"AT. Tyushin Paragliders THE FIRST STEP IN THE BIG SKY Moscow Paragliding club. Flight School “First Step” E-mail: ...»

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paragliders

FIRST STEP INTO THE BIG SKY

Paragliding Club. Flight School “First Step”

Email: [email protected]

INTRODUCTION

ACKNOWLEDGMENTS

Lift force and drag force

Air flow around a thin plate

The concept of lift-to-drag ratio

Supercritical angles of attack, concepts of spin and rear stall

The main parameters characterizing the shape of the wing

Air flow around a real wing

Components of aerodynamic drag. The concept of inductive drag of a wing.. 37 Boundary layer

Check your attentiveness

HOW THE PARAGLID IS WORKED

Loose ends

suspension system

Carabiners for attaching the suspension system to the paraglider

Check your attentiveness

PARAGLID CONTROL

A bit of physics

Aerodynamic control method

Balancing control method

Horizontal airspeed control

Paraglider heading control

Certification and classification of paragliders

Paragliding equipment

The first flight

Flights with the use of mechanized launch means

Security

Rescue parachute. Design, operation, application features.

Distress signals

Check your attentiveness

AERONAUTICAL METEOROLOGY

Atmosphere pressure

Air temperature

Air humidity

Wind direction and speed

Cloudiness

Visibility

The concept of simple weather conditions

Dynamic updraft (DUP)

Thermal updrafts (TUPs)

Features of flights near cumulus clouds

Thunderclouds

Temperature inversions

Turbulence

atmospheric fronts

Stationary waves

Check your attentiveness

SAFETY AND ORGANIZATION OF FLIGHTS, SPECIAL CASES IN FLIGHT

Flight safety starts on the ground

In order to fly safely, you need to prepare for flights.

Rules for the divergence of aircraft in the air

Special occasions in flight

Getting into dangerous weather conditions

"Blowing off" the apparatus hovering in the fiberboard over the mountain with increased wind

Getting into the wake turbulence zone

Pulling into the clouds

The deterioration of the health of the pilot

Partial damage to the device in flight

Forced landing outside the landing area

Ways to determine the direction of the wind near the ground

Landing on the forest

Planting on crops, bush, swamp

Water landing

Landing on buildings

Landing on power lines

Check your attentiveness

FIRST CARE

Sprains and ruptures of ligaments

Limb fractures

Spinal fractures

Rib and sternum fractures

Fractures and dislocations of the clavicle

Pelvic fractures

Concussions

frostbite

Heatstroke

traumatic shock

Stop bleeding

Drowning

Artificial respiration and chest compressions

Check your attentiveness

FLIGHT TRAINING EXERCISES

TASK I. PLANNING FLIGHTS.

Exercise 01a. Fall training

Exercise 01b. Raise the canopy to the flight position.

Exercise 01c. Jogging with a raised canopy.

Exercise 01

Exercise 02 Rectilinear Planning

Exercise 03. Practicing speed maneuvering.

Exercise 04

Exercise 05p Determination of the rear stall boundary.

Exercise 05

Exercise 06. Flight along a given trajectory with landing on the target.

Exercise 07. Test flight according to the program of competitions of the 3rd sports category .............................. 219 Exercise 07p. The "ears" turn (PU) of the paraglider canopy.

Exercise 08p. Asymmetric underturn (NP) of the paraglider canopy.

Exercise 08. Practicing piloting techniques with increasing flight altitude over terrain

TASK II. FLIGHT FLIGHTS IN FLOW FLOWS.

Exercise 09

Exercise 10

Exercise 11. Practice landing at the start level.

Exercise 12. Flight for duration and maximum climb.

Exercise 13. Flight in dynamic updrafts as part of a group.

Exercise 14. Flight along the route using dynamic updrafts .......... 229 Exercise 15. Test flight according to the program of competitions of the 2nd sports category .............................. 230 AFTERWORD

Meeting point for free-flyers

Another way

CORRECT ANSWERS TO QUESTIONS

LITERATURE

INTRODUCTION

THIS BOOK IS NOT A SELF-EDUCATIONAL!!!

GO ON A JOURNEY ALONG THE FIFTH OCEAN IN

ALONE, WITHOUT INSTRUCTOR-MENTOR DANGEROUS!!!

Since ancient times, people have looked with envy at the birds soaring freely in the sky. Ancient books of almost all peoples, many chronicles, legends and monuments contain images of winged people, but only in the 20th century did humanity begin to “feather”. The first steps of people on the fifth ocean were timid and uncertain. Suffice it to say that a flight range of 200 meters seemed then a fantastic achievement.

Looking at old planes through the eyes of a person living in the era of jet liners and spaceships, it is hard to believe that these fragile creations from rails and canvas could rise into the air. It is not for nothing that the planes of that distant time received such an accurate, although, perhaps, a little offensive nickname of whatnot. And yet they flew! And they didn’t just fly, but achieved absolutely amazing results.

–  –  –

Let's think about what these numbers say. Approximately in the first 30 years of aviation development, the speed increased by 14.5 times, flight duration - by 1500 times. The flight altitude is almost 400 times and, finally, the range has increased by more than 30 thousand times.

In an old aviation march there is this line:

We were born to make a fairy tale come true... In the eyes of one generation, starting with modest jumps above the ground, humanity broke into the stratosphere and mastered intercontinental flights. And the fairy tale about the magic carpet-plane turned into the most ordinary true story - into a car-plane.

It would seem, what more could you want? People not only caught up, but also irrevocably overtook the feathered tribe. However, at the same time, the feelings of Flight and unity with Heaven that so attracted the first aviators began to disappear. In a modern aircraft, the pilot is separated from the Sky by a pressurized cabin, the most sophisticated instrumentation, and ground control teams that "lead" him from takeoff to landing. In addition, not everyone can be allowed to sit at the helm of a modern liner. What to do?

And so, as an alternative to "big" aviation, "small" appeared.

Of course, paragliders and hang gliders cannot be compared with their "big" brothers neither in speed, nor in height, nor in flight range, but nevertheless they live by the same laws and give the pilot the same, and maybe even greater feelings. freedom and victory over space. I had to meet pilots who worked on an airplane, but flew on a paraglider.

Of all the types of ultralight aircraft (ALVs), the paraglider is perhaps the lightest (only 10-15 kg), compact and affordable. In the meantime, he flies very well. The flight range of modern sports paragliders is hundreds of kilometers.

A paraglider allows a person to fly like a bird. He can soar up to the clouds or walk a few centimeters above the ground, picking flowers on the fly from a mountainside, he can watch an eagle soaring a few tens of meters away, or simply admire the magnificent panoramas that open from a bird's eye view.

But in order to enjoy the flight, soar above the ground for hours, make long cross-country flights, you need to study a lot and seriously. Flights on ultralight aircraft (ALVs) require endurance, composure, the ability to quickly assess a changing situation and make the only right decision. An ALS pilot must be not only a pilot, but also a meteorologist, navigator, and technician of his apparatus. In order to fly safely, you need to think over every flight on the ground. You can't go wrong in Heaven. If suddenly"

you fly into a situation for which you were not prepared on the ground, it will be very difficult to find the right solution in the air under conditions of nervous stress and time pressure. And if you are confused, frightened, do not know what to do, do not expect mercy! It will not work to sit down to rest on the edge of a cloud, gather your thoughts, consult with friends ...

Therefore, I really want to say to everyone who is going on their first flight: flights are great and very interesting, but you need to be on “you” with the sky !!!

This technique was successfully tested in the period from 1995 to 2000.

during my work in the Moscow club "PULSAR". When writing it, I focused mainly on physically developed teenagers over the age of 14, but nevertheless, without any significant alterations, it also perfectly suited the adult audience with whom I currently communicate at the MAI club.

