 
for
 
safety. Ensuring
 
effective
 
communication,
 
pre-planning,
 
and
 
adherence
 
to
 
safety
 
protocols
 
are
 
essential
 
for
 
successful
 
dual
 
paragliding
 
landings. Chapter
 
18
 
Tandem
 
pilot
 
responsibilities
 
and
 
duties
 
●
 
To
 
be
 
a
 
Tandem
 
pilot,
 
it
 
is
 
necessary
 
to
 
have
 
a
 
Tandem
 
sports
 
or
 
commercial
 
rating
 
certiﬁcate. ●
 
Sports
 
Tandem
 
Paragliding
 
can
 
ﬂy
 
another
 
paragliding
 
pilot
 
with
 
at
 
least
 
a
 
student
 
pilot
 
licence
 
as
 
a
 
passenger
 
(non-commercial). ●
 
All
 
tandem
 
pilots
 
working
 
must
 
fulﬁl
  
the
 
Law,
 
Regulation
 
of
 
the
 
State
 
as
 
no
 
National
 
rules
 
exist
 
currently
 
●
 
The
 
pilot
 
makes
 
sure
 
that
 
the
 
paraglider
 
used
 
has
 
been
 
checked
 
for
 
maintenance
 
and
 
airworthiness. Paragliders
 
lacking
 
maintenance
 
and
 
airworthiness
 
control
 
cannot
 
be
 
used. ●
 
The
 
pilot
 
takes
 
all
 
kinds
 
of
 
precautions
 
for
 
the
 
safety
 
of
 
the
 
passengers
 
in
 
ﬂights.
 
 
●
 
Acrobatics
 
or
 
dangerous
 
movements
 
are
 
prohibited,
 
except
 
if
 
specially
 
authorised. Obligatory
 
manoeuvres
 
made
 
to
 
reduce
 
altitude
 
due
 
to
 
meteorological
 
reasons
 
or
 
in
 
cases
 
requiring
 
emergency
 
landing
 
are
 
recorded
 
in
 
writing
 
by
 
the
 
pilot
 
after
 
the
 
ﬂight
 
in
 
his
 
log
 
book
 
 
●
 
The
 
pilot
 
is
 
responsible
 
for
 
protecting
 
and
 
maintaining
 
ﬂight
 
gear
 
and
 
equipment
 
under
 
his/her
 
own
 
care.


key: text
string_value:
Special
 
Circumstances:
 
●
 
In
 
situations
 
requiring
 
fast
 
landings
 
or
 
when
 
ﬂying
 
passengers
 
with
 
limited
 
mobility,
 
brief
 
the
 
passenger
 
to
 
remain
 
seated
 
and
 
lift
 
their
 
legs
 
for
 
touchdown
 
if
 
necessary. ●
 
This
 
technique
 
requires
 
a
 
suitable
 
protection
 
system
 
in
 
the
 
passenger
 
harness
 
and
 
a
 
ﬁtted
 
seat
 
plate
 
for
 
safety. Ensuring
 
effective
 
communication,
 
pre-planning,
 
and
 
adherence
 
to
 
safety
 
protocols
 
are
 
essential
 
for
 
successful
 
dual
 
paragliding
 
landings. Chapter
 
18
 
Tandem
 
pilot
 
responsibilities
 
and
 
duties
 
●
 
To
 
be
 
a
 
Tandem
 
pilot,
 
it
 
is
 
necessary
 
to
 
have
 
a
 
Tandem
 
sports
 
or
 
commercial
 
rating
 
certiﬁcate. ●
 
Sports
 
Tandem
 
Paragliding
 
can
 
ﬂy
 
another
 
paragliding
 
pilot
 
with
 
at
 
least
 
a
 
student
 
pilot
 
licence
 
as
 
a
 
passenger
 
(non-commercial). ●
 
All
 
tandem
 
pilots
 
working
 
must
 
fulﬁl
  
the
 
Law,
 
Regulation
 
of
 
the
 
State
 
as
 
no
 
National
 
rules
 
exist
 
currently
 
●
 
The
 
pilot
 
makes
 
sure
 
that
 
the
 
paraglider
 
used
 
has
 
been
 
checked
 
for
 
maintenance
 
and
 
airworthiness. Paragliders
 
lacking
 
maintenance
 
and
 
airworthiness
 
control
 
cannot
 
be
 
used. ●
 
The
 
pilot
 
takes
 
all
 
kinds
 
of
 
precautions
 
for
 
the
 
safety
 
of
 
the
 
passengers
 
in
 
ﬂights.
 
