3rd Year Special Annual Double Issue Vol 4 Issue 1 & 2 Jan - Apr 2 3rd Year Special Annual Double Issue Vol 4 Issue | Page 22

descend faster by alternatively
braking and releasing around
once per second (though the
danger of inducing a stall
during this manoeuvre makes it
an “experts only” technique), and
the second, collapsing the wing
immediately after touchdown to
avoid being dragged, by either
braking at maximum or quickly
turning around and pulling down
the D-risers (the last set of risers
from the leading edge).
Control
Brakes: Controls held in each of
the pilot’s hands connect to the
trailing edge of the left and
right sides of the wing. These
controls are called “brakes”
and
provide
the
primary
and most general means of
control in a paraglider. The brakes
are used to adjust speed, to steer
(in addition to weight shift), and
to flare (during landing).
Weight Shift: In addition to
manipulating the brakes, a
paraglider pilot must also lean in
order to steer properly. Such
weight shifting can also be
used for more limited steering
when brake use is unavailable,
such as when under “big
ears”. More advanced control
techniques may also involve
weight shifting.
Speed Bar: A kind of foot control
called the “speed bar” (also
“accelerator”) attaches to the
paragliding harness and connects
to the leading edge of the
paraglider wing, usually through a
system of at least two pulleys .This
control is used to increase speed
and does so by decreasing the
wing’s angle of attack. This control
is necessary because the brakes
can only slow the wing from
what is called “trim speed” (no
brakes applied). The accelerator is
needed to go faster than this.
More advanced means of control
22
can be obtained by manipulating
the paraglider’s risers or lines
directly. Most commonly, the
lines connecting to the outermost
points of the wing’s leading edge
can be used to induce the wing-
tips to fold under. The technique,
known as “big ears”, is used to
increase rate of descent .The risers
connecting to the rear of the
wing can also be manipulated for
steering if the brakes have
been severed or are otherwise
unavailable. For ground-handling
purposes, a direct manipulation of
these lines can be more effective
and offer more control than the
brakes. The effect of sudden
wind blasts can be countered by
directly pulling on the risers
and making the wing unflyable,
thereby
avoiding
falls
or
unintentional takeoffs.
Fast descents
Problems with “getting down” can
occur when the lift situation is very
good or when the weather changes
unexpectedly. There are three
possibilities of rapidly reducing
altitude in such situations, each
of which has benefits and issues
to be aware of. The “big ears”
maneuver induces descent rates
of 2.5 to 3.5 m/s, 4–6 m/s with
additional speed bar. It is the most
controllable of the techniques and
the easiest for beginners to learn.
The B-line stall induces descent
rates of 6–10 m/s. It increases
loading on parts of the wing (the
pilot’s weight is mostly on the
B-lines, instead of spread across
all the lines). Finally, a spiral dive
offers the fastest rate of descent,
at 7–25 m/s. It places greater
loads on the wing than other
techniques do and requires the
highest level of skill from the
pilot to execute safely.
Big ears
Pulling on the outer A-lines
during non-accelerated, normal
flight folds the wing tips inwards,
Vol 4 | Issue 1 |Jan - Feb 2019