The manual consists of a course of lectures on initial theoretical training and flight training exercises. The exercises were written on the basis of an excellent book: "COURSE OF TRAINING OF FLIGHT TRAINING FOR DOSAAF USSR DOSAAF ATHLETES (KULP-SD-88)", developed by V. I. Zabava, A . AND.

Karetkin, A.N. Ivannikov and published in Moscow in 1988.

Speaking about setting up flight training exercises, I would like to draw the attention of readers to the fact that one should not artificially speed up events and move from one exercise to another without confident mastering ALL of the previous tasks. It should also be borne in mind that the number of flights specified in the exercises is the minimum allowable and can only be adjusted upwards.

Good luck! Let the number of your takeoffs always equal the number of soft landings.

Tyushin Vadim

ACKNOWLEDGMENTS

I would like to say the first and greatest thanks to Anatoly Markovich Markusha for his book “Take off for you”, since it was with it that my passion for Aviation, Sky and Flight began.

Thanks to Zhanna Krakhina for moral support and a number of useful ideas and comments, which were reflected both in the lecture course and in the flight training exercises.

Thanks to my wife Marina for her help in selecting materials and preparing a lecture on the basics of first aid.

Thanks to the president of the OF ALS of Russia V. I. Zabava, the director of the Paraavis company A. S. Arkhipovsky, members of the Pulsar club

Kirenskaya Maria, Krutko Pavel and Baranov Alexey for constructive criticism of the first edition of the manual.

Thanks to the instructor-pilot of the ALS MGS ROSTO V.I. Lopatin, the director of the ASA company A.I. Kravchenko, the instructor-paraglider A.

S. Tronin, pilot P. N. Ershov for constructive and benevolent criticism of the second edition of the manual.

Thanks to paragliding pilot Pasha Ershov for identifying some inaccuracies in the third edition of the manual.

Many thanks to Natasha Volkova for permission to use photographs from her rich collection to illustrate the book.

Thanks to Tanya Kurnaeva for her help and posing in front of the camera while preparing the description of the parachute roll landing technique.

Thanks to the paragliding pilot Arevik Martirosyan for the presented photos with views of the Yutsk flights.

Thanks to A. I. Kravchenko for a detailed story about the features of fabrics used for sewing paragliding canopies.

Thanks to Artem Svirin (kind doctor Bormental) for advice and recommendations on completing an emergency first aid kit.

Thanks to Alexey Tarasov for advice on passive safety systems for suspension systems.

Huge and special thanks to my mother Tatyana Pavlovna Vladimirskaya for putting commas and other editorial corrections.

Tyushin Vadim

FIRST ACQUAINTANCE, OR WHAT IS A PARAGLIDER

A paraglider is an ultralight aircraft (SLA) based on a family of two-shell gliding parachutes. Sometimes you hear some people call a paraglider a parachute.

But this is not entirely correct. The fundamental difference between a paraglider and a parachute lies in its purpose.

The appearance of parachutes is associated with the development of aviation, where they were used primarily as a means of rescuing the crew of a dying aircraft (LA). Although in the future the scope of their application expanded, the parachute nevertheless remained only a means of gently lowering people or cargo from the sky to the ground. The requirements for a parachute are quite simple: it must open reliably, ensure a safe speed of meeting the ground, and, if necessary, deliver cargo to a given place with more or less landing accuracy. The first parachutes had round canopies and were uncontrollable. In the future, with the development of technology, the designs of domes were improved. And finally, parachutes were invented. They weren't exactly parachutes. Their fundamental difference from the "round" ones was that the canopy of such a parachute, due to its special shape, began to work as a wing and, creating lift, allowed the parachutist not only to descend from a height to the ground, but actually perform a gliding flight. This gave birth to the idea of ​​a paraglider.

The fundamental difference between a paraglider and a parachute is that the paraglider is designed to fly. Paragliding was born in the 70s. The first paragliders were parachutists who decided not to jump from an airplane, but to try, after filling the domes with air, to fly up to them from the side of the mountain. The experience went well. It turned out that for a flight on a parachute-wing, the presence of an aircraft is not necessary. Experiments have begun. At first, additional sections were simply sewn into ordinary jump parachutes to reduce their rate of descent. A little later, specialized devices began to appear. As experience gained, the paraglider moved farther and farther away from its progenitor, the parachute. Profiles, areas, wing shapes changed.

The sling system has become different. The “workplace” has changed radically

pilot - suspension system. Unlike a parachute, designed exclusively for flying “from top to bottom”, a paraglider has learned to gain altitude without an engine and perform cross-country flights hundreds of kilometers long. A modern paraglider is already a fundamentally different aircraft. Suffice it to say that the aerodynamic quality of sports wings has exceeded 8, while for parachutes it does not exceed 2.

Note: if you do not go into the subtleties of aerodynamics, then we can say that the aerodynamic quality shows how many horizontal meters a non-motorized device can fly in still air with a loss of one meter of height.

Rice. 1. In flight SPP30 is one of the first Russian paragliders. The device was developed in the sports equipment department of the Parachute Research Institute in 1989.

Rice. 2. In flight Stayer. The device was developed in hang-club MAI by Mikhail Petrovsky in 1999.

FOUNDATIONS OF AERODYNAMICS AND THEORY OF FLIGHT

Before we begin to analyze in detail the design features and flight control of a paraglider, we have to get acquainted with the element in which the paraglider "lives" - with air.

The processes of interaction of a solid body with a fluid or gas flow around it are studied by the science of AEROHYDRODYNAMICS. We will not go into the depths of this science, but it is necessary to disassemble the main patterns. First of all, you need to remember the main formula of aerodynamics - the formula of the total aerodynamic force.

The total aerodynamic force is the force with which the incoming air flow acts on a solid body.

The center of pressure is the point of application of this force.

–  –  –

The force of the impact of the air flow on a solid body depends on many parameters, the main of which are the shape and orientation of the body in the flow, the linear dimensions of the body and the intensity of the air flow, which is determined by its density and speed.

It can be seen from the formula that the force of the air flow on the body depends on the linear dimensions of the body, the intensity of the air flow, which is determined by its density and speed, and the coefficient of the total aerodynamic force Cr.

Of greatest interest in this formula is the coefficient Cr, which is determined by many factors, the main of which are the shape of the body and its orientation in the air flow. Aerodynamics is an experimental science. So far, there are no formulas that allow one to absolutely accurately describe the process of interaction of a solid body with an oncoming air flow. However, it was noticed that bodies having the same shape (with different linear dimensions) interact with the air flow in the same way. We can say that Cr=R when blowing a body of a certain unit size with an air flow of unit intensity.

Coefficients of this kind are very widely used in aerodynamics, since they allow one to study the characteristics of aircraft (LA) on their reduced models.

When a solid body interacts with an air flow, it does not matter whether the body moves in still air or whether a fixed body is flowed around by a moving air stream. The resulting interaction forces will be the same. But, from the point of view of the convenience of studying these forces, it is easier to deal with the second case. The operation of wind tunnels is based on this principle, where stationary aircraft models are blown by an air stream accelerated by powerful fans.

However, even minor inaccuracies in the manufacture of models can introduce certain errors in measurements. Therefore, small-sized apparatuses are blown in full-size pipes (see Fig. 3).

Rice. 3. Purge in the TsAGI wind tunnel of the Crocus-sport paraglider by specialists from ASA and Paraavis.