 
●
 
Acrobatics
 
or
 
dangerous
 
movements
 
are
 
prohibited,
 
except
 
if
 
specially
 
authorised. Obligatory
 
manoeuvres
 
made
 
to
 
reduce
 
altitude
 
due
 
to
 
meteorological
 
reasons
 
or
 
in
 
cases
 
requiring
 
emergency
 
landing
 
are
 
recorded
 
in
 
writing
 
by
 
the
 
pilot
 
after
 
the
 
ﬂight
 
in
 
his
 
log
 
book
 
 
●
 
The
 
pilot
 
is
 
responsible
 
for
 
protecting
 
and
 
maintaining
 
ﬂight
 
gear
 
and
 
equipment
 
under
 
his/her
 
own
 
care. ●
 
The
 
pilot
 
evaluates
 
the
 
health
 
status
 
and
 
physical
 
ﬁtness
 
of
 
the
 
person
 
who
 
wants
 
to
 
ﬂy
 
as
 
a
 
passenger.


key: text
string_value:
Special
 
Circumstances:
 
●
 
In
 
situations
 
requiring
 
fast
 
landings
 
or
 
when
 
ﬂying
 
passengers
 
with
 
limited
 
mobility,
 
brief
 
the
 
passenger
 
to
 
remain
 
seated
 
and
 
lift
 
their
 
legs
 
for
 
touchdown
 
if
 
necessary. ●
 
This
 
technique
 
requires
 
a
 
suitable
 
protection
 
system
 
in
 
the
 
passenger
 
harness
 
and
 
a
 
ﬁtted
 
seat
 
plate
 
for
 
safety. Ensuring
 
effective
 
communication,
 
pre-planning,
 
and
 
adherence
 
to
 
safety
 
protocols
 
are
 
essential
 
for
 
successful
 
dual
 
paragliding
 
landings. Chapter
 
18
 
Tandem
 
pilot
 
responsibilities
 
and
 
duties
 
●
 
To
 
be
 
a
 
Tandem
 
pilot,
 
it
 
is
 
necessary
 
to
 
have
 
a
 
Tandem
 
sports
 
or
 
commercial
 
rating
 
certiﬁcate. ●
 
Sports
 
Tandem
 
Paragliding
 
can
 
ﬂy
 
another
 
paragliding
 
pilot
 
with
 
at
 
least
 
a
 
student
 
pilot
 
licence
 
as
 
a
 
passenger
 
(non-commercial). ●
 
All
 
tandem
 
pilots
 
working
 
must
 
fulﬁl
  
the
 
Law,
 
Regulation
 
of
 
the
 
State
 
as
 
no
 
National
 
rules
 
exist
 
currently
 
●
 
The
 
pilot
 
makes
 
sure
 
that
 
the
 
paraglider
 
used
 
has
 
been
 
checked
 
for
 
maintenance
 
and
 
airworthiness. Paragliders
 
lacking
 
maintenance
 
and
 
airworthiness
 
control
 
cannot
 
be
 
used. ●
 
The
 
pilot
 
takes
 
all
 
kinds
 
of
 
precautions
 
for
 
the
 
safety
 
of
 
the
 
passengers
 
in
 
ﬂights.
 
 
●
 
Acrobatics
 
or
 
dangerous
 
movements
 
are
 
prohibited,
 
except
 
if
 
specially
 
authorised. Obligatory
 
manoeuvres
 
made
 
to
 
reduce
 
altitude
 
due
 
to
 
meteorological
 
reasons
 
or
 
in
 
cases
 
requiring
 
emergency
 
landing
 
are
 
recorded
 
in
 
writing
 
by
 
the
 
pilot
 
after
 
the
 
ﬂight
 
in
 
his
 
log
 
book
 
 
●
 
The
 
pilot
 
is
 
responsible
 
for
 
protecting
 
and
 
maintaining
 
ﬂight
 
gear
 
and
 
equipment
 
under
 
his/her
 
own
 
care. ●
 
The
 
pilot
 
evaluates
 
the
 
health
 
status
 
and
 
physical
 
ﬁtness
 
of
 
the
 
person
 
who
 
wants
 
to
 
ﬂy
 
as
 
a
 
passenger. ●
 
The
 
pilot
 
ensures
 
that
 
the
 
total
 
weight
 
is
 
within
 
the
 
limits
 
of
 
the
 
Tandem
 
PG.


