Paragliding and Paramotor with econologists (free flight or motor flight)

[Christophe]

I was tempted but frankly no ... I do not know how the thermal of the flame can behave ...

[Christophe]

Very good article on paramotor safety: http://espace-paramoteur.fr/le-paramote ... -pas-tout/

A counter-truth has been circulating for a long time already on the grounds, at rallies, trade shows and expo ... like what the paramotor would be "super simple and easy".

THE PARAMOTOR IS NOT EASY AND THE PARAMOTOR DOES NOT FORGET ANYTHING!

We know, regardless of the aircraft, that an accident occurs through an accumulation of factors. A typical case; a pilot tries a new wing, in calm aerological conditions. Everything is going well. The same situation in turbulent conditions, and the pilot has an accident. It is not the wing that is involved, nor the aerology, but the addition of the two or one with the other. In the same turbulent conditions but with his wing (which he knows perfectly since those years), the pilot makes his flight normally.
In another possible case, the pilot tries a new engine, a new wing on a site he does not know and he has a cold (yes, it is possible). He takes off but lands at 10 m / sol and explodes. The misty head (he still has a cold ...), it takes time to realize that the engine torque is much stronger than that of his machine (in addition it is badly seated) and leads to the row of trees. It corrects but the deflection does not correspond to the mania that it normally gets. It gets closer ... Gaz at the bottom it sets the brake (as it does on his own) and tries to jump into the harness. Not much better seated but the hand went down a little lower during the swing and ... terminus, everyone goes down! Exaggerated? ... But plausible. Just as removing one of these factors leads to another way out: he is having a great flight. He is not groggy and immediately strikes 1m / ground that it goes strong, then relax a little gas and tries to settle. It's okay and it flies away or decides to stop. He takes off with his own engine and manages to settle immediately after the flight. Suddenly, more active steering. It also goes well with his own wing that is less sensitive to engine torque.
Among all these factors, there are those that one masters and the others.
In recent years, many of them have evolved without the environment (theoretical, practical, professional, institutional) adapting so quickly.
1 - the content of the trainings,
2 - learning pilots,
3 - the evolution of the material,
4 - the democratization of practices,
5 - the practice of the champions.
1 - I will certainly not question overall the level of training of instructors. But by strolling on the field and talking with the pros and the drivers, one realizes all the same that a number of instructors have graduated from incomplete training. Little or no practical training, little or no on-site pedagogical training, ie with "real" students, in the field, for a full course, from the first inflating sessions to obtaining of the patent. As a result, a medium-level instructor can only get his students to a lower level ...
2 - In a second step, the pilots, once patented, think that the learning phase is over. It can be seen by the small number who make the process of following a training course.
They think that their level of autonomy is sufficient to fly at home but also elsewhere, whatever the specificities of flying sites or aerological conditions.
Several reasons may partly explain this fact;
- the training provided (we have seen) which makes it doubtful that these instructors offer perf,
- the practice of paramotor "home", which is rather exceptional, since all other aeronautical activities are practiced on sites or tracks club-school (except the helicopter, hot air balloon ...). It isolates and classifies the paramotor into individualistic sport (which is at the same time one of these attractions). The pilot, quiet, at the bottom of his garden, can quickly have the impression that he is the Caliph of the department ...
While there are advantages to being on site (coaching, advice, testing of materials, exchange of experiences, emulation, outputs ...).
- the attractiveness of the paramotor, by its simplicity of implementation, not requiring infrastructure, its small footprint, its price ... which brings pedestrians to this activity with only want to take a walk around the house them, the evening after work or Saturday morning (not Sunday is chicken at the mother-in-law), quietly and simply.
This use of the paramotor is absolutely not despicable, everyone practices his "sport" as he sees fit and for what it provides him. But some may quickly consider that they do not need to learn more about how they use the aircraft.
3 - The mutation of the equipment, especially paramotor paragliding, was in a very short time. Everyone is familiar with the term "Reflex" profile, but how many are able to state the theoretical principles (profile construction, aerodynamic consequences for different flight regimes, trimmers and detours, behaviors depending on pilot actions, nuances between profiles "semi-Reflex", "100% Reflex", etc.). How many know exactly how to use these new profiles, how to control them, under what conditions, what not to do, what are the limits?
These new wings represent an undeniable progress for the paramotor. With an average speed of 40 km / h, we immediately switched to speeds above 50, or even 60 km / h. This makes it possible to travel more ways for the same duration and to fly with stronger wind, so to go out more often, so much the better. Conversely, what the human body can cash shock at 40 km / h is not necessarily true to 60. The lesions are immediately more numerous and serious.
But the speech "plus ça tape, more must destroy and let the wing manage without touching anything" is not enough and does not convince!
While it is true that the principle of Reflex is to create an auto stable profile (and it works), the lack of theoretical and practical knowledge is glaring. The flight test and approval laboratories have sometimes stumbled into a stalemate by testing certain wings. For example, asymmetric closure is difficult, almost impossible to provoke. And when the pilot gets there, the wing leaves with such speed and brutality that it takes experience to quickly stop the incident. This is not a generality but the cases reported in this sense are multiple.