Let us consider examples of air flow around three bodies with the same cross section but different shapes: a plate installed perpendicular to the flow, a ball, and a drop-shaped body. In aerodynamics, there are perhaps not quite strict, but very understandable terms: streamlined and non-streamlined body. The figures show that it is most difficult for air to flow around the plate. The zone of vortices behind it is maximum. The rounded surface of the ball is easier to flow around. The vortex zone is smaller. And the force of the flow on the ball is 40% of the force on the plate. But it is easiest for the flow to flow around a drop-shaped body. Vortices practically do not form behind it, and R drop is only 4% of R plate (see Fig. 4, 5, 6).

Rice. 4, 5, 6. Dependence of the value of the total aerodynamic force on the shape of the streamlined body.

In the cases considered above, the force R was directed downstream.

When flowing around some bodies, the total aerodynamic force can be directed not only along the air flow, but also have a lateral component.

If you put a compressed palm out of the window of a fast-moving car and place it at a slight angle to the oncoming air flow, then you will feel how your palm, throwing the air mass in one direction, will itself strive in the opposite direction, as if starting from the oncoming air flow (see Fig. 7).

Rice. 7. Scheme of flow past an inclined plate.

It is on the principle of deviation of the total aerodynamic force from the direction of the air flow that the possibility of flights of almost all types of aircraft heavier than air is based.

The gliding flight of a non-powered aircraft can be compared to rolling a sled down a mountain. Both the sled and the aircraft are constantly moving down.

The source of energy necessary for the movement of the device is the previously gained altitude reserve. Both the luger and the pilot of a non-powered aircraft must climb a mountain or gain altitude in some other way before flying. For both sled and non-powered aircraft, gravity is the driving force.

In order not to be tied to any specific type of aircraft (paraglider, hang glider, glider), we will consider the aircraft as a material point. Let it be determined from the results of blowdowns in the wind tunnel that the total aerodynamic force R deviates from the direction of the air flow by an angle (see Fig. 8).

Rice. 8. A little later we will see that when air flows around a spherical body, the force R can deviate from the direction of the flow and we will analyze when and why this happens.

Now imagine that we raised the body under study to a certain height and let it go there. Let the air be still.

At first, the body will fall vertically downward, accelerating with an acceleration equal to the acceleration of free fall, since the only force acting on it at these moments will be the downward force G. However, as the speed increases, the aerodynamic force R will come into action. body with an air stream, it does not matter whether the body moves in still air or a stationary body is flown around by a moving air stream. The magnitude and direction of the force R (relative to the direction of air flow) will not change. Force R begins to deflect the trajectory of the body. Moreover, along with a change in the flight path, the direction of action R relative to the earth's surface and gravity G will also change (see Figure 9).

Rice. 9. Forces acting on a falling body.

Rice. 10. Steady linear planning.

From the 1st and 2nd laws of Newton it follows that the body will move uniformly and rectilinearly if the sum of the forces acting on it is zero.

As mentioned earlier, two forces act on a non-powered aircraft:

gravity G;

total aerodynamic force R.

The aircraft will enter the rectilinear gliding mode when these two forces balance each other. The force of gravity G is directed downward.

Obviously, the aerodynamic force R must look up and be the same value as G (see Fig. 10).

The aerodynamic force R arises when the body MOVES relative to the air, it is determined by the shape of the body and its orientation in the air flow. R will be directed vertically upward if the trajectory of the body (its velocity V) is inclined to the ground at an angle of 90-. Obviously, in order for the body to fly "far", it is necessary that the angle of deviation of the total aerodynamic force from the direction of the air flow is as large as possible.

Aviation coordinate systems

There are three coordinate systems most commonly used in aviation:

terrestrial, connected and high-speed. Each of them is needed to solve certain problems.

The terrestrial coordinate system is used to determine the position of the aircraft as a point object relative to ground references.

For short flights, when calculating takeoff and landing, you can limit yourself to a rectangular (Cartesian) system. In long-distance flights, when it is necessary to take into account that the Earth is a “ball”, polar SC is used.

The coordinate axes are usually tied to the basic ground references used when plotting the flight route (see Figure 11).

Rice. 11. Earth coordinate system.

The associated coordinate system is used to determine the position of various objects (structural elements, crew, passengers, cargo) inside the aircraft. The X-axis is usually located along the construction axis of the aircraft and is directed from nose to tail. The Y axis is located in the plane of symmetry and is directed upwards (see Fig. 12).

Rice. 12. Associated coordinate system.

The velocity coordinate system is of the greatest interest to us now. This coordinate system is tied to the airspeed of the aircraft (the speed of the aircraft relative to the AIR) and is used to determine the position of the aircraft relative to the airflow and calculate the aerodynamic forces. The X axis is located along the air flow. The Y axis is in the plane of symmetry of the aircraft and is perpendicular to the flow (see Fig. 13).

Rice. 13. Velocity coordinate system.

Lift force and aerodynamic drag force For the CONVENIENCE of performing aerodynamic calculations, the total aerodynamic force R can be decomposed into three mutually perpendicular components in the VELOCITY coordinate system.

It is easy to see that when studying an aircraft in a wind tunnel, the axes of the velocity coordinate system are actually “tied” to the wind tunnel (see Fig. 14). The component of the total aerodynamic force along the X axis was called the aerodynamic drag force. The component along the Y axis is the lifting force.

Rice. 14. Scheme of the wind tunnel. 1 - air flow. 2 - the body under study. 3 - pipe wall. 4

- fan.

–  –  –

The formulas for lift and drag are very similar to the formula for total aerodynamic force. This is not surprising since both Y and X are constituents of R.

–  –  –

In nature, there is no independently acting lifting force and drag force. They are components of the total aerodynamic force.

Speaking of the lifting force, one interesting circumstance cannot be ignored: the lifting force, although it is called "lifting", but it does not have to be "lifting", does not have to be directed "up". In order to illustrate this statement, let's recall the forces acting on a non-powered vehicle in a rectilinear gliding flight. The decomposition of R into Y and X is based on the airspeed of the aircraft. Figure 15 shows that the lifting force Y relative to the earth's surface is directed not only "up", but also slightly "forward" (along the projection of the flight path to the ground), and the drag force X is not only "back", but also "up". If we consider the flight of a round parachute, which does not actually fly, but descends vertically, then in this case the lifting force Y (the R component perpendicular to the airspeed) is equal to zero, and the drag force X coincides with R (see Fig. 16).

Anti-wings are also used in technology. That is, wings that are specially installed in such a way that the lift they create is directed downward. So, for example, a racing car is pressed at high speed with a wing to the road to improve the adhesion of the wheels to the track (see Figure 17).

Rice. 15. Decomposition of R into Y and X.

Rice. 16. A round parachute has zero lift.

Rice. 17. In a car on a wing, the lifting force is directed downwards.

Air flow around a thin plate We have already mentioned that the magnitude and direction of the aerodynamic force depend on the shape of the streamlined body and its orientation in the flow. In this section, we will consider in more detail the process of air flow around a thin plate and construct graphs of the dependence of the lift and drag coefficients on the angle of the plate to the flow (angle of attack).

If the plate is installed along the flow (angle of attack is zero), then the flow will be symmetrical (see Fig. 18). In this case, the air flow is not deflected by the plate and the lifting force Y is zero.

The resistance X is minimal, but not zero. It will be created by the forces of friction of air molecules on the surface of the plate. The total aerodynamic force R is minimal and coincides with the drag force X.

Rice. 18. The plate is installed along the flow.

Let's start to gradually deflect the plate. Due to the oblique flow, a lifting force Y immediately appears. The resistance X increases slightly due to the increase in the cross section of the plate with respect to the flow.

As the angle of attack gradually increases and the flow slope increases, the lift force increases. Obviously, resistance is also growing. It should be noted here that at low angles of attack, lift grows much faster than drag.