key: text
string_value:
●
 
The
 
pilot
 
uses
 
safe
 
harness
 
equipment
 
with
 
a
 
lock
 
system
 
in
 
international
 
standards,
 
suitable
 
for
 
both
 
him/herself
 
and
 
the
 
passenger. ●
 
The
 
pilot
 
prepares
 
ﬂight
 
clothes
 
suitable
 
for
 
him/her
 
and
 
his/her
 
passenger. He/she
 
prepares
 
the
 
passenger
 
for
 
the
 
ﬂight. He/she
 
clad
 
the
 
harness
 
gear
 
him/herself,
 
makes
 
the
 
connections. ●
 
The
 
pilot
 
says
 
reassuring
 
and
 
comforting
 
words,
 
taking
 
into
 
account
 
the
 
psychological
 
state
 
of
 
the
 
passenger. He/she
 
makes
 
pre-ﬂight
 
checks
 
of
 
TPG.
 
 
●
 
The
 
pilot
 
makes
 
the
 
passenger
 
wear
 
helmets
 
and
 
shoes
 
suitable
 
for
 
ﬂight. It
 
is
 
unprofessional
 
to
 
ﬂy
 
wearing
 
slippers/sandals.
 
 
●
 
The
 
pilot
 
carries
 
a
 
radio
 
during
 
ﬂights. ●
 
The
 
pilot
 
signs
 
the
 
Undertaking
 
agreeing
 
to
 
be
 
tested
 
for
 
Alcohol
 
and
 
Psychoactive
 
Substance
 
at
 
any
 
time
 
during
 
work. ●
 
The
 
pilot
 
must
 
create
 
an
 
entry
 
in
 
his
 
tandem
 
logbook
 
for
 
each
 
passenger
 
before
 
the
 
ﬂight. ●
 
The
 
pilot
 
evaluates
 
the
 
meteorological
 
conditions
 
in
 
terms
 
of
 
ﬂight
 
limits.


key: text
string_value:
He/she
 
prepares
 
the
 
passenger
 
for
 
the
 
ﬂight. He/she
 
clad
 
the
 
harness
 
gear
 
him/herself,
 
makes
 
the
 
connections. ●
 
The
 
pilot
 
says
 
reassuring
 
and
 
comforting
 
words,
 
taking
 
into
 
account
 
the
 
psychological
 
state
 
of
 
the
 
passenger. He/she
 
makes
 
pre-ﬂight
 
checks
 
of
 
TPG.
 
 
●
 
The
 
pilot
 
makes
 
the
 
passenger
 
wear
 
helmets
 
and
 
shoes
 
suitable
 
for
 
ﬂight. It
 
is
 
unprofessional
 
to
 
ﬂy
 
wearing
 
slippers/sandals.
 
 
●
 
The
 
pilot
 
carries
 
a
 
radio
 
during
 
ﬂights. ●
 
The
 
pilot
 
signs
 
the
 
Undertaking
 
agreeing
 
to
 
be
 
tested
 
for
 
Alcohol
 
and
 
Psychoactive
 
Substance
 
at
 
any
 
time
 
during
 
work. ●
 
The
 
pilot
 
must
 
create
 
an
 
entry
 
in
 
his
 
tandem
 
logbook
 
for
 
each
 
passenger
 
before
 
the
 
ﬂight. ●
 
The
 
pilot
 
evaluates
 
the
 
meteorological
 
conditions
 
in
 
terms
 
of
 
ﬂight
 
limits. ●
 
The
 
pilot
 
must
 
provide
 
all
 
information
 
and
 
documents
 
requested
 
by
 
the
 
authorities
 
●
 
Before
 
the
 
ﬂight,
 
the
 
pilot
 
gives
 
the
 
passenger
 
an
 
informative
 
brieﬁng
 
about
 
the
 
ﬂight
 
plan,
 
the
 
steps
 
to
 
be
 
made
 
during
 
the
 
ﬂight,
 
and
 
the
 
landing. Chapter19:
 