All actors surely bear some responsibility for this situation. Manufacturers, who have not enough informed and educated salespeople and drivers, by organizing dedicated internships. Importers and distributors, who for these same reasons do not have all the elements to be able to advise precisely. The instructors, who are often the sellers of materials, who can only have a limited and superficial speech. The media, which promote the promotion of these new paragliders, but focusing more on the qualities of flight (mainly the maximum speed) than behaviors induced by improper handling or in case of departures from the flight area (and for good reason ).
4 - Other practices have also been successful in a short time, including the trolley. Today, most machines are completed; well balanced, centered, stable, comfortable ... Taking off on wheels may seem simpler; we do not have to carry the weight, we do not have to run, we can inflate and leave wind sideways, we can try 5 take-offs without running out of steam ... But the trolley nevertheless requires specific techniques, different from those necessary for the decoration on foot.
Many succumb to big two-seater carts to bring the family (and children first), neighbors, friends ... Sharing these moments with those we love is obviously an act of the most honorable and rewarding. But precisely if we love them, do we really have all the cards in hand to do it safely? Can we claim to have enough experience and technique to take care of (and bring back to the ground) those close to us? Whatever the particularities of the take-off site? Weather conditions of the day?
Once again the speech is so cold in the back "the cart (especially heavy two-seater) is super easy because it is heavy, stable and the sail has no other solution than to follow the cart so c is heavy and stable ... "
Take off on 2 wheels, when the gesture is mastered, it's beautiful! When it's involuntary, it can quickly turn into a disaster!
5 - The practice and evolutions of "high level" pilots have also changed dramatically. Whether in aerobatics where now in virtually every country, one or more drivers pass tumblings with an engine in the back. Or thanks to the strong growth of popularity of handling competitions like Slalomania, Fly Games or Parabatix.
The craze for this new type of practice is obvious. Pilots are more and more numerous, they enjoy these runs, train for them and adapt their equipment specifically. As for the "general public" it is enough to see the number of videos viewed.
If we take each factor now and accumulate, we succeed in significantly increasing the causes and chances (risks) of accidents.
The patented pilot has received a ric-rac training, he flies alone in his corner, does not seek to improve, with the latest generation equipment (which he does not really know the limits), under increasingly strong conditions ( considering that his wing holds the pavement like no other) and that he wants to do as the champions (seen in front of the screens), winding the pylon (or failing the tree at the bottom of the field).
These new technologies and forms of flight can change the business in a good way. It is necessary to become aware of the different parameters, analyze them and put in place new tools, methods and processes to adapt to them.
The FFPlUM has already opened the site of the overhaul of the instructor course.
Pilots must realize that learning does not stop at 15 or 30 flights they were able to do at school. To progress, you have to learn. More and more instructors and even recognized pilots propose courses perf (thermal, piloting, navigation, mania ...). It often lasts a day or two and the pilot returns home having discovered a new technique of takeoff or how to master the flair. He refines the precision of his piloting after an internship in soaring. In any case, one acquires experience that becomes less risky.
The SIV internship is another opportunity to progress. In free, with more than 700 m gas above water, a vest, a boat and all that goes well, the pilot discovers the reactions of his wing thrust out of his flight area and learns mainly the actions adequate (the right gesture at the right time). Once returned, the pilot better understands for example why his wing reacts in pitch and how to limit the effects.
More and more professionals are exchanging on this evolution of the material, its comprehension, propose and seek more adapted teaching methods, nuance their speech.
We must continue to want to imitate the sportsmen, the pros. But you have to consider the amount of work, exercise, training and time involved. They change and try as much different equipment as possible, test or hack new techniques. They will discover or practice new activities (parachuting, paragliding, commuting ...). And participate in internships, SIV for example (like the majority of the drivers of the Team of France).
The paramotor, if it can be considered as a leisure, does not remain less an aerial activity. This implies that the body having no contact with the ground can fall back to earth faster than it has risen. And, from the moment the feet are at 1 m from the ground, the risk of falling and getting hurt increases.
The pilot is master of his choices and his decisions. Some basic rules directly lower the position of the risk slider:
- to be fit physically but also mentally,
- flying with a wing that corresponds to his level of experience,
- fly in aerological conditions adapted to its level,
- maintain his equipment,
- to remain humble and to take these decisions,
- knowing how to give up if one of these conditions is not fulfilled.
It may seem trivial and obvious. Yet, how many times pilots took off when at least one of these factors was in the red.
Risk-taking has positive sides because we evolve with a certain margin of uncertainty. It allows you to search for its limits, promotes adventure, builds its identity by standing out, increases self-control and its possibilities, its autonomy. It can be a lifestyle, a search for sensations, stimulation, sharing of emotions.
Playing with danger is a necessity if the challenge is not to die but to feel "live".

