International
Hang Gliding
& Paragliding Commission (CIVL)
PARAPRO
RECOMMENDED
INTERNATIONAL PARAGLIDING STANDARDS OF SAFETY AND TRAINING
2008 Edition
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THE
PARA PRO
A
PARAGLIDING SAFETY AND TRAINING ANALYSIS
by
Stein Arne Fossum*
____________________________________________________________
The
history of paragliding has been written in a few years, where new barriers have
been broken virtually every day. (Today it may suffer from a hard case of the
"Icarus Syndrome".) It has developed into a full-blooded aviation
activity, which means that it is no longer simple and easy to learn. It has
become complex and potentially more dangerous for the "self-learners",
while the opposite may be true for the ones that receive proper training.
In
the race for more efficient gliders and new developments (high aspect-ratio
wings, power, thermal and cross country flying), one seems to forget too often
that human nature needs time to learn to perform new tasks in a safe manner. The
training methods are very often on the "ground skimming level", while
reality calls for cross country and thermal flying.
If
one looks at the history of paragliding with respect to the levels of flying
that have been reached (limited to foot launched, no power paragliding), we see
5 distinct stages, similar to those involved in flight in hang gliders. However,
in paragliding, the lowest two levels are combined, due to the greater ease of
takeoff and landing and lower flight speeds in paragliders.
Accidents
are most likely to happen when the pilot takes the step up to a higher stage.
The
5 stages of paragliding:
5.
CROSS COUNTRY
4.
ADVANCED SOARING
(Soaring
in turbulent conditions.)
3.
BASIC SOARING
(Soaring
in non turbulent conditions)
2.
ALTITUDE GLIDING
(Altitude
and space to manoeuvre, no soaring)
1.
GROUND SKIMMING
(Don't
fly higher than you would care to fall!)
(this
stage is combined with stage 2)
*NOTE: This
article was originally written by Stein Arne Fossum when he made the PARA PRO
system in 1980- 1982. The names of the stages have been updated, but otherwise
it is the original text (with a few additions). At some points it therefore may
seem somewhat outdated, yet the principles described herein are timeless. Note
that this document only applies to foot-launched paragliding flight at this
time, with no mention of tow launches.
Each
stage is followed by a more complex stage (a building block system) requiring
new knowledge and skills. It is a natural "ladder" where a student
should climb to progress safely in his paragliding career.
We
have additional stages like Aerobatics, Experimental and Power, all of which I
personally consider unsafe for the general pilots at the present time. They
should therefore only be performed by specialists using a strict professional
program until safe methods are found to make them available to everyone.
In
addition to the stage system above, there are also other stages or steps a pilot
may take, such as changing to another harness system, or learning to fly a new
site or a new glider.
Each
time new stages are pioneered, or are being reached by the "self
learning" pilots, there are an increase in accidents. Some of those
accidents are unavoidable because of the pioneering nature of it (Lillienthal
was the first one), while others could have been avoided simply by proper
training.
If
one analyses why most accidents caused by "pilot error" happen, one
finds that they happen either because the pilot tries to perform a task or meet
a condition he/she is not able to master, or he/she simply does something that
should not be done.
Today
we have all the material necessary to avoid most such accidents, either by the
knowledge the paragliding community has collected itself or by the available
knowledge through other aviation activities. Either we know how a task should be
performed correctly or we know that there are clear limitations that we cannot
safely exceed. (One sample of the latter is cloud flying. Any sane motor or
glider pilot knows that this is dangerous, and it is hence unnecessary for
paraglider pilots to rediscover this fact by killing themselves).
Today,
paragliding, along with other aviation activities, has most of the information
needed to progress safely through the flying stages. All that is needed is to
put all together in a training system.
Let
us have a closer look at the model of the stages:
The
5 stages of paragliding:
Accidents
are most likely to happen when the pilot takes the step up to a higher
stage.
A training system should be designed to smooth out these steps with a
natural
progression to higher pilot ability. We fill in these steps with instruction.
5.
CROSS COUNTRY
(Brown)
4.
THERMAL SOARING
(Blue)
3.
RIDGE SOARING
(Green)
2.
ALTITUDE GLIDING
(Orange)
1.
GROUND SKIMMING
(combined
with stage 2)
A
PILOT'S ABILITY to fly paraglider can be broken down to 4 QUALITIES that we
can
develop:
1.
Knowledge
2.
Skill
3.
Experience
4.
Airmanship
SKILL: Since
paragliding is a practical activity, a pilot's ability can best be measured by
his skill, which means his way of performing manoeuvres, links of manoeuvres and
tasks, and how he masters flying conditions and new situations. He certainly
also must show good AIRMANSHIP but that is not easily measured and difficult to
diagram. A good instructor however is able to spot good airmanship often before
the pilot is even in the air.
KNOWLEDGE
and EXPERIENCE are only "tools" used to improve a pilot's SKILLand AIRMANSHIP and
hence his ABILITY as a pilot. They are however of good value in the
learning process and their value as such can hardly be overestimated. Left alone
by themselves they are meaningless in measuring the pilot ABILITY.BASED on
the above "facts" or statements, I have developed a training system,
built on the 5 STAGES of PARAGLIDING as a natural progression for a
pilot. I have also based the system mainly on the development and measurement of
the pilot's SKILL, although the other 3 qualities have found their place.
For
instance, AIRMANSHIP is expressed by the fact that the pilot has either a
STUDENT LICENCE, which means that he lacks the necessary AIRMANSHIP to take care
of his own and others’ safety, or he has a PILOT LICENCE, showing he has the
necessary AIRMANSHIP. In other words, a student pilot is one that is under a
training system, controlled by an instructor, and all his flying shall be in
accordance with the instructor guidelines. A pilot licence shows that the holder
is a pilot that is mature enough to take care of his own flying, seeking further
instruction when he feels he needs it. A pilot licence does not mean that the
holder is someone that does not need more instruction because "he knows it
all", but merely that he can take care of himself at the stage he is at.
When he wants to progress to a higher stage he seeks instruction, before he goes
out on his own flying at that stage.