Professional
 
Behaviour
 
Professional
 
behaviour
 
by
 
a
 
tandem
 
paraglider
 
pilot
 
encompasses
 
a
 
range
 
of
 
attributes
 
and
 
actions
 
that
 
prioritise
 
safety,
 
professionalism,
 
and
 
the
 
overall
 
well-being
 
of
 
passengers.


key: text
string_value:
He/she
 
prepares
 
the
 
passenger
 
for
 
the
 
ﬂight. He/she
 
clad
 
the
 
harness
 
gear
 
him/herself,
 
makes
 
the
 
connections. ●
 
The
 
pilot
 
says
 
reassuring
 
and
 
comforting
 
words,
 
taking
 
into
 
account
 
the
 
psychological
 
state
 
of
 
the
 
passenger. He/she
 
makes
 
pre-ﬂight
 
checks
 
of
 
TPG.
 
 
●
 
The
 
pilot
 
makes
 
the
 
passenger
 
wear
 
helmets
 
and
 
shoes
 
suitable
 
for
 
ﬂight. It
 
is
 
unprofessional
 
to
 
ﬂy
 
wearing
 
slippers/sandals.
 
 
●
 
The
 
pilot
 
carries
 
a
 
radio
 
during
 
ﬂights. ●
 
The
 
pilot
 
signs
 
the
 
Undertaking
 
agreeing
 
to
 
be
 
tested
 
for
 
Alcohol
 
and
 
Psychoactive
 
Substance
 
at
 
any
 
time
 
during
 
work. ●
 
The
 
pilot
 
must
 
create
 
an
 
entry
 
in
 
his
 
tandem
 
logbook
 
for
 
each
 
passenger
 
before
 
the
 
ﬂight. ●
 
The
 
pilot
 
evaluates
 
the
 
meteorological
 
conditions
 
in
 
terms
 
of
 
ﬂight
 
limits. ●
 
The
 
pilot
 
must
 
provide
 
all
 
information
 
and
 
documents
 
requested
 
by
 
the
 
authorities
 
●
 
Before
 
the
 
ﬂight,
 
the
 
pilot
 
gives
 
the
 
passenger
 
an
 
informative
 
brieﬁng
 
about
 
the
 
ﬂight
 
plan,
 
the
 
steps
 
to
 
be
 
made
 
during
 
the
 
ﬂight,
 
and
 
the
 
landing. Chapter19:
 
Professional
 
Behaviour
 
Professional
 
behaviour
 
by
 
a
 
tandem
 
paraglider
 
pilot
 
encompasses
 
a
 
range
 
of
 
attributes
 
and
 
actions
 
that
 
prioritise
 
safety,
 
professionalism,
 
and
 
the
 
overall
 
well-being
 
of
 
passengers. Here's
 
a
 
comprehensive
 
deﬁnition:
 
19.1
 
Safety
 
Focused:
 
●
 
Prioritises
 
safety
 
above
 
all
 
else,
 
adhering
 
to
 
established
 
safety
 
protocols
 
and
 
industry
 
standards.


key: text
string_value:
He/she
 
prepares
 
the
 
passenger
 
for
 
the
 
ﬂight. He/she
 
clad
 
the
 
harness
 
gear
 
him/herself,
 
makes
 
the
 
connections. ●
 
The
 
pilot
 
says
 
reassuring
 
and
 
comforting
 
words,
 
taking
 
into
 
account
 
the
 
psychological
 
state
 
of
 
the
 
passenger. He/she
 
makes
 
pre-ﬂight
 
checks
 
of
 
TPG.
 
 
●
 
The
 
pilot
 
makes
 
the
 
passenger
 
wear
 
helmets
 
and
 
shoes
 
suitable
 
for
 
ﬂight. It
 
is
 
unprofessional
 
to
 
ﬂy
 
wearing
 
slippers/sandals.
 