José ORTEGA
November 2012

[Christophe]

Small report on the sail review: http://www.youtube.com/watch?v=KNsbVRRv38U

[Capt_Maloche]

Excellent article by José Ortega indeed
You must have broken your mouth to be fully aware of it

[Christophe]

One more reason to do it: http://www.dailymotion.com/video/xk7rql ... ng_redband

[diablotruc]

Hi flying friends,

Below email from our Austrian friends "airspace threats in Austria"

Chers amis,

Here in Austria, we have big problems with our airspaces:

The Federal Ministry of Transport (BMVIT) wants to introduce large areas in Austria, where each aircraft (including hang gliders and paragliders) must be equipped with a transponder mandatory zone. These areas will have to start at an altitude of 5500 feet.

Although none of our neighboring countries has a similar project for the time being, they could follow the example of Austria. One can easily imagine the consequences for the flight of line ...

AustroControl wants to satisfy a European directive that - as an AustroControl official told us - is so complicated that only lawyers can understand it.

The Austrian Federation faces the dilemma that it must also defend the interests of pilots of motorized aircraft and IFR pilots, and its room for maneuver is therefore limited. She defends our interests but has her hands tied.

That's why we created our platform, VolLibre, and initiated a petition addressed to the Minister of Transport, Mrs. Bures. More than 13.700 people have so far signed the petition.

Here is the link:

https://secure.avaaz.org/de/petition/au ... _AUT/?pv=5

[Christophe]

Waaaaaaw: http://thermal.kk7.ch/

Complete very well: http://www.paraglidingmap.com/

[gildas]

Ascent to 10 000 paragliding meters:

On Wednesday February 14, 2007, in Manilla, Australia, the weather services announced severe thunderstorms. Despite these predictions, Ewa Wiśnierska decided to fly. She was training for the 2007 World Championships. She found herself trapped when two storm cells merged. It suddenly found itself carried to an altitude of 9 m, starting from an altitude of 946 m, by an updraft in a thunderstorm where, according to the Australian weather services, a temperature of -760 ° C prevailed. The GPS measured vertical speeds of +50 m / s (20 km / h) uphill77 and -2 m / s (33 km / h) downhill. The authorities and the team of Ewa Wiśnierska were able to follow his ascension course thanks to his GPS equipment, his tracklog and his radio. She was surrounded by lightning and hailstones six inches in diameter hit her. During her ascent, which lasted less than fifteen minutes, Ewa Wiśnierska lost consciousness. In principle, she should have died from lack of oxygen, but the cold made her body go into hibernation; moreover, being unconscious, her body needed little oxygen: these two factors had the consequence of saving her life. She remained for nearly 118 minutes to describe a large circle at an altitude between 15 and 45 m. But, because of the ice, her paraglider flared up and she fell at a speed of about 9 m / s. At 10 m, his paraglider deployed again. It regained consciousness just after its fall, at an altitude of 000 m and was thus able to land safely near a farm 60 km from the take-off point. Her overalls were covered in ice, she had frostbite on her ears and lower legs, in places hit by hail. However, she only spent an hour in hospital observation.

http://fr.wikipedia.org/wiki/Ewa_Wi%C5%9Bnierska

[Christophe]

Here I master the sailing face on a EN-C Pawnee ITV:

[Christophe]

The famous report on Ewa Wisnierska who was sucked 10.000 m by a big nasty Cumulonimbus !!

http://vimeo.com/11865858