THE
COLOUR CODES (or "Black belt in Paragliding"): The stages in the
system are colour coded for easy identification. The idea is that the pilot (or
student) will wear visible markings that identify him as a Student or a Pilot,
as well as the stage he is on (signed off by an instructor). Apart from being a
good site control system it has its values as a training aid. It is motivating
and it gives the students and pilots insight in what they are up to by breaking
down the way to the top into easily identifiable stages or blocks that seem
attainable by most people.
Note:
The stages are given colours from yellow to brown. A "black" grade or
Master grade may be considered as the top level. This grade should express the
ultimate in Airmanship, Skill, Knowledge and Experience.
PARA
PRO, general description
The
objective of this program is to aid and assist the participants to progress
safely in, and enjoy, the sport of paragliding, and become true airmen.
Which
means that they must be able to enjoy the beauty and freedom of the sport,
and not risk injury or restrictions due to their own and others’ lack of will
and ability to take care of their safety, enjoyment and freedom.
The
ability of an airman is based on knowledge, skill, experience, personal
qualities and attitudes, which take time to develop to a standard where one is
able to operate alone within the objective above.
The
development of this ability is a matter of education, which is done most
efficiently, enjoyably and safely through a planned program which motivates the
student and pilots by helping them to reach easily definable and natural stages
or goals, which gradually expands the operational freedom without jeopardising
safety.
THE
PROGRAM
The
program consists of 5 natural stages, based on the development of the sport, and
which gives an excellent progression after the building block principle of
learning. One progresses from the easy to the more difficult, from low to high,
from basic to advanced, from simple to complicated, being careful not to leave
any gaps on the way.
The
program also divides the participants into students and pilots which indicated
whether they are able to operate alone or not.
THE
5 STAGES
1,2.
Altitude gliding Orange Student
3.
Ridge Soaring Green Pilot
4.
Thermal Soaring Blue Pilot
5.
Cross Country Brown Pilot
PARTICIPANTS:
Students:
A
student pilot is as the name suggests under training to become a pilot. He
is considered to have limited ability to take care of his own and other people's
safety.
This
means that he has not developed enough ability to evaluate all elements
involved with regard to safety and based on this, make safe and sound decisions
and act accordingly, without the supervision of an instructor.
Pilots:
A
pilot should be able to take care of his own and other people's safety
within applicable rules, regulations and code of good practice, while operating
alone requires higher stages than they are rated for.
This
means that he must be able to evaluate all the elements involved with
regard to safety, and based on this make safe and sound decisions and act
accordingly, on his own, or to obtain further instruction, information and
assistance at his own discretion.
Recommended
training and safety limitations
Students should
always fly under the supervision of an instructor. Before all the rating
requirements are met they should always fly under the direct supervision of an
instructor.
Students should
only fly paragliders and harnesses suitable for students and which on they have
been checked out on by the instructor. They should only do tuning and repairs
when approved by the instructor.
Students should
only fly demonstration or competition flying at the stages they are rated for
and always under the direct supervision of an instructor.
Pilots are
expected to be familiar with and to follow all applicable national aeronautical
regulations and local flying site rules.
Pilots should
not participate in demonstration, competition or other organised flying which
requires higher standards than they are rated for.
Minimum
age: To fly paraglider: the minimum recommended age is 16 years old, with
the written permission of parent or guardian when below 18 years.
PARA
PRO, DESCRIPTION OF STAGE ELEMENTS:
Knowledge
Students
stage 1, 2 and 3 should be given the necessary lectures, briefings, oral
discussions and written tests to ensure that the required knowledge needed to
meet the objectives of the applicable stage, is acquired. The listed
requirements are a guide to meet those objectives. They should not restrict
anybody from giving additional instruction if found necessary. The methods of
instruction may vary and are left to the discretion of the organiser/instructor.
Stage
3. Before a student is signed off to become a pilot, he should pass a written
test on air law, applicable rules and regulations and code of good practice, to
ensure that he has all the necessary knowledge to operate alone, safely and
correctly at sites and in the air.
Pilots
stage 4 and 5, may at their own discretion acquire the required knowledge,
either through attendance of lectures, briefings or through oral discussions and
group or personal study.
Before
a student or a pilot is signed off at an applicable stage, the instructor
or observer must be convinced that he meets the required standard of knowledge.
Practical
skills
Students
stage 1,2 & 3, should be given the necessary instruction in each of the
practical skills. Before a skill is actually performed, the student should be
given a theoretical briefing in the basic theory, the purpose, normal
procedures, mistakes, faults and dangers and their corrections, as well as the
acceptable safe criteria of performance.
Each
skill should be practised until the instructor is convinced that it is mastered
within correct and safe procedures and limitations for the applicable stage. The
skills may be signed off progressively as the above criteria is met. A special
flight test is hence not necessary.
Pilots
stage 4 & 5, may at their own discretion, within acceptable safe methods,
acquire the necessary instruction for each practical skill. Before the skills
are signed off, they should be demonstrated to an instructor or observer, who
should be convinced that they are mastered within safe procedures and
limitations.
Experience
Experience is
not, by itself, a measurement of pilot ability. It shall, however, ensure that
the knowledge, skills and airmanship have been practised a minimum number of
times in various situations. Exercise, drill and practice are important in the
learning process to meet the objective of all true learning which is: to effect
behavioural changes.
The
experience requirements should be documented by a logbook or reliable
witnesses. The instructor or observer should be convinced that the minimum
requirements are met or he/she must require further proof.
Airmanship
The
instructor or observer should be convinced that the student or pilot has the
ability to take care of his own and others’ safety at the applicable stage,
within applicable rules, regulations, recommended safety limitations and code of
good practice.
PARA
PRO, STAGE 2, LOW FLIGHTS & ALTITUDE GLIDING
(ORANGE)
Low
flights is gliding near the ground over smooth terrain, normally not above 5
meters. Altitude gliding is gliding with enough height and distance from the
terrain to be able to manoeuvre relatively freely.
INSTRUCTIONAL
AND SAFETY RECOMMENDATIONS:
The
objectives of this stage are to introduce the student to paragliding by a
progression through first low flights (the first stage) and then altitude
gliding (the second stage) and make him able to practice and enjoy this within
safe limitations, as well as to prepare him for the next stage.