 
●
 
The
 
pilot
 
carries
 
a
 
radio
 
during
 
ﬂights. ●
 
The
 
pilot
 
signs
 
the
 
Undertaking
 
agreeing
 
to
 
be
 
tested
 
for
 
Alcohol
 
and
 
Psychoactive
 
Substance
 
at
 
any
 
time
 
during
 
work. ●
 
The
 
pilot
 
must
 
create
 
an
 
entry
 
in
 
his
 
tandem
 
logbook
 
for
 
each
 
passenger
 
before
 
the
 
ﬂight. ●
 
The
 
pilot
 
evaluates
 
the
 
meteorological
 
conditions
 
in
 
terms
 
of
 
ﬂight
 
limits. ●
 
The
 
pilot
 
must
 
provide
 
all
 
information
 
and
 
documents
 
requested
 
by
 
the
 
authorities
 
●
 
Before
 
the
 
ﬂight,
 
the
 
pilot
 
gives
 
the
 
passenger
 
an
 
informative
 
brieﬁng
 
about
 
the
 
ﬂight
 
plan,
 
the
 
steps
 
to
 
be
 
made
 
during
 
the
 
ﬂight,
 
and
 
the
 
landing. Chapter19:
 
Professional
 
Behaviour
 
Professional
 
behaviour
 
by
 
a
 
tandem
 
paraglider
 
pilot
 
encompasses
 
a
 
range
 
of
 
attributes
 
and
 
actions
 
that
 
prioritise
 
safety,
 
professionalism,
 
and
 
the
 
overall
 
well-being
 
of
 
passengers. Here's
 
a
 
comprehensive
 
deﬁnition:
 
19.1
 
Safety
 
Focused:
 
●
 
Prioritises
 
safety
 
above
 
all
 
else,
 
adhering
 
to
 
established
 
safety
 
protocols
 
and
 
industry
 
standards. ●
 
Conducts
 
thorough
 
pre-ﬂight
 
inspections
 
of
 
equipment
 
and
 
ensures
 
all
 
safety
 
measures
 
are
 
in
 
place
 
before
 
every
 
ﬂight.


key: text
string_value:
He/she
 
prepares
 
the
 
passenger
 
for
 
the
 
ﬂight. He/she
 
clad
 
the
 
harness
 
gear
 
him/herself,
 
makes
 
the
 
connections. ●
 
The
 
pilot
 
says
 
reassuring
 
and
 
comforting
 
words,
 
taking
 
into
 
account
 
the
 
psychological
 
state
 
of
 
the
 
passenger. He/she
 
makes
 
pre-ﬂight
 
checks
 
of
 
TPG.
 
 
●
 
The
 
pilot
 
makes
 
the
 
passenger
 
wear
 
helmets
 
and
 
shoes
 
suitable
 
for
 
ﬂight. It
 
is
 
unprofessional
 
to
 
ﬂy
 
wearing
 
slippers/sandals.
 
 
●
 
The
 
pilot
 
carries
 
a
 
radio
 
during
 
ﬂights. ●
 
The
 
pilot
 
signs
 
the
 
Undertaking
 
agreeing
 
to
 
be
 
tested
 
for
 
Alcohol
 
and
 
Psychoactive
 
Substance
 
at
 
any
 
time
 
during
 
work. ●
 
The
 
pilot
 
must
 
create
 
an
 
entry
 
in
 
his
 
tandem
 
logbook
 
for
 
each
 
passenger
 
before
 
the
 
ﬂight. ●
 
The
 
pilot
 
evaluates
 
the
 
meteorological
 
conditions
 
in
 
terms
 
of
 
ﬂight
 
limits. ●
 
The
 
pilot
 
must
 
provide
 
all
 
information
 
and
 
documents
 
requested
 
by
 
the
 
authorities
 
●
 
Before
 
the
 
ﬂight,
 
the
 
pilot
 
gives
 
the
 
passenger
 
an
 
informative
 
brieﬁng
 
about
 
the
 
ﬂight
 
plan,
 
the
 
steps
 
to
 
be
 
made
 
during
 
the
 
ﬂight,
 
and
 
the
 
landing. Chapter19:
 
Professional
 
Behaviour
 
Professional
 
behaviour
 
by
 
a
 
tandem
 
paraglider
 
pilot
 
encompasses
 
a
 
range
 
of
 
attributes
 
and
 
actions
 
that
 
prioritise
 
safety,
 
professionalism,
 
and
 
the
 
overall
 
well-being
 
of
 
passengers. Here's
 
a
 
comprehensive
 
deﬁnition:
 