Rice. Fig. 19. Start of plate deflection. 20. Increase plate deflection

As the angle of attack increases, it becomes more difficult for the airflow to flow around the plate. The lifting force, although it continues to increase, but more slowly than before. But the resistance grows faster and faster, gradually overtaking the growth of lift. As a result, the total aerodynamic force R starts to deviate backwards (see Fig. 21).

And then suddenly the picture changes dramatically. The air streams are not able to smoothly flow around the upper surface of the plate. A powerful vortex is formed behind the plate. Lift drops sharply and drag increases. This phenomenon in aerodynamics is called STALL. A "plucked" wing ceases to be a wing.

It stops flying and starts falling (see Figure 22).

Rice. 21. The total aerodynamic force is deflected back.

Rice. 22. Stall.

Let us show the dependence of the coefficients of lift Cy and drag Cx on the angle of installation of the plate to the oncoming flow (angle of attack) on the graphs.

Rice. 23, 24. Dependence of the lift and drag coefficients on the angle of attack.

Let's merge the resulting two graphs into one. On the X axis, we plot the values ​​of the drag coefficient Cx, and on the Y axis, the lift coefficient Cy (see Fig. 25).

Rice. 25. Polar wing.

The resulting curve is called WING POLAR - the main graph characterizing the flight properties of the wing. Plotting on the coordinate axes the values ​​of the coefficients of lift Cy and drag Cx, this graph shows the magnitude and direction of the total aerodynamic force R. If we assume that the air flow moves along the Cx axis from left to right, and the center of pressure (the point of application of the total aerodynamic force) is located at the center of coordinates, then for each of the previously analyzed angles of attack, the vector of the total aerodynamic force will go from the origin of coordinates to the polar point corresponding to the given angle of attack. On the polar one can easily mark three characteristic points and their corresponding angles of attack: critical, economic, and most advantageous.

The critical angle of attack is the angle of attack above which flow stall occurs. The critical angle of attack is interesting because the wing flies at a minimum speed when reaching it. As you remember, the condition for straight-line flight at constant speed is the balance between the total aerodynamic force and the force of gravity.

Recall the formula for the total aerodynamic force:

*V 2 R Cr * *S It can be seen from the formula that in order to ensure the constancy of the final value of the aerodynamic force R, an increase in the coefficient Cr inevitably leads to a decrease in the flight speed V, since the values ​​of air density and wing area S remain unchanged.

The economic angle of attack is the angle of attack at which the aerodynamic drag of the wing is minimal. If you set the wing to the economic angle of attack, then it will be able to move at maximum speed.

The most favorable angle of attack is the angle of attack at which the ratio of the lift and drag coefficients Cy/Cx is maximum. In this case, the angle of deviation of the aerodynamic force from the direction of the air flow is maximum. When the wing is set to its most advantageous angle of attack, it will fly the furthest.

The concept of lift-to-drag ratio There is a special term in aerodynamics: lift-to-drag ratio of a wing. The better the wing, the better it flies.

The aerodynamic quality of the wing is the ratio of the Cy/Cx coefficients when the wing is set to the most favorable angle of attack.

K Cy / Cx Let's return to the consideration of a uniform straight flight of a non-powered aircraft in still air and determine the relationship between the lift-to-drag ratio K and the distance L that the aircraft can fly, glide from a certain height above the ground H (see Fig. 26).

Rice. 26. Decomposition of forces and velocities in steady-state rectilinear planning.

The lift-to-drag ratio is equal to the ratio of the lift and drag coefficients when the wing is set to the most favorable angle of attack: K=Cy/Cx. From the formulas for determining lift and drag: Cy/Cx = Y/X. Therefore: K=Y/X.

Let us decompose the aircraft flight speed V into horizontal and vertical components Vx and Vy. The flight path of the aircraft is inclined to the ground at an angle of 90-.

From the similarity of right triangles in terms of angle, it can be seen:

Obviously, the ratio of flight range L to altitude H is equal to the ratio of speeds Vx to Vy: L/H=Vx/Vy Thus, it turns out that K=Cy/Cx=Y/X=Vx/Vy=L/H. That is K=L/H.

Thus, we can say that the aerodynamic quality shows how many meters horizontally the device can fly with the loss of one meter of height, provided that the air is still.

Supercritical angles of attack, concepts of spin and rear stall FLIGHT IS SPEED. Where speed ends, flight ends. Where the flight ends, the fall begins.

What is a corkscrew? Having lost speed, the aircraft falls on the wing and rushes to the ground, moving in a sharply elongated spiral. The corkscrew was called a corkscrew because outwardly the figure resembles a giant, slightly stretched corkscrew.

As the flight speed decreases, the lift force decreases. In order for the device to continue to be held in the air, that is, to equalize the reduced lift with the force of gravity, it is necessary to increase the angle of attack. The angle of attack cannot increase indefinitely. When the wing goes beyond the critical angle of attack, the flow stalls. And it usually happens not quite simultaneously on the right and left consoles. On the broken console, the lifting force drops sharply and the resistance grows. As a result, the plane falls down, simultaneously spinning around the broken console.

In the early days of aviation, falling into a spin led to catastrophes, because no one knew how to get the plane out of it. The first who deliberately put the plane into a spin and successfully got out of it was the Russian pilot KONSTANTIN KONSTANTINOVICH ARTSEULOV. He completed his flight in September 1916. These were the times when the planes were more like whatnots, and the parachute was not yet in service with Russian aviation ... It took years of research and many risky flights before the spin theory was sufficiently well studied.

Now this figure is included in the initial flight training programs.

Rice. 27. Konstantin Konstantinovich Artseulov (1891-1980).

Paragliders don't have spins. When the paraglider wing is brought to supercritical angles of attack, the device enters the rear stall mode.

Rear stall is no longer a flight, but a fall.

The canopy of the paraglider folds down and goes down and back behind the pilot's back so that the angle of inclination of the lines reaches 45-55 degrees from the vertical.

The pilot falls back to the ground. He doesn't have the ability to group properly. Therefore, when falling from a height of 10-20 meters in the rear stall mode, health problems are guaranteed for the pilot. In order not to get into trouble, a little later we will consider this mode in more detail.

We will be interested in answers to two questions. How not to get into a stall? What to do if the device still broke?

The main parameters that characterize the shape of the wing There are countless forms of wings. This is due to the fact that each wing is calculated for completely specific flight modes, speeds, and altitudes. Therefore, it is impossible to single out any optimal or “best” form. Each works well in "their" area of ​​application. Typically, the shape of a wing is determined by specifying the profile, plan view, twist angle, and transverse V angle.

Wing profile - section of the wing by a plane parallel to the plane of symmetry (Fig. 28 section A-A). Sometimes a profile is understood as a section perpendicular to the leading or trailing edge of the wing (Fig. 28 section B-B).

Rice. 28. View of the wing in plan.

Profile chord - a section of a straight line connecting the most distant points of the profile. The length of a chord is denoted by b.

Describing the shape of the profile, a rectangular coordinate system is used with the origin at the front point of the chord. The X axis is directed along the chord from the front point to the rear, and the Y axis is directed upward (from the bottom of the profile to the top). The profile boundaries are specified by points using a table or formulas. The contour of the profile is also built by setting the middle line and the distribution of the profile thickness along the chord.

Rice. 29. Wing profile.

Describing the shape of the wing, the following concepts are used (see Figure 28):

Wingspan (l) - the distance between planes parallel to the plane of symmetry and touching the ends of the wing.

Local chord (b(z)) - profile chord in section Z.

Central chord (bo) - local chord in the plane of symmetry.

End chord (bk) - a chord in the end section.

If the ends of the wing are rounded, then the end chord is determined as shown in Figure 30.