This
stage is probably the most important in the whole progression of the student,
since it is here the basis for good (or bad) habits is founded. One shall in
safe closeness to the ground, fly easy equipment, in easy hills and conditions,
to gain confidence in flying, the equipment and also oneself and practice and
learn the basic skills.
The
student shall then gradually become accustomed to flying well clear off the
ground, and lose possible height anxiety (allow for individual progression). One
must now plan and prepare for each flight and one finds that one is actually
safer with altitude that gives time and space to manoeuvre and correct for
possible mistakes. One learns and practices the basic manoeuvres, such as speed
control including slow flying, co-ordinated turns, and combinations of those,
correction for wind drift and precision approaches and landings. The latter
proves that one has mastered the other manoeuvres with sufficient planning and
precision. The key word is planning that starts even before takeoff and
continues all the time. One must be ahead of the events, observe, evaluate,
decide and act accordingly. This "process of flying" is vital in all
aviation, also on the higher stages. It is warned against attempts to take off
in cross-, down-, gusty or strong winds and to fly in unstable or turbulent
conditions or in lift. One should at the beginner’s hill only practice gentle
turns with only small diversions form the flight path. In the intermediate hill,
poor planning, preparations and takeoff techniques may have the most serious
consequences. All manoeuvres should be done into the wind to avoid drifting into
the hill or too far off and hence not be able to reach the landing area.
Advanced manoeuvres, like 360o turns, pylon flying and slow flying should be
performed with extra caution and sufficient height and distance to the terrain
to allow for corrections or recovery if control is lost. Turns, downwind flying
and airspeed below speed for best glide angle close to the ground should be
avoided. Approach should be planned in good time, and started with good height.
After all rating requirements have been met: The student should, when flying
without the direct supervision of an instructor only fly in beginner or
intermediate hills with light to medium (0-3 m/s, 0-15 km/h, 0-10 mph), smooth
winds. Takeoffs should only be done in approximately headwind. Lift or
turbulence should be avoided, or if this is not possible, flown straight through
(away from the hill) to calmer conditions in order to land in the ordinary
landing area. One should also avoid flying alone.
A
beginner hill is a hill with smooth terrain, preferable snow, sand, grass or
gravel, with a profile that allow for low flights with the type of glider in
use. The takeoff and landing areas and the area between should be free of
obstacles and other hazards with a good margin to either side. It should be
possible to do the whole flight in close to a straight line.
An
intermediate is a hill where takeoff, landing area and the flight path between
them is considered to be easy and with good margins to any obstacle or other
safety hazards. The takeoff area should be smooth with a profile that allows for
acceleration to flying speed before getting airborne (no cliff launch). The
landing area should be large and easy to reach by normal manoeuvring with a good
margin of height. There should be established two-way communication between
takeoff and
landing
if the landing area cannot be seen from takeoff.
Before
progressing to the next stage it is of vital importance that the student knows
the theory as well as mastering all practical skills, especially airspeed
control in the lower speed range and that he is able to recognise and correct
for nearness to stalls.
This
applies to both straight flight and turns. To gain a minimum of experience, the
student is recommended to practice a minimum of 4 flying days and 20 flights,
after all rating requirements are met.
PARA
PRO Stage 2, KNOWLEDGE Requirements:
Aerodynamics:
1.
Lift: Difference in pressure created by: profile, airspeed and angle of attack.
Low pressure over the wing, high pressure under the wing. Definition of:
relative wind, even (laminar) airflow.
2.
Lift factors: airfoils (wing profile), area, aspect ratio, air density,
airspeed, angle of attack. Internal pressure in the wing, how influenced by use
of brakes.
3.
Resistance/Drag: Parasitic, induced, relation to airspeed and angle of attack.
More drag when paraglider is behind the pilot on the ground than when overhead.
4.
The nature of flying: One is always dependent on continuous forward airspeed in
order to keep flying, one can not stop or reverse.
5.
Load: Weight, G-force. Forces in turns, lift gradients gusts and turbulence.
Opening shocks.
6.
Driving forces:
a.
On the ground: By running.
b.
In the air: The principle of the inclined plane: In flying without engine one is
always going down (related to the air around you) because gravity is the driving
force.
7.
Airspeed versus Groundspeed. Wind effects: Why to take off and land into the
wind. Head- or tail-wind, wind drift and crabbing, drift and corrections in
turns.
8.
Stalls: Description, dangers, recognition, avoidance and recovery. In turns,
accelerated, secondary, in wind and lift gradients, downwind, in gusts and
turbulence.
9.
Frontal collapses: Both asymmetrical (one wingtip) and symmetrical (both
wingtips, or entire leading edge). Description, dangers, recognition, avoidance
and recovery. In turns, gusts and turbulence.
10.
Spins, Spirals, Skids and Slips. Negative spins. Description, recognition,
avoidance and recovery.
11.
Wing tip vortices: Turbulence behind all aircraft, how to avoid collapses
therefrom. Ground effect.
12.
Control movements and principles: Airspeed control and turning. Use of brakes
versus weight-shift.
13.
Airspeeds and speed polars: Minimum sink and best glide angle, relation between
airspeeds in head- and tail-wind and varied wing loading.
Micro-meteorology
(site conditions) and meteorology:
1.
Wind, description and creation: Airflow from high to low pressure. Created by
uneven heating of the surface. (Samples: Water flow. The sea breeze).
2.
Wind measurement, wind meters, natural indicators and signs.
a.
Velocity: Knots, MPH or m/s.
b.
Directions: Compass and quadrant (Head or up, tail or down, crosswind).
3.
The wind force: Increases proportionally with the square of the wind velocity
increase. Effects, dangers.
4.
Wind gradient: Effect, dangers, corrections.
5.
Uneven wind/gusts, turbulence and lift: Causes, signs, dangers.
a.
Mechanical turbulence: Behind or lee of obstructions, trees, buildings, hills.
b.
Thermal turbulence: Instability, uneven heating, dangers, recognition.
c.
Wind shifts: Gusts and dangers.
d.
Wind shears: Descriptions, dangers.
6.
Local conditions: Terrain effects, valleys, around obstructions and corners.
7.
Weather: Creation, heat and pressure differences, stability/ instability,
circulation, wind systems.
8.