19.1
 
Safety
 
Focused:
 
●
 
Prioritises
 
safety
 
above
 
all
 
else,
 
adhering
 
to
 
established
 
safety
 
protocols
 
and
 
industry
 
standards. ●
 
Conducts
 
thorough
 
pre-ﬂight
 
inspections
 
of
 
equipment
 
and
 
ensures
 
all
 
safety
 
measures
 
are
 
in
 
place
 
before
 
every
 
ﬂight. ●
 
Maintains
 
situational
 
awareness
 
during
 
ﬂight,
 
continuously
 
assessing
 
risks
 
and
 
taking
 
proactive
 
measures
 
to
 
mitigate
 
them.


key: text
string_value:
●
 
Demonstrates
 
proﬁciency
 
in
 
handling
 
emergency
 
situations
 
and
 
exercises
 
sound
 
judgement
 
to
 
ensure
 
passenger
 
safety. ●
 
Does
 
not
 
put
 
monetary
 
or
 
other
 
rewards
 
above
 
safety
 
19.2
 
Effective
 
Communication:
 
●
 
Communicates
 
clearly
 
and
 
effectively
 
with
 
passengers,
 
providing
 
comprehensive
 
pre-ﬂight
 
brieﬁngs
 
and
 
explaining
 
manoeuvres
 
during
 
ﬂight. ●
 
Listens
 
attentively
 
to
 
passengers'
 
concerns
 
and
 
addresses
 
them
 
with
 
empathy
 
and
 
professionalism. ●
 
Encourages
 
open
 
dialogue,
 
answering
 
questions
 
and
 
providing
 
reassurance
 
to
 
alleviate
 
any
 
apprehensions
 
passengers
 
may
 
have.
 
 
 
 
 
 
19.3
 
Professionalism
 
and
 
Conduct:
 
 
 
 
●
 
Upholds
 
high
 
standards
 
of
 
professionalism
 
in
 
all
 
interactions
 
with
 
passengers,
 
colleagues,
 
and
 
other
 
aviation
 
professionals. ●
 
Presents
 
a
 
professional
 
appearance
 
and
 
demeanour,
 
instilling
 
conﬁdence
 
and
 
trust
 
in
 
passengers.
 
●
 
Demonstrates
 
respect
 
for
 
passengers'
 
individual
 
needs,
 
preferences,
 
and
 
comfort
 
levels
 
throughout
 
the
 
ﬂight
 
experience. ●
 
Maintains
 
composure
 
and
 
remains
 
calm
 
under
 
pressure,
 
setting
 
a
 
positive
 
example
 
for
 
passengers
 
and
 
other
 
observers. 19.4
 
Skill
 
and
 
Competence:
 
 
 
 
●
 
Possesses
 
the
 
necessary
 
skills
 
and
 
qualiﬁcations
 
to
 
operate
 
a
 
tandem
 
paraglider
 
safely
 
and
 
competently. ●
 
Pursues
 
ongoing
 
training
 
and
 
professional
 
development
 
to
 
enhance
 
skills
 
and
 
stay
 
updated
 
on
 
industry
 
best
 
practices.


key: text
string_value:
●
 
Demonstrates
 
proﬁciency
 
in
 
handling
 
emergency
 
situations
 
and
 
exercises
 
sound
 
judgement
 
to
 
ensure
 
passenger
 
safety. ●
 
Does
 
not
 
put
 
monetary
 
or
 
other
 
rewards
 
above
 
safety
 
19.2
 
Effective
 
Communication:
 
●
 
Communicates
 
clearly
 
and
 
effectively
 
with
 
passengers,
 
providing
 
comprehensive
 
pre-ﬂight
 
brieﬁngs
 
and
 
explaining
 
manoeuvres
 
during
 
ﬂight. ●
 
Listens
 
attentively
 
to
 
passengers'
 
concerns
 
and
 
addresses
 
them
 
with
 
empathy
 
and
 
professionalism. ●
 
Encourages
 
open
 
dialogue,
 
answering
 
questions
 
and
 
providing
 
reassurance
 
to
 
alleviate
 
any
 
apprehensions
 
passengers
 
may
 
have.
 