Rice. 30. Determining the end chord of a wing with a rounded tip.

Wing area (S) - the area of ​​the wing projection on its base plane.

In defining wing area, two remarks must be made. First, it is necessary to explain what the basic plane of the wing is. Under the base plane we mean the plane containing the central chord and perpendicular to the plane of symmetry of the wing. It should be noted that in many technical passports of paragliders in the column "dome area" manufacturers indicate not the aerodynamic (projection) area, but the cut area or the area of ​​the canopy neatly spread on a horizontal surface. Look at Figure 31 and you will immediately understand the difference between these areas.

Rice. 31. Sergey Shelenkov with the Tango paraglider of the Moscow company Paraavis.

Sweep angle along the leading edge ( ђ) - the angle between the tangent to the line of the leading edge and the plane perpendicular to the central chord.

Local twist angle (ђ p (z)) - the angle between the local chord and the base plane of the wing.

The twist is considered positive if the Y coordinate of the forward point of the chord is greater than the Y coordinate of the back point of the chord. There are geometric and aerodynamic twists.

Geometric twist - is laid down when designing an aircraft.

Aerodynamic twist - occurs in flight when the wing is deformed under the action of aerodynamic forces.

The presence of twist leads to the fact that individual sections of the wing are set to the air flow at different angles of attack. It is not always easy to see the twist of the main wing with the naked eye, but you probably had to see the twist of propellers or blades of a conventional household fan.

The local angle of the transverse V wing ((z)) is the angle between the projection onto a plane perpendicular to the central chord, tangent to the 1/4 chord line and the base plane of the wing (see Fig. 32).

Rice. 32. The angle of the transverse V wing.

The shape of the trapezoidal wings is determined by three parameters:

Wing aspect ratio is the ratio of the square of the span to the area of ​​the wing.

l2 S Narrowing of the wing - the ratio of the lengths of the central and end chords.

bo bђ Leading edge sweep angle.

pc Fig. 33. Forms of trapezoidal wings. 1 - swept wing. 2 - reverse sweep. 3 - triangular. 4 - unswept.

Air flow around a real wing At the dawn of aviation, being unable to explain the processes of the formation of lift, people, when creating wings, looked for clues from nature and copied them. The first thing that was paid attention to was the structural features of the wings of birds. It has been observed that they all have a convex surface at the top and a flat or concave bottom (see fig. 34). Why did nature give bird wings such a shape? The search for an answer to this question formed the basis of further research.

Rice. 34. Bird's wing.

At low flight speeds, the air medium can be considered incompressible. If the air flow is laminar (irrotational), then it can be divided into an infinite number of elementary air streams that do not communicate with each other. In this case, in accordance with the law of conservation of matter, the same mass of air flows through each cross section of an isolated jet with steady motion per unit time.

The cross-sectional area of ​​the jets can vary. If it decreases, then the flow velocity in the trickle increases. If the cross section of the stream increases, then the flow velocity decreases (see Figure 35).

Rice. 35. Increasing the flow rate with a decrease in the cross section of a stream of gas.

The Swiss mathematician and engineer Daniel Bernoulli derived a law that has become one of the basic laws of aerodynamics and now bears his name: in the steady motion of an ideal incompressible gas, the sum of the kinetic and potential energies of a unit of its volume is a constant value for all sections of the same stream.

–  –  –

From the above formula it can be seen that if the flow velocity in the air stream increases, then the pressure in it decreases. And vice versa: if the speed of the jet decreases, then the pressure in it increases (see Fig. 35). Since V1 V2, then P1 P2.

Now let's take a closer look at the flow around the wing.

Let's pay attention to the fact that the upper surface of the wing is curved much more than the lower one. This is the most important circumstance (see Figure 36).

Rice. 36. Flow around an asymmetric profile.

Consider air streams flowing around the upper and lower surfaces of the profile. The profile is streamlined without turbulence. The air molecules in the jets approaching the leading edge of the wing at the same time must also simultaneously move away from the trailing edge. Figure 36 shows that the length of the trajectory of an air stream flowing around the upper surface of the profile is greater than the length of the trajectory of the flow around the lower surface. Above the upper surface, air molecules move faster and are less frequent than below. A VACUUM occurs.

The pressure difference under the lower and upper surfaces of the wing leads to the appearance of additional lift. Unlike a plate, at a zero angle of attack on a wing with a similar profile, the lift will not be zero.

The greatest acceleration of the flow around the airfoil occurs above the upper surface near the leading edge. Accordingly, there is also a maximum rarefaction. Figure 37 shows diagrams of pressure distribution over the profile surface.

Rice. 37. Plots of pressure distribution over the surface of the profile.

–  –  –

A solid body, interacting with the air flow, changes its characteristics (pressure, density, speed). Under the characteristics of the undisturbed flow, we mean the characteristics of the flow at an infinitely large distance from the body under study. That is, where the investigated body does not interact with the flow - it does not disturb it.

The coefficient C p shows the relative difference between the pressure of the air flow on the wing and the atmospheric pressure in the undisturbed flow. Where C p 0 the flow is sparse. Where C p 0, the stream is compressed.

Let's pay special attention to point A. This is the critical point. There is a division of the flow. At this point, the flow velocity is zero and the pressure is maximum. It is equal to the stagnation pressure, and the pressure coefficient C p =1.

–  –  –

The distribution of pressure along the airfoil depends on the airfoil shape, the angle of attack, and may differ significantly from that shown in the figure, but it is important for us to remember that at low (subsonic) speeds, the main contribution to the creation of lift is made by the rarefaction that forms above the upper surface of the wing in the first 25% profile chords.

For this reason, in "large aviation" they try not to disturb the shape of the upper surfaces of the wing, not to place cargo suspension points, maintenance hatches there. We should also be particularly careful to preserve the integrity of the upper surfaces of the wings of our vehicles, as wear and carelessly applied patches significantly impair their flight performance. And this is not just a decrease in the "volatility" of the apparatus. It is also a matter of ensuring flight safety.

Figure 38 shows the polars of two asymmetric profiles.

It is easy to see that these polars differ somewhat from the polar of the plate. This is explained by the fact that at zero angle of attack on such wings the lift will be non-zero. Points corresponding to the economic (1), the most favorable (2), and the critical (3) angles of attack are marked on the profile A polar.

Rice. 38. Examples of polars of asymmetric wing profiles.

The question arises: which profile is better? It is definitely impossible to answer it. Profile [A] has less resistance, it has a greater aerodynamic quality than that of [B]. The wing with the profile [A] will fly faster and farther than the wing [B]. But there are other arguments as well.

Profile [B] has large Cy values. A wing with a profile [B] will be able to stay in the air at lower speeds than a wing with a profile [A].

In practice, each profile has its own scope.

Profile [A] is beneficial in long-haul flights, where speed and "volatility" are needed. Profile [B] is more useful where it becomes necessary to stay in the air at minimum speed. For example, when landing.

In "large aviation", especially when designing heavy aircraft, they go to significant complications in the design of the wing in order to improve its takeoff and landing characteristics. After all, a high landing speed entails a whole range of problems, ranging from a significant complication of the take-off and landing processes to the need to build ever longer and more expensive runways at airfields. Figure 39 shows the profile of a wing equipped with a slat and a double-slotted flap.

Rice. 39. Mechanization of the wing.

Components of aerodynamic drag.

The concept of wing induced drag The aerodynamic drag coefficient Cx has three components: pressure drag, friction and induced drag.

–  –  –

The pressure resistance is determined by the shape of the profile.

Friction resistance depends on the roughness of the streamlined surfaces.