Sea breeze: Creation, effects.
9.
Waves: Rotors. Behind mountains, signs and dangers.
10.
Ridge effects: Descriptions, kinds, gradients, dangers.
11.
Thermals: Description, instability, turbulence, signs.
12.
Clouds: Cumulus, cumulonimbus, rotor clouds, dangers.
13.
Airmasses and Fronts: Cold fronts, warm fronts, signs and conditions.
14.
Weather reports and evaluation:
a.
Weather reports: Signs, interpretation.
b.
Reading wind: direction and force, at takeoff and landing, along the flight
path, indicators.
c.
Recognition of safe and dangerous conditions.
Paragliders
and equipment:
1.
Construction and Terminology: Materials and parts.
2.
Airworthiness standards and requirements: Design and certification, purpose and
need. Design maximum loads, manoeuvring limitations, stability, stall
characteristics, manoeuvrability, speed range, pilot weight and rating.
3.
Handling: Control response. Roll, pitch and yaw coupling. Stability, slow flight
and stalls, B-lining, takeoff and landing characteristics. Effect of
accelerators or speed systems.
4.
Maintenance: Daily and periodical inspection and care, qualified tuning and
repairs.
5.
Selection of gliders: Rating and experience, type of flying, performance,
handling and weight range. Use and ambitions. Appropriate model rating for
students: Standard rating (not Performance or Competition rating).
6.
Selection of harnesses: Types of harnesses, weight-shift or classic; use of
crossbracing. Rating and experience.
7.
Performance: Minimum sink, maximum glide, maximum speed, penetration, turning
capacity.
8.
Safety equipment: Helmet, boots, gloves, clothing. Rescue system. Dorsal
protection and hip protection. Airbags.
Airmen
1.
Physical factors: Fitness, strength, exhaustion. Drugs and alcohol. Vertigo,
hyperventilation.
2.
Psychological factors: Anxiety and fear of height. Recognition of own ability
and limitations versus natural and equipment limitations. Confidence versus
overconfidence (The Icarus syndrome). Group and personal pressures and approval,
saying no, the walk down. Self discipline.
3.
The learning process and environment: The training system, objectives,
description, safety, motivation, individual progress.
4.
Conduct/ Airmanship:
a.
The nature of flying: One is always dependent on continuous forward airspeed in
order to keep flying, one can not stop or reverse.
b.
The process of flying: Insight, continuous evaluations, decisions, actions. With
regard to the nature of flying, being ahead.
c.
The commando principle: The necessity of completing every started flight.
The
danger of panic.
Rules
and regulations (as applicable):
1.
Government or other official authorities.
a.
Airspace and Air traffic: Controlled and uncontrolled airspace and airports, VFR/IFR
traffic and rules, right of way rules.
b.
Other rules.
2.
National Paragliding Association.
3.
School and training.
4.
Local and site(s).
5.
Code of good practice.
6.
Right of way rules.
Practical
flying and safety:
1.
Instructional and safety recommendations.
2.
Flight planning: The process of flying: Information/observation, evaluation,
decisions and execution. Making a flight plan.
3.
Preparations: Standard routines and checks, double checks of critical factors.
4.
Flying exercises: The practical skill requirements: Description, intention,
procedures, execution, errors and dangers.
5.
Critical, dangerous and emergency situations: Their causes, avoidance,
recognition, corrections. Applicable training methods (simulations).
a.
Poor preparation: Equipment failures and malfunctions.
b.
Ground handling in gusts and strong winds: Loss of control. Being dragged,
avoidance, prevention.
c.
Stalls: Level flight, in turns, low, high, in takeoff, in gradient, in gusts, in
turbulence, in (unexpected) lift, downwind, downwind turns in gradient.
d.
Poor takeoff techniques: Poor control of glider, poor airspeed and directional
control. Over-control, turn back to hill. Getting into harness, release of
brakes to accomplish same.
e.
Wind conditions: Wind strength, crosswind, gusts and turbulence, unexpected
lift, drift into hill, wind gradient.
f.
Crashing/ Emergency landings: Avoidance, preparations.
g.
Takeoffs above 1500m: Air density decreases. True airspeed increases.
h.
Critical manoeuvres: Flying close to terrain and obstructions, stalls and slow
flight, 360o turns, spins, spiral dives, pylon flying. Takeoff in wind without
assistance, particularly near cliffs.
i.
Unfamiliarity: With sites, conditions, glider or harness, manoeuvre or tasks.
j.
Physical and Physiological factors: Stress, pressure, exhaustion, fear, drugs
and alcohol.
k.
Poor airmanship: Overestimating own ability and/or underestimating sites,
conditions, equipment or task.
l.
Vertigo: Flying with reduced visibility.
m.
Combinations: Of two or more of the above multiplies the risk of accidents.
n.
Emergency manoeuvre: Use of parachutes, prevention of down-planing of paraglider
after parachute deployment. Landings in water, trees, rough terrain, obstructed
areas, electrical wires.
o.
Accidents: Assistance and reports.
First
Aid:
In
accordance with appropriate authority's recommendations.
PARA
PRO Stage 2, PRACTICAL SKILLS Requirements:
Part
1: Introduction and LOW FLIGHTS:
1.
Transport, care and maintenance: of paraglider and equipment. Accordion vs.
rolled fold up. Proper stowing of lines and risers.
2.
Pre and post flight routines:, Laying out, making a horseshoe, “building a
wall”, adjustments, pre-flight checks, line and karabiner control, harness
control, attachment of cross-bracing and speed system. Packing up.
3.
Takeoff position and final check: Position of risers and toggles. Body and arm
position. Final check.: Of karabiners and cross-bracing, conditions, clear area.
4.
Takeoff exercises. The glider to flying position: Determined, correct running to
get the glider up. Checking the glider visually. Letting go of front risers.
Correcting problems. Continue running, smooth acceleration, no jumping into
harness.
5.
Running with glider: Controlling position of paraglider and angle of attack and
roll, on flat ground and on a slope.
6.
Stalling and stopping a run: On flat ground and on a slope. Correct landing
technique. Not flaring too soon.
7.
Flight planning: Evaluating site and conditions. Decisions, giving a flight
plan.
8.