 
 
 
 
 
19.3
 
Professionalism
 
and
 
Conduct:
 
 
 
 
●
 
Upholds
 
high
 
standards
 
of
 
professionalism
 
in
 
all
 
interactions
 
with
 
passengers,
 
colleagues,
 
and
 
other
 
aviation
 
professionals. ●
 
Presents
 
a
 
professional
 
appearance
 
and
 
demeanour,
 
instilling
 
conﬁdence
 
and
 
trust
 
in
 
passengers.
 
●
 
Demonstrates
 
respect
 
for
 
passengers'
 
individual
 
needs,
 
preferences,
 
and
 
comfort
 
levels
 
throughout
 
the
 
ﬂight
 
experience. ●
 
Maintains
 
composure
 
and
 
remains
 
calm
 
under
 
pressure,
 
setting
 
a
 
positive
 
example
 
for
 
passengers
 
and
 
other
 
observers. 19.4
 
Skill
 
and
 
Competence:
 
 
 
 
●
 
Possesses
 
the
 
necessary
 
skills
 
and
 
qualiﬁcations
 
to
 
operate
 
a
 
tandem
 
paraglider
 
safely
 
and
 
competently. ●
 
Pursues
 
ongoing
 
training
 
and
 
professional
 
development
 
to
 
enhance
 
skills
 
and
 
stay
 
updated
 
on
 
industry
 
best
 
practices. ●
 
Demonstrates
 
proﬁciency
 
in
 
manoeuvring
 
the
 
paraglider,
 
executing
 
smooth
 
take-offs,
 
landings,
 
and
 
manoeuvres
 
with
 
precision
 
and
 
control.


key: text
string_value:
19.5
 
Ethical
 
Conduct:
 
 
 
 
●
 
Adheres
 
to
 
ethical
 
principles
 
and
 
codes
 
of
 
conduct
 
governing
 
the
 
aviation
 
profession,
 
including
 
honesty,
 
integrity,
 
and
 
accountability. ●
 
Respects
 
the
 
rights
 
and
 
privacy
 
of
 
passengers,
 
maintaining
 
conﬁdentiality
 
and
 
discretion
 
regarding
 
personal
 
information. ●
 
Avoids
 
engaging
 
in
 
behaviour
 
that
 
could
 
compromise
 
safety,
 
reputation,
 
or
 
the
 
integrity
 
of
 
the
 
profession. 19.6
 
Continuous
 
Improvement:
 
 
 
 
 
●
 
Strives
 
for
 
continuous
 
improvement
 
and
 
excellence
 
in
 
all
 
aspects
 
of
 
tandem
 
paragliding
 
operations. ●
 
Seeks
 
feedback
 
from
 
passengers
 
and
 
peers
 
to
 
identify
 
areas
 
for
 
improvement
 
and
 
implement
 
constructive
 
changes.
 
●
 
Remains
 
committed
 
to
 
learning
 
and
 
growing
 
as
 
a
 
professional
 
tandem
 
paraglider
 
pilot,
 
adapting
 
to
 
new
 
technologies,
 
regulations,
 
and
 
industry
 
trends. In
 
summary,
 
professional
 
behaviour
 
by
 
a
 
tandem
 
paraglider
 
pilot
 
entails
 
a
 
commitment
 
to
 
safety,
 
effective
 
communication,
 
professionalism,
 
skill
 
development,
 
ethical
 
conduct,
 
and
 
continuous
 
improvement
 
to
 
ensure
 
a
 
safe
 
and
 
enjoyable
 
experience
 
for
 
passengers. References
 
:
 
 
1.
 
BHPA
 
Tandem
 
course
 
material
 
generously
 
shared
 
by
 
Mr
 
Ian
 
Currer. 2.
 
https://www.paraglidingassociationoﬁndia.org/wp-content/uploads/2021/08/PAI-guidelines-
for-tandem-operators.pdf
 
3.
 
http://skynomad.com/articles/
 
4.
 
https://skytribe.ro/wp-content/uploads/2012/06/The-SIV-Maneouvres-Explained.pdf
 
5.
 
https://ﬂybubble.com/blog/paraglider-control-stall-spin-collapse
. 6.
 
https://scholar.google.co.in/scholar?q=paraglider+instabilities+and+recoveries&hl=en&as_sdt
=0&as_vis=1&oi=scholart


key: text
string_value:
7.
 