Let's take a closer look at the inductive component. When the wing flows over the upper and lower surfaces, the air pressure is different. More below, less above. Actually, this determines the occurrence of the lifting force. In the "middle" of the wing, air flows from the leading edge to the trailing edge. Closer to the tips, the flow pattern changes. Air, tending from the zone of high pressure to the zone of low pressure, flows from under the lower surface of the wing to the upper one through the tips. The flow is then twisted. Two vortices are formed behind the ends of the wing. They are often referred to as wakes.

The energy spent on the formation of vortices determines the inductive drag of the wing (see Fig. 40).

Rice. 40. Formation of vortices at the wingtips.

The strength of the vortices depends on the size, shape of the wing, the pressure difference above the upper and below the lower surfaces. Behind heavy aircraft, very powerful vortex bundles are formed, which practically retain their intensity at a distance of 10-15 km. They can pose a danger to an aircraft flying behind, especially when one console is caught in the vortex. These eddies can be easily seen by watching jet planes land. Due to the high speed of touching the landing strip, the wheel rubber burns. At the moment of landing, a plume of dust and smoke is formed behind the plane, which instantly swirls in vortices (see Fig. 41).

Rice. 41. The formation of vortices behind a landing Su-37 fighter.

Whirlwinds behind ultralight aircraft (SLAs) are much weaker, but nevertheless they cannot be neglected, since a paraglider entering such a whirlwind causes shaking of the aircraft and can provoke the collapse of the canopy.

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Who hasn't dreamed of flying like a bird? You have a chance to make your dream come true! The school will give you the opportunity to discover yourself in a new field: to become a pilot of an ultralight aircraft (ALA) - a paraglider.

The main direction of the club's work is paragliding training. However, we, focusing on those who, having felt an interest in paragliding, decide in the future to connect their fate with the Sky and go to study at an aviation university or flight school, we are not limited only to paragliding topics, but we also try to touch on the problems of "big aviation" .

For the same reason our school is named " First step". We consider our initial training course only the first step on the way to serious flights and long-distance routes, and for someone, perhaps, to stratospheric heights and supersonic speeds.

For those who were in the sky
pilot of large or small aircraft

You will again be in the sky, which has long become close and dear to you. But this time everything will be different: instead of the roar of the engines, there will be the rustle of the wind in the lines. The walls of the cramped cockpit will disappear and the sky will be everywhere.

Having risen high-high with thermal currents, you will be able to hold clouds in your hands, cool and wet. You will be surprised: the sky will be closer to you than ever before!

Although the sky itself will remain the same, changing from a flying machine (fighter, bomber, passenger liner, or other super craft) to a paraglider will require some retraining.

And let the paraglider consist of ordinary rags and ropes, over time you will be able to perform some aerobatic maneuvers on it (and even with overloads of a few "g").

Probably, it will be easier for a pilot of large aviation (we will assume that, in comparison with a paraglider, all aviation is large) to learn how to fly a paraglider than for someone who has never been a pilot in the sky. However, the learning sequence will be the same. You will be able to go through some steps faster, because your consciousness is already prepared for them, and some, perhaps, on the contrary: sometimes it is difficult to overcome your old experience, which ceases to correspond to new conditions.

For those who have already taken their first step
in the sky, but does not feel confident

If you have already taken your first step into the sky (on your own or under the guidance of a mentor), but still do not feel confident, in our School you will be able to work through all the elements of flight technique again under experienced supervision and guidance.

Why might this be required? The fact is that, learning new things (including paragliding), a person seeks, first of all, to move forward as quickly as possible. A person does this in the most understandable and accessible way for himself, but since there is still little knowledge about the subject, this path often turns out to be not the best and not optimal.

Harmonious progress suggests that after a while the gaze should turn around and critically comprehend what has been achieved. There must be a streamlining and optimization of skills so that they are formed on the basis of the best experience.

But do we always do this? It’s good if an experienced mentor was nearby, who immediately gave valuable advice and helped to correct the skills. And if not? Then an inaccurate or even wrong habit is formed, which creates inner anxiety, which gives rise to uncertainty and does not allow you to enjoy free flight.

Of course, you can drown out your inner voice and force yourself to fly against the odds, making mistakes and causing trouble to others (both on the ground and in the air). But it is better to find the strength in yourself to recognize that it is time to go through the path of learning again and correct what you did not attach much importance to before. And the instructor will tell you what needs to be corrected, since the inaccuracies of control and the uncertainty of skills are better visible from the outside.

It is also possible that the teaching methodology used at the School will allow you to take a fresh look at paragliding control in flight or more accurately understand the individual elements of such control. Accordingly, you will be able to improve your piloting technique and transform your encounters with the sky from the category of extreme sports into the pleasure of flying.

“1 Paragliding club. Flight School ”First Step”: V. Tyushin Paragliders FIRST STEP INTO THE BIG SKY Moscow 2004-2016 Paragliding club. Flight School ”First Step”: ...»

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An increase in the launch height should be made taking into account the actual weather conditions, the level of preparedness of the pilot, as well as his psychological state.

–  –  –

When landing outside the landing area, pick up an open area of ​​a flat surface from the air in advance, determine the direction of the wind near the ground and calculate for landing.

–  –  –

In the event of a forced landing on bushes, forests, water and other obstacles, act in accordance with the instructions in the NPPT section "Special Flight Cases".

It is forbidden to perform 360-degree turns at a distance of less than 80 meters from the slope.

It is forbidden to make vigorous turns at a height of less than 30 meters.

–  –  –

Instructions for execution Take off and put the glider into steady glide mode. At a distance of at least 30 meters from the slope, start practicing the NP.

Slowly move your hand down to tuck one "ear"

paraglider.

Attention: If the movement of the hand tucking the "ear" of the paraglider is energetic, then the area of ​​the formed part of the canopy may be unacceptably large. Spreading the wing in such a situation will be a difficult task for a novice pilot. At this stage of training, the task of studying the behavior of a paraglider in conditions of deep navigation is not set. All that is needed is a simulation of the OP to work out the technique of restoring the canopy in the event of an OP during flight in turbulent conditions.

It is forbidden to fold more than 25% of the canopy area in the first two flights.

Immediately after turning the “ear” the pilot must compensate for the rotation of the wing by moving in the harness under the “preserved” part of the canopy and then by pressing the toggle from the same side of the canopy.

The straightening of the tucked-in part of the dome is carried out by vigorous pumping. The movement of the pumping toggle is built from the position of the toggle that compensates for the rotation of the paraglider. When the canopy expands, the pumping toggle should be at the same level as the rotation compensating toggle. After expanding the canopy, the pilot must move to the center of the harness and restore the speed of the paraglider by smoothly lifting the brakes to the top position.

Attention: If the toggles are lifted prematurely, a dive may occur with a turn towards the tucked-in part of the canopy.

The height loss in the dive and the angle of turn depend on the depth of the canopy turn and the type of paraglider. When the dome is turned up by 40-50% of the area, the loss of height in pecking can be 7-15 meters, and the turn angle is 40-70 degrees. The peck is extinguished by a short-term energetic tightening of the toggles while the canopy moves forward and down.

The task is considered completed if, during the exercise, the paraglider does not change the direction of flight and leaves the OP without pecking.

As the canopy spreading technique is perfected, taking into account the level of preparedness of the pilot and his psychological state, gradually increase the depth of the turn, but not more than up to 50% of the canopy area.

In case of a deep landing, pay the pilot's attention to the appearance of the paraglider sliding towards the unfolded part of the wing.

Security measures

It is forbidden to practice this exercise on paragliders with lines of the 1st and 2nd groups not spaced at different free ends.

It is forbidden to practice this exercise in suspension systems that are not equipped with roll compensators.

It is forbidden to practice this exercise in the presence of atmospheric turbulence.