Takeoff: Takeoff position. Smooth acceleration and lift off, with correct
airspeed and good directional control.
9.
Speed control: Best glide angle speed, no tendency of slow flight or stall.
10.
Directional control: Maintaining heading, smooth course corrections, avoidance
of oscillations.
11.
Shallow turns: Co-ordinated entry and recovery, small diversions from course.
12.
Landings: Directly into wind.
Part
2: ALTITUDE GLIDING:
1.
Planning: Insight, evaluation of site and conditions, decisions, giving a flight
plan.
2.
Pre-flight routines: Repetition of Part 1, spreading, adjustment, pre-flight
checks.
3.
Takeoffs: Start position, final check, smooth acceleration, lift off at correct
speed, good speed and directional control.
4.
Speed control manoeuvres: Best glide angle and minimum sink speed.
5.
Turns: 90o - 180o, gentle to medium bank, left and right, co-ordinated.
6.
Slow flight: Recognition and recovery (at safe altitudes).
7.
Ground reference manoeuvres:Figure 8-turns and rectangular patterns, correcting
for wind-drift.
8.
Traffic rules: Manoeuvring according to other traffic.
9.
Landing patterns: Following planned procedure. Approach with downwind, base and
final legs. Figure 8-turns. Control of gradient.
10.
Turning and landing only by the use of the rear risers: Simulation of brake-line
failure.
11.
Precision approaches and landings: Safe and standing inside an area pre-set by
the instructor. Slow flight and mushing is not allowed.
PARA
PRO Stage 2, EXPERIENCE Requirements:
1.
A minimum of 6 flying days.
2.
A minimum of 30 successful flights, of which at least 10 are altitude gliding
flights.
PARA
PRO Stage 2, AIRMANSHIP Requirements:
The
instructor should be convinced that the student is able to take care of his own
and others' safety, while flying low or altitude gliding within the
instructional and safety recommendations given.
PARA
PRO, STAGE 3, BASIC SOARING, GREEN.
Basic
soaring is soaring in easy ridge or thermal conditions, without gusts or
turbulence, well clear of the terrain, obstacles and other traffic.
INSTRUCTIONAL
AND SAFETY RECOMMENDATIONS
The
objectives of this stage are to introduce the student to soaring flight and to
make him able to practice and enjoy soaring within safe limitations. He should
also be qualified to become a pilot, with the ability to operate alone within
safe limitations and to take the responsibility for his further progression.
Soaring
has many stages in itself, with increasing difficulty, from easy conditions and
manoeuvs with a large safety margin, to marginal or extreme conditions with
minimal margins. When a pilot "masters the art", it seems quite simple
and in a sense it is. This, however, should not mislead anyone into believing
that it is easily mastered. Lack of knowledge, misjudgement, wrong manoeuvring,
ignorance or gambling may easily end up in a serious accident. One will in this
stage get more time to practice in the air and the flying can get automated.
There is however less room for mistakes and errors. Therefore careful planned
progression is very important. Exercises should in the beginning be simple and
with large margins. Soaring requires careful preparation, good planning and
ability to do precise and fast manoeuvring. Especially important is good launch
technique and control in the lower part of the speed range. One must be able to
fly co-ordinated turns with a minimum loss of altitude, often in marginal
conditions close to the ridge while calculating drift and keeping constant
lookout for other traffic and manoeuvring according to traffic rules. One must
also be able to recognise all kinds
of
collapses and to execute prompt and correct recovery at the first signs, with a
minimum loss of height and control.
To
become a pilot: One should now also be free to develop further, and one has
still a lot to learn in order to be able to use the possibilities there is. One
will be given possibilities that will demand very good "airmanship"
including self discipline and carefulness. It can often be necessary not to fly
or to fly with large margins. The point is that one must show that one is able
to take responsibility and that one know where ones own as well as others limits
are, and when further instruction is necessary.
An
instructor will no longer be responsible. This puts large demands on one’s
personality. It is warned against too fast a progression, overconfidence,
inattention, ignorance, gambling, misjudgement and lack of skills. One will
operate in stronger winds with smaller margins than on previous stages. Even
before takeoff accidents can happen. Poor takeoff techniques, lack of control
and correction of glider while running, or takeoff without a "perfect"
glider can have serious consequences. One should have qualified assistance when
launching in strong or gusty winds. Further one should be very careful with the
conditions, which can change suddenly. Strong wind and turbulence may easily
lead one to the lee side, or to drift in over dangerous/ unknown terrain. One
should also avoid flying alone.
It
is also warned against the so called "intermediate syndrome" or "Icarus
syndrome", meaning that it is easy to believe that one now knows and
masters everything, and that neither oneself or the equipment has limitations.
(It is well known that Icarus was the first who killed himself because of this
attitude.)
The
student (before stage 3 is attained) should only fly:, with instructor present,
in easy smooth conditions with a wide lift band or in smooth thermal conditions.
This will allow him to manoeuvre with a good margin to other traffic and the
terrain. He should be careful not to turn before he is established in flying
position with good control of airspeed and direction. He should not try to
return to a lift band he has flown out of. Ridge soaring in marginal lift, in
strong wind (above 7 m/s, 25 km/h, 15 mph), in turbulence, cliff launches,
crosswind launches, top landings or landings into the hill (hillside landings)
are also not allowed. After all rating requirements have been met one can fly
freely within the safety limitations, as long as a higher stage is not required
by other rules or regulation. One will have the responsibility to seek further
instructions when necessary. It is recommended in the beginning to use the rules
for students (above) as a guidance for safe flying.
Only
experienced pilots should fly at advanced sites close to the ridge, in marginal,
strong or turbulent conditions or in "heavy traffic".
Before
progressing to higher stages, the pilot should have a variety of experience from
different sites and conditions. The process of flying should be automated, so
that reactions are fast and correct in the different situations/exercises one
has to master. It is recommended to fly a minimum of 20 hours and 50 flights.
PARA
PRO Stage 3, KNOWLEDGE Requirements:
Aerodynamics:
1.
Repetition of stage 2 theory.
2.
Stalls and collapses: In takeoff, in gusts and turbulence. In lift gradients.
Turning in lift gradients. In wind gradient. Turning in wind gradient
(downwind). Secondary stalls.