https://shmfethiye.kapadokya.edu.tr/Fethiye-Babadag-Yeni-Yonerge-en.pdf
 
8. https://www.bhpa.co.uk/pdf/BHPA_EP_Training_Guide.pdf
 
9. https://www.ﬂytandem.com/etiquet.htm
 
10.
 
https://www.ushpa.org/page/cooperative-to-the-core.aspx
 
11.
 
https://mavicpilots.com/threads/total-newbie-interpreting-airmap.54280/
 
12. https://www.faa.gov/air_trafﬁc/publications/atpubs/aip_html/images/ﬁg-ENR-1dot4-1.png
 
13. https://atcguild.in/docs/ATS%20ROUTE%20CHART.pdf
 
14. https://insidefpv.com/blogs/news/what-is-the-air-space-map-of-india
 
15.
 
https://www.ﬂyers-lodge.com/beginners.html
 
16. https://www.lenzstaehelin.com/ﬁleadmin/user_upload/IRASL_-_Final__Vol_1___005_.pdf
 
17. https://www.scribd.com/document/385476366/Aviation-Law-in-India
 
18. https://www.dgca.gov.in/digigov-portal/?dynamicPage=aircraftRulesContent2Req/1/3037/vie
wDynamicRuleContLvl2&mainaircraftRules1937/1/0/viewDynamicRulesReq
 
19.
 
https://www.noaa.gov/weather
 
20. https://www.anac.gov.br/en/safety/aeronautical-meteorology/conditions/turbulence
 
21. https://pilotworkshop.com/tips/aviation_weather_bumps/
 
22. https://gpres.weebly.com/uploads/2/2/7/3/22733438/ch5-dry-moist-adiabatic-rate-graph-cr
eated_orig.jpg
 
23.
 
https://www.sciencedirect.com/topics/earth-and-planetary-sciences/lapse-rate
 
24.
 
https://skybrary.aero/articles/lapse-rate
 
25. https://courses.lumenlearning.com/suny-geophysical/chapter/thunderstorms/
 
26. https://scied.ucar.edu/learning-zone/how-weather-works/weather-fronts
 
27. https://education.nationalgeographic.org/resource/front/#:~:text=Article%20Vocabulary-,A%
20front%20is%20a%20weather%20system%20that%20is%20the%20boundary,hot%20d
ays%2C%20and%20windy%20days
. 28. https://www.nssl.noaa.gov/education/svrwx101/wind/types/#:~:text=Downburst%20is%20t
he%20general%20term%20for%20all%20localized%20strong%20wind,clashes%20with%
20warmer%20thunderstorm%20inﬂow
. 29. https://www.sciencedirect.com/topics/earth-and-planetary-sciences/cumulonimbus-clouds
 
30. https://www.weather.gov/source/zhu/ZHU_Training_Page/clouds/cloud_development/clouds. htm#:~:text=Clouds%20form%20when%20the%20invisible,a%20liquid%20or%20solid%2
0form
. 31. https://learn.ﬂy8ma.com/wp-content/uploads/2017/11/cloud-types.jpg
 
32. https://www.freedom-parapente.fr/en/blog/clouds-and-their-paragliding-classiﬁcation#:~:tex
t=Cumulus%20clouds%20are%20ultimately%20the,and%20how%20to%20avoid%20the
m
. 33.
 
https://www.skynomad.com/articles/thermal_clouds.htm
 
34. https://www.paraglidingspain.eu/beginners-paragliding-courses/clouds-and-paragliding/
 
35. https://www.grc.nasa.gov/www/k-12/VirtualAero/BottleRocket/airplane/glider.html
 
36. https://www.paraglidingspain.eu/beginners-paragliding-courses/understand-aerodynamic-of
-paragliding/
 
37. https://www.avweb.com/features/theories-of-lift/
 
38. https://youcanﬂy.aopa.org/-/media/Files/You-Can-Fly/High-School-Curriculum/Sample-Mater
ials/Theories-of-Lift-Lesson-Plan_watermark.pdf


key: text
string_value:
39. https://www.paragliding-lessons.com/airfoil-theory-for-paragliding-wings/
 
40.
 
https://www.grc.nasa.gov/www/k-12/VirtualAero/BottleRocket/airplane/wrong1.html