The minimum height to complete the exercise is 30 meters.

In case of landing on an unexpanded canopy, keep the direction of flight strictly against the wind. If necessary, take self-insurance measures.

Paragliding Club. Flight School ”First Step”: www.firstep.ru

TASK II. FLIGHT FLIGHTS IN FLOW FLOWS.

–  –  –

Directions for execution After taking off from the ground, move to a semi-lying position and turn along the slope.

Pay special attention to avoid drifting the paraglider over the start line.

As you master the entrance to the DVP, work out the basics of the technique of soaring in the DVP with a gradual increase in the flight distance along the slope.

To work out the implementation of a 180-degree turn in the zone of action of the fiberboard. Turn only in the direction away from the slope.

After returning to the launch site, exit the fiberboard, descend and land on a predetermined site.

The exercise is considered completed if the pilot confidently enters the airspace, passes through the airspace with climb and turns 180 degrees without exiting the airspace.

The instructor, depending on the element being worked out, should choose his location in such a way as to be in the pilot's field of vision during the most critical phase of the flight.

–  –  –

It is forbidden to fly and maneuver near the slope at a distance of less than 15 meters from it.

It is forbidden to practice the exercise in gusty and unstable wind direction (gusts over 2 m/s, deviations in direction over 20 degrees from the oncoming wind).

–  –  –

Instructions for performance The flight is to be performed in the allotted soaring zone. Depending on the characteristics of the fiberboard and the flight properties of the paraglider, choose a flight path that ensures flight at the level of the top of the slope with the greatest possible distance from it.

In flight, conduct a constant analysis of the intensity of the fiberboard in height, extent and depth, depending on the relief of the slope, strength and direction of the wind.

When passing through turbulence zones caused by slope anomalies, slightly preload the toggles to increase the angle of attack in order to reduce the likelihood of canopy rollover.

When flying on deltadromes having the shape of a hill or a ridge, in the event of an increase in wind and a danger of drift into a piedmont rotor, immediately stop soaring, exit the fiberboard and land.

Training flights for this exercise (mastered for the first time) should be planned during the period of the most favorable conditions of the day.

During soaring flights, the instructor must constantly monitor the actions of pilots in the air and give commands in a timely manner to correct errors or terminate the flight.

Security measures

Soaring flight, maneuvering, evaporation at a distance of less than 15 meters from the slope are prohibited.

It is forbidden to perform maneuvers in flight that are not provided for by the flight mission.

–  –  –

Instructions for execution After starting and climbing in the DVP, calculate your actions in such a way that the gliding trajectory in the direction of the landing site will ensure the flight to it and the completion of the turn into the wind at a height of 3-10 meters.

If it is necessary to increase the rate of descent, flights to the landing site should be carried out with the “ears” turned up (up to 50% of the dome area).

When making a turn into the wind, do not roll more than 30 degrees. After completing the turn, move to a vertical position and, if necessary, overcome the fiberboard, turn up the “ears” to increase the rate of descent.

Immediately after touching the ground, extinguish the dome.

Security measures

It is forbidden to land at the start level without sufficient headroom to ensure a safe approach.

The landing site must be located outside the turbulence zones caused by the slope kink.

The landing area and the start line should be located at a safe distance from each other, determined by the capabilities of the deltadrome, the number of paragliders and hang gliders participating in the flights, and the qualifications of the pilots.

It is forbidden to enter the leeward zone when practicing exercises on deltadromes having the shape of a hill or a ridge.

–  –  –

Instructions for performance The flight is to be carried out in the established soaring zone. In flight, conduct constant diligence, control the time and altitude of the flight.

Constantly analyze the nature and intensity of the updraft in the hovering area in order to maximize its use for climbing.

Security measures

Control the time and altitude of the flight visually and (or) according to the readings of the instruments, do not lose discretion in the air and control over the control of the paraglider.

When practicing exercises on deltadromes having the shape of a hill or a ridge, in case of increased wind and a danger of drifting into a piedmont rotor, immediately leave the hover zone and complete the flight.

–  –  –

Instructions for implementation The launch should be carried out in the order established during the pre-flight preparation.

In flight, conduct constant prudence, control the movement of vehicles in the air. When performing maneuvers, calculate your actions in such a way as not to be on a collision course with other vehicles and not to allow a closer approach.

When mutual maneuvering in the flow, strictly follow the rules of divergence, also taking into account the direction of drift of the wake jets of one's own and nearby vehicles.

Turning or changing altitude should only be undertaken after making sure that this maneuver will not interfere with other pilots in the air. In case of unintentional approach, immediately turn away to the visible free zone.

In 1-3 flights, it is allowed to practice the exercise with 2 pilots.

In 4-6 flights - as part of 3.

In subsequent flights, the number of pilots participating in the exercise should be set depending on the capabilities of the deltadrome, actual weather conditions and the level of pilot training.

When carrying out joint flights with hang gliders, draw the attention of the paragliding pilot to the fact that the speed of the hang glider exceeds the speed of the paraglider. This circumstance must be constantly taken into account when conducting prudence and mutual maneuvering in the air.

Security measures

It is forbidden to arbitrarily change the established direction of movement of vehicles in the fiberboard.

When hitting a wake and turning the canopy, restore the canopy and slow down the paraglider to pass the turbulence zone at an increased angle of attack.

It is forbidden to conduct training flights for this exercise in conditions of thermal turbulence, which makes it difficult to control the paraglider.

Paragliding Club. Flight School ”First Step”: www.firstep.ru

–  –  –

Instructions for execution Depending on the location of the route on the ground, calculate your actions in such a way as to fly around the turning points of the route (LWP) in the given sequence and from the established side.

In flight, conduct a constant analysis of the nature and intensity of the DWP in order to use it most effectively when passing the route.

When choosing tactics for passing sections of the route, take into account the change in the nature and intensity of the fiberboard depending on the slope profile, shape in plan, wind direction and other circumstances.

In case of loss of height, take into account that slopes with a slight positive slope at their base, smoothly turning into a slope, provide a minimum critical evaporation height.

If it is necessary to overfly a PPM located outside the PPM zone, calculate the flight altitude in such a way as to ensure a return to the PPM after passing the PPM.

The number of APMs and their location on the ground should be set in accordance with the level of preparedness of pilots and the capabilities of the deltadrome, as well as actual weather conditions.

The exercise is considered completed if the pilot overflights the established PPMs in the correct sequence and lands within the landing area (LP).

Depending on the flight task, the launch site can be located either at the launch level or below, in front of the slope.

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Pay constant attention to the conduct of discretion, avoiding dangerous encounters with other vehicles.

Pay special attention to the conduct of diligence in the immediate vicinity of the PPM and during the landing approach.

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Instructions for performance Competitive flights are carried out under the conditions of competitions held in accordance with the ECSC, Competition Rules and Competition Regulations, as well as documents regulating the production of paragliding flights.

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AFTERWORD

Mastering the exercises given in this book is not a reason for a novice pilot (or pilotess) to consider the process of his training completed. There is no limit to personal improvement and there cannot be.

If we draw an analogy with "big aviation", then the backbone of its flight personnel is made up of highly experienced first-class pilots, there are also second- and third-class pilots. And then there are the "young lieutenants"

(freshly from school). They are no longer cadets, but it is too early to call them Pilots either. They need to learn a lot, gain experience, pass a lot of tests before the command considers it possible to assign the qualifications of third-class pilots to these young fighters.

At this stage, you belong to this group.

Do not rush to build up your piloting technique as quickly as possible. She will come to you in time. First of all, you need to learn how to fly reliably. There is such a thing in "big aviation": "reliable pilot". A good pilot is a reliable pilot.