3.
Speed polars: Performance. Evaluation of glide angle and minimum sink with
corresponding airspeeds: In head- and tail-wind, in lift and sink. With regards
to wing loading, air density, turns.
4.
Wind effects: Wind-drift and crabbing, drift and corrections in turns. Head- or
tailwind, penetration.
5.
Wing tip vortices: Behind other gliders, aeroplanes, helicopters.
Meteorology:
1.
Repetition of stage 2 theory.
2.
The wind force: Increases proportionally with the square of the wind velocity
increase. Effects and dangers. On the ground, at takeoff, in the air, at the
landing.
3.
Ridge lift:
a.
Factors: Shape and gradient of slope, wind direction and velocity.
b.
Components: Horizontal and vertical, gradients, acceleration, strongest lift,
strongest headwind.
c.
Dangerous conditions and areas: Lee-side, turbulence, rotors, strong gradients
and winds. Winds that increase quickly in speed.
d.
Safe and good conditions: Up and in front of the ridge.
4.
Waves:
a.
Factors: Terrain, wind direction and velocity.
b.
Signs: High winds, lenticular clouds, rotor clouds.
c.
Dangers: Rotors, penetration, strong lift, high altitudes, hypoxia, cold.
5.
Thermals:
a.
Factors: Instability, lapse rates, terrain, sunshine and heating.
b.
Signs: Large temperature drop with altitude, wind shifts, lulls and gusts,
cumulus clouds.
c.
Dangers: Gusts and turbulence, strong lift gradients, pitch ups and downs.
d.
Safe and good conditions: Large thermals, smooth and moderate gradient, light to
medium winds.
6.
Frontal lift: Cold front description.
a.
Factors: Airmasses, from high to low pressures, instability.
b.
Signs: Cumulus clouds, moving clouds, squall lines, wind-shift, temperature
rise/fall.
c.
Dangers: High winds, wind shifts and gusts, strong lift, turbulence.
7.
Clouds: Cumulus, cumulonimbus, cap clouds, rotor clouds, stratus clouds,
lenticular clouds.
8.
Weather reports: Actuals (METAR), forecasts (TAF), maps. Where to obtain,
interpretations.
9.
Weather signs: Reading the weather on the ground and in the air:
a.
Measuring: Of the wind, pressure and stability.
b.
Clouds: Associated weather and conditions.
c.
Wind: Reading the wind, wind indicators.
Paragliders
and equipment:
1.
Repetition of stage 2 theory.
2.
Design Factors: Airworthiness, performance, handling.
3.
Maintenance: Daily and periodical inspections and care, repairs.
4.
Tuning: For maximum performance in the prevailing conditions.
5.
Instruments: Variometers, altimeters, airspeed indicators.
6.
Clothes and equipment: For endurance, high altitude and cold.
7.
Selection of glider: Appropriate model rating for pilots at this level: Standard
rating (not Performance or Competition rating).
Airmen:
1.
Repetition of stage 2 theory.
2.
Pilot in command: Airmanship, traits, abilities, responsibilities, command and
control. Mastering the nature and process of flying.
3.
Physical factors: Vertigo, hypoxia, cold, exhaustion.
Rules
and regulations:
1.
Repetition of stage 2 theory.
2.
The airspace and other traffic in the air:
a.
Controlled airspace and airports: Control zones, terminal areas, airways, ATC,
VFR/IFR traffic patterns, rules of operation, VFR rules for minimum visibility
and distances from clouds.
b.
Uncontrolled airspace and airports: Information zones and services, VFR/IFR
traffic patterns, rules of operation, VFR rules for minimum visibility and
distances from clouds.
c.
Other airspace: Restricted, dangerous and prohibited areas.
3.
Information sources: ICAO maps, publications, manuals, NOTAMs. Where to obtain.
Air Traffic Control, information service, local airports and clubs, schools.
4.
Right of way rules for paragliders and hang gliders: General, ridge soaring,
thermal soaring.
5.
Other rules and regulations, as applicable: Government, National Paragliding
Association.
6.
Code of good practice.
Practical
flying and safety:
1.
Repetition of stage 2 theory.
2.
Instructional and safety recommendations.
3.
Preparations: Standard routines and checks, double checks of critical factors.
4.
Flying exercises: The Practical skill requirements: Description, intention,
procedures, execution, errors and dangers.
5.
Critical, dangerous and emergency situations: Their causes, avoidance,
recognition, corrections. Applicable training methods (simulations).
a.
Ground handling in gusts and high winds. Practice of reverse inflation, use of
crossed-hands control or not. The turn from reverse to forward position, when
and how. Deflation of glider when necessary, avoidance of being dragged.
b.
Poor takeoff techniques: Wrong use of or wrong commands to assistants. Poor
control off the glider. Poor airspeed and directional control, collapses, loss
of control, turning back to ridge. Getting into harness.
c.
Stalls: In gusts, turbulence, in lift gradient, close to the terrain, in turn.
d.
Conditions: Marginal lift, strong winds, gusts, turbulence, rotors.
e.
Unusual attitudes: Turbulence, aerobatics, flying close to clouds.
f.
Critical manoeuvres: 3600 turns, returning to lift band, flying close to the
terrain, top landings, hillside landings, stalling in turns. Stopping a negative
spin. Recovery from major collapses (symmetrical or asymmetrical). The use of
“big ears”. Stopping a spiral dive.
g.
Unfamiliarity: With sites, conditions, glider or harness, manoeuvres or tasks.
h.
Physical and Physiological factors: Stress, pressure, exhaustion, fear, drugs
and alcohol.
i.
Poor airmanship: Overestimating own ability, and/or underestimating sites and
conditions.
j.
Vertigo: Flying with reduced visibility.
k.
Combinations: Of two or more of the above multiplies the risk of accidents.
l.
Emergency maneuvers: Use of parachutes. Landings in water, trees, rough terrain,
obstructed areas, electrical wires.
m.
Accidents: Assistance and reports.
First
Aid:
Repetition
of stage 2 theory.
PARA
PRO Stage 3, PRACTICAL SKILLS Requirements:
1.
Review: Stage 2 manoeuvres mastered.
2.
Planning: The process of flying, giving a flight plan.
3.
Preparations: Spreading out, attachment of harness, adjustments, pre-flight
checks.
4.
Ground handling: Control, assistance, correct procedures.
5.
Takeoffs in wind: With assistance, procedures, instructions, Start position.
Final checks. Speed and direction. Flying position.
6.
Minimum sink manoeuvres: Speed control, co-ordinated turns left and right,
minimum loss of height, without any sign of stall.
7.
Wind corrections exercises/ Manoeuvring in lift bands: Figure 8 manoeuvring,
corrections for wind drift, turns and reversing direction. Maneuvering according
to terrain and other traffic, keeping a good lookout.
8.
360 degree turns: Ordinary speed and on minimum sink, right and left, shallow to
medium bank, without any sign of stalls. (Safe height and distance to terrain.)
9.
Asymmetrical collapses: 20-30% on one side and on both sides. (Safe altitude and
distance.) Progression from pulling on 1 A-line to 2, 3, 4. Use of
countersteering with weight shift. Pumping out folds.
10.
Big ears: Pulling down of both sides of outer A- lines to equal length and
“folding in” of outer wingtips, maintain straight and level flight, using
weight shift only. Weight shift left and right sides, return to straight and
level flight. Use moderate accelerator to increase sink rates. Note: This
manoeuvre should only be performed at min. 200 m above ground with sufficient
clearance from obstacles and completed at min.100m. above ground.
11.
Soaring: Entering, turning and manoeuvring in lift, corrections and gradient,
without any signs of stalls.
12.
Precision approaches and landings: Safe and inside an area decided by the
instructor.
PARA
PRO Stage 3, EXPERIENCE Requirements:
1.
A minimum of 60 successful flights and a total of 10 flying hours.
2.
Flights from 5 different sites, of which 3 are inland.
3.
Minimum 3 flights and a total of 2 hours of flying in lift.
PARA
PRO Stage 3, AIRMANSHIP Requirements:
The
instructor should be convinced that the student is able to take care of his own
and others’ safety within applicable rules and regulations, recommendations
and code of good practice, while operating alone.
PARA
PRO, STAGE 4, ADVANCED SOARING, BLUE.
Advanced
soaring is flying in demanding lift, as marginal, strong and/or turbulent hang,
thermal or wave conditions.
INSTRUCTIONAL
AND SAFETY RECOMMENDATIONS:
The
objective of this stage is to make sure the pilot safely can fly advanced
soaring, also under pressure as in displays, demonstrations and competitions.
This stage has turbulence and small margins as key words. One must be prepared
to be forced to operate close to the safe operating limitations for the both the
equipment and oneself. Even while one certainly should give both equipment and
oneself good safety margins, one must be prepared for the possibility that those
margins may be passed. A thorough knowledge of emergency procedures, such as
recovery from asymmetric and symmetric collapses, stalls, spins, spirals, and
surges, as well as use of parachute, is very important. One must have a thorough
knowledge of performance curves and correct flying speeds (speed polars), use of
accelerator (speed system), design limitations and load factors.
Advanced
soaring requires the ability of fast and accurate evaluations of conditions and
situations combined with fast and precise manoeuvring. There will be situations
with little time for balanced decisions and wrong reactions. One must be
prepared by careful planning as well as one always must be ahead of the
situation, so that in critical situations one gives the right reaction without
wasting time. One must have highly developed skills and a thorough knowledge in
order to gain maximum performance. One must, often close to the terrain and in
turbulent conditions, master all types of turns combined with low speeds, and
also keep a close watch of terrain and other traffic.
It
is warned against extreme conditions, because of the enormous forces that may be
present. Regardless of pilot skill and experience one may easily lose control.
Structural (equipment) failures can also happen. One must never overestimate
oneself or the equipment. If one meets strong turbulence, one must not panic and
try to avoid it by sharp turns or high speeds, since this increases the
possibilities for loss of control (or major collapses). Correct manoeuvring in
strong turbulence is moderate speeds and flight straight ahead or shallow banks
if necessary. Other dangers are stalling or frontal collapse, and loss of
control close to the terrain. If this happens, the correct reactions are vital.
That is, in case of a stall first reduce the angle of attack by raising one’s
arms, control the ensuing surge of the canopy, then wait for speed to manoeuvre
and then avoid collision. In case of a frontal collapse, this is to increase
angle of attack and if necessary counter any tendency to turns and then avoid
collision. One should also avoid flying alone.
Students
are under no circumstance allowed to fly advanced soaring. Pilots must have a
licence for this stage in order to fly advanced soaring in displays,
demonstrations or competitions or else where this stage is required. Before
progressing to the next stage one must be able to, with a great deal of
accuracy, evaluate conditions to be acceptable in relation to safety. One should
also show that one is able to find and use all kinds of lift.
PARA
PRO Stage 4, KNOWLEDGE Requirements:
Repetition
from stage 3, especially:
Aerodynamics:
1.
G-loads:
a.
versus manoeuvring and speed in turbulence, turns and pulling out of spiral
dives.
b.
Correct manoeuvring speeds in turbulence. Stability. Speed polars.
Meteorology:
1.
Thermals:
a.
When, how and where. Stability versus instability in the air. Lapse rate.
b.
Best thermal areas. Time of day and of year.
c.
Types of thermals, dangerous thermal conditions, dry thermals.
d.
Signs: Clouds, cumulus, cumulonimbus. Squall lines.
2.
Wave conditions: waves, turbulence, high altitudes.
3.
Dangerous conditions: Strong wind. Clouds, cumulonimbus, severe turbulence.
Glider
and equipment:
1.
Structural limitations: loads, speeds, attitudes, aerobatics. Structural
failures.
2.
Stability: profile, wing torsion, pendulum stability, recovery after stalls or
major collapses.
3.
Selection of glider: Appropriate model rating for advanced soaring pilots:
Standard rating, or Performance rating (but not Competition rating).
PARA
PRO Stage 4, PRACTICAL SKILL Requirements:
1.
Stage 3 manoeuvres, mastered, reviewed if necessary.
2.
Planning: The process of flying, giving a flight plan.
3.
360o turns, shallow to medium bank, left and right.
4.
360o turns steep, left and right.