A reliable pilot is not one who can impress the audience with his dashing aerobatics at extremely low altitudes and not one who dares to fly in weather in which others will sit on the ground. A reliable pilot is, above all, someone who flies safely. This is the one to whom you can say “act according to the situation” and be sure that out of hundreds of possible options, he will choose the really best one.

A reliable pilot is not one who always flies quietly, calmly and never takes risks. A person can take risks, and sometimes even very big ones, but he must be able to clearly justify the need for his step, without referring to stupid sayings that "brakes were invented by cowards." A reliable pilot, while respecting and following instructions and instructions, at the same time understands that it is impossible to write instructions that would replace the common sense required in each particular case.

It is relatively easy to learn how to pull a paraglider by the control lines. An instructor will help you with this. But you will have to develop a sense of common sense on your own. Read literature, accumulate your flight experience, the experience of your comrades, analyze in detail both your own and other people's mistakes, learn from the sad experience of flight accidents and think, think, think ...

Paragliding Club. Flight School ”First Step”: www.firstep.ru

A meeting point for free-flying enthusiasts Once you've mastered flying on the practice slope or the club's towing winch, you're sure to want something more very soon. In our country there are quite a few slopes suitable for flying, but among them one cannot fail to single out Mount Yutsa, located above the village of the same name, a few kilometers from the city of Pyatigorsk. If not all, then certainly the vast majority of pilots of the Russian and CIS ALS passed through Yutsu.

Rice. 174. Tatyana Kurnaeva (left) and Olga Sivakova at the foot of Mount Yutsa.

The place is unique. It is interesting because pilots of all qualifications feel great there. Beginners can learn to raise the wing at the "airfield" near the camp and jump in the "paddling pool". With a wind of 4-5 m / s, a wide and high fiberboard is formed near the mountain, in which up to several dozen devices can simultaneously hover. Endless fields around and high thermal activity allow experienced pilots to make long cross-country flights.

We should also not forget that Pyatigorsk is located in the region of the Caucasian Mineral Waters and is a resort city of the All-Russian scale. Therefore, even in the absence of flying weather, you will not be bored there.

Hang gliders were the first to master Yutsu back in 1975 (there were no paragliders in the USSR at that time). The place turned out to be so successful that in the fall of 1986, on the mountain, as a division of the DOSAAF of the USSR, the Stavropol Regional Hang Gliding Club (SKDK) was formed, which is still successfully functioning. Since the summer of 1994, adult and children's championships of Russia and the CIS have been regularly held on Yuts, which gather hundreds of free flight enthusiasts.

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Rice. 176. View of the base camp and the "airfield" located behind it from the Yutsk DVP.

Note: the field near the Yutsk camp is not accidentally called an airfield. When a lot of people gather on the mountain, the planes of the Essentuki flying club fly here for 2-3 days. These days, anyone

–  –  –

Having learned to soar confidently in fiberboard, you will naturally move on to the development of thermal updrafts and cross-country flights, first tens, and then, possibly, hundreds of kilometers.

On the ground, it is impossible to find an analogue of the feelings that a pilot experiences when he rises under the clouds. But perhaps the most powerful impression you get is when, after completing your first stream, you look down the slope from which you started. Before you started flying in thermals, you looked at the mountain mainly from the bottom up. At the time when you climbed to its top, it seemed huge to you. But from a height of 1.5-2 thousand meters, the same mountain will seem so small to you that you will no longer perceive a simple hovering in the fiberboard near the slope as a flight.

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However, flying in thermals is always a lottery. When leaving for a route, you can never accurately predict the place where you will land. And the further you fly away, the longer and more difficult the process of returning to base will be. If you want your flights to be more predictable, then you can go the other way.

Another way Do you remember Astrid Lindgren's wonderful fairy tale about the Kid and Carlson?

I have no doubt that in childhood a motorized prankster could not help but arouse in your soul sympathy and secret envy for his ability to fly.

Today, this fairy tale can become a reality. This reality is called paramotor.

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The paramotor is a self-sufficient design. When folded, all the necessary equipment is easily placed in the trunk of a car. Paramotoring does not require a slope or a towing winch. Having assembled and checked the installation in 10-15 minutes, you put the backpack engine on your back, start it, raise the canopy and, after running just a few steps, find yourself in the air.

A tank of gasoline with a capacity of 5 liters is enough to stay in the air for about an hour without any thermals and fly about 40 km during this time in calm weather. If this seems not enough to you, then nothing prevents you from putting a tank of 10 liters. Moreover, what is most valuable in a motor flight is that you will not be a slave to ascending currents, as on a free-flying wing. You will fly where you yourself want, and not where the currents and wind will carry you. The flight altitude will also be determined by you, and not by the presence and intensity of thermals (which you still need to find and be able to process). Want to fly higher

- press the throttle and rise to 4-5 thousand meters. If you want to go above the ground itself - also please. The paramotor will allow you to fly at a height of one meter and even lower.

But a detailed discussion of paramotor flight techniques is beyond the scope of this book, which is devoted to the basic training of paragliding pilots. Flying on a paramotor is a topic for a separate serious conversation. Therefore, we will discuss it in the next book.

And now it's time for us to say goodbye. Good luck to you. Good flights, soft landings and all the best.

In conclusion, I want to add that I will be grateful to all interested readers for constructive criticism and comments on this book. Write, ask questions. I promise that I will try to answer everything. My e-mail address: [email protected]

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LITERATURE

1. Anatoly Markusha. "33 steps to heaven" Moscow, publishing house "Children's Literature", 1976

2. Anatoly Markusha. "You take off." Moscow, publishing house "Children's Literature", 1974

3. Anatoly Markusha. "Give me a course." Moscow, publishing house "Young Guard", 1965

4. "Methodological guide to the training course for paratroopers in educational organizations DOSAAF." Moscow, DOSAAF publishing house, 1954

5. "Handbook of the pilot and navigator". Under the editorship of the Honored Military Navigator of the USSR, Lieutenant General of Aviation V. M.

Lavrovsky. Moscow, military publishing house of the USSR Ministry of Defense, 1974

6. "Manual for the production of flights on a hang glider (NPPD-84)".

Moscow, publishing house "DOSAAF USSR", 1984

7. V. I. Zabava, A. I. Karetkin, and A. N. Ivannikov. "A flight training course for hang gliding athletes of the USSR DOSAAF". Moscow, publishing house "DOSAAF USSR", 1988

8. "Handbook for the provision of emergency and emergency care." Compiled by:

cand. honey. Sciences O. M. Eliseev. Reviewers: professors E. E. Gogin, M.

V. Grinev, K. M. Loban, I. V., Martynov, L. M. Popova. Moscow, publishing house "Medicine", 1988

9. G. A. Kolesnikov, A. N. Kolobkov, N. V. Semenchikov, and V. D. Sofronov.

"Wing aerodynamics (textbook)". Moscow, publishing house of the Moscow Aviation Institute, 1988

10.B. V. Kozmin, I. V. Krotov. "Hang-gliders". Moscow, publishing house "DOSAAF USSR", 1989

11. "Guide to Aerial Vehicle Pilots". Editor A. N. Zbrodov. Ukraine, Kyiv, publishing house "Polygraphkniga", 1993. Translated from French.

Printed from Direction Generale de L'Aviation Civile, Service de Formation Aeronautique et du Controle Technique. "Manuel du pilote ULM". CEPADUES-EDITIONS. 1990

12.M. Zeman. Bandaging Technique. St. Petersburg, publishing house "Piter", 1994.

13. Textbook for students of medical universities, edited by Kh. A.

Musalatov and G.S. Yumashev. "Traumatology and Orthopedics". Moscow, publishing house "Medicine", 1995

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