5.
360o turns, at minimum sink: (flat), left and right.
6.
B-Line Stall: From minimum sink speed and flight straight ahead. (Safe altitude
and distance.) To be attempted only with instructor, with radio communications,
with reserve parachute present, and over water with rescue-boat available. Bline
stalls: force required to enter, avoidance of deep stall during recovery by
quick let-up of risers.
7.
Ridge soaring: Launching and soaring.
8.
Thermal soaring: Launching, locating, entering and climbing.
9.
Marginal lift: Launching and soaring.
10.
Gusts and turbulence: Launching and soaring.
11.
Manoeuvring according to the traffic rules.
PARA
PRO Stage 4, EXPERIENCE Requirements:
1.
Same as for stage 3, easy soaring, plus:
2.
A total of minimum 20 flying hours.
3.
A total of minimum 5 hours of thermal soaring.
4.
A total of minimum 5 hours of ridge soaring.
PARA
PRO Stage 4, AIRMANSHIP Requirements:
The
pilot should be considered to be able to take care of his/her own and others’
safety while flying at this stage, also during displays, demonstrations and
competitions and else where this stage in required.
PARA
PRO, STAGE 5, CROSS COUNTRY (BROWN)
Cross
Country flying is to use rising air currents (soaring) to fly away from (and
maybe return to) the local flying site.
INSTRUCTIONAL
AND SAFETY RECOMMENDATIONS:
The
objective of this stage is to enable the pilot to fly cross country safely, also
under pressure as in demonstrations, displays and competitions. This stage has
nearly unlimited possibilities, from short and easy flights, to really demanding
long distance flights, where if the conditions permit, the pilot's ability, as
well as his/her determination, will set the limits. It is here that the pilot's
ability, that is his knowledge, skill, experience and airmanship, is put to the
ultimate test. One must be able to plan, administer and perform each flight
within safe limitations, while one must stress oneself and the equipment to the
same limitations to be able to go really far. One must have a thorough knowledge
of aerodynamics and meteorology as well as air traffic rules and the airspace.
In accordance with the planned flight, and existing and possible conditions, one
must choose correct equipment like clothes, aids and emergency equipment, as
well as organising necessary transport and pick up, radio communications and
procedures for use in an emergency situation such as landing and getting injured
in deserted and difficult terrain.
Cross
country flying requires the ability to find all types of lift, as well as
correct manoeuvring in lift and sink areas. One must be able to judge the
terrain and conditions so as not to land where it is prohibited, or where one
may add injuries to oneself or others, or in areas that are remote. One must be
able to very quickly pick out the best landing fields if one has to go down, and
if necessary set up a precision approach to a small landing field with a short
field landing over possible barriers.
This
is because any type of injuries may have the most serious consequences. It is
warned against cross country flying into remote and deserted areas, over areas
with no possibilities for emergency landings and over water. One must always
make sure that someone knows where one intends to fly, and that a search is
activated if found necessary. If there is any possibility for a landing in
remote and deserted areas one should bring an emergency pack according to the
conditions. One should also avoid flying alone.
Students
are under no circumstance allowed to fly cross country. Pilots must have a
licence for this stage in order to fly cross country in displays, demonstrations
or competitions or else where this stage is required.
PARA
PRO Stage 5, KNOWLEDGE Requirements.
Navigation:
1.
Planning: Collecting information on weather, terrain, sites, airspace, air
traffic and hazards. Use of map and other publications, air traffic and weather
service.
2.
Weather service: Where and how to get weather information.
3.
Interpreting weather reports: Present (METAR), warnings (TAF), area (IGA), maps.
4.
Interpreting weather: Signs, recognition of acceptable and dangerous conditions.
5.
Airspace and air traffic:
a.
Controlled airspace: Air corridors, terminal areas, control zones and airports.
b.
Uncontrolled airspace: AFIs and other airfields. Danger, restricted, prohibited
and alert areas.
c.
Military traffic: Training areas, photographing from the air.
d.
Governmental publications: AIC, AIP, Notam, ICAO maps.
6.
Use of maps:
a.
Planning of flights: Dangerous/ deserted areas, alternative routs, landing
areas, communication and retrieval.
7.
Equipment: For altitude and low temperatures, emergency and first aid equipment,
survival equipment, warning and communication equipment.
8.
Selection of glider model: Appropriate model rating for cross-country pilots:
Standard rating or Performance rating. For advanced cross-country pilots willing
to possibly compromise handling or safety standards for additional performance:
Competition rating.
9.
Standard procedures: Signals, retrieval.
10.
Emergency procedures: Warning, search after missing pilots.
PARA
PRO Stage 5, PRACTICAL SKILLS Requirements:
1.
Review: Manoeuvres from previous stages mastered.
2.
Planning: Evaluations and decisions, giving a flight plan.
3.
Soaring: Search for and use of all kinds of lift. Flying in lift and sink, head-
and tail-wind with correct speed.
4.
Cliff-launch in light to moderate wind. To be avoided due to risk of collapses.
5.
Cliff-launch in strong wind: Not to be attempted in a paraglider, only in a hang
glider, and then only with assistance.
6.
Crosswind-launch: Wind maximum 45 degrees on launch direction. Crosswind
component less than 2 m/s, 7 km/h, 5 mph.
7.
Outlandings: Precision approach to unknown landing area: Selection of landing
field, control of speed and glide angle.
PARA
PRO Stage 5, EXPERIENCE Requirements:
Same
as for stage 4, plus.
1.
A total of 50 flying hours.
2.
A total of 5 cross country flights in various lift, minimum 20 km each (ridge
soaring and flying along the same ridge, only, is not approved).
PARA
PRO Stage 5, AIRMANSHIP Requirements:
The
pilot should be able to take care of his own and others’ safety during cross
country flying, also during displays, demonstrations and competitions and
elsewhere this stage in required.
APPENDIX
Suggested
visual markings for the PARA PRO system:
The
students/pilots should have visual markings that shows the stage they are at.
The
following are suggested:
A
HELMET BADGE, with colour trim, matching the colour of the stage. The badges
currently used in Norway are shown for each stage [not in this version of the
document].
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/Brauniger_logo.JPG){kind=logo}
