Total cost for a typical setup is about $4,900
The Wing -- Gliders are rated for their ability to recover
from collapses while flying. Gliders that have an
LTF "A" rating
generally recover spontaneously from collapses. Gliders with
higher LTF letter ratings require more pilot input to recover.
Collapses often happen when flying in air that has turbulence caused by
thermals. In the photo below, each cloud is the top of a thermal
-- this was an outstanding day for paragliding. The pilot here,
Lee Baker, was the first ever to tow up at the sod farm and thermal away
to cloud base. He loved it!
Flying early or late in the day minimizes turbulence but flights will be
short -- what is known as a sled-ride. Why do pilots choose wings
that require more input to fix collapses? It is because these
wings have generally higher performance. As mountain pilots here
in El Paso, we tend to be very conservative when flying among the rocks
and like the more stable wings.
In contests, skill usually trumps glider design in all but extreme cases
so high performance gliders generally make little difference. Cost:
$2,300 - $3,700. (Cost is based on performance and brand name.)
What class or wing should I fly? It depends on where you fly most of the time. Pilots who only fly on the coasts will rarely experience turbulent air. On the other hand, pilots who fly in the mountainous desert, like the southwest US, can experience the most turbulent air in the world. Training is the most critical for the latter type of pilot, especially having the skills to "read" flying conditions. As a result, we recommend that pilots who fly in our region fly only LTF A or DHV 1 gliders. Events can happen so quickly that most average pilots will not have time to respond quickly enough. The lower performing gliders have a much better chance of spontaneous recovery from collapses with minimal pilot input. Our experience has shown that pilots who fly more advanced gliders wish they had not flown them in our region. When our pilots go to the coasts or the eastern (and humid) US, they find the air relatively benign in comparison -- and easy to fly in.
UP, a German manufacturer of superior gliders, recommends that pilots not upgrade until they have experience zero collapses on their current wing. This is good advice as "being cool" has little relevance to your safety and flying school. Why be frightened out of the sport while flying a twitchy wing in mountainous desert air?
The Harness -- It is much like sitting in an easy chair.
The small red handle in the lower right is used to deploy the reserve
parachute stored under the seat of the harness. The paraglider is
attached to the two carabiners in the upper center. The back of the
harness contains stiff foam used to protect the back of the pilot in
case of a fall.
There is also a large zippered storage area along the back of the
harness for stowing gear, like the glider packing bag and anything else.
The pilot is securely strapped into the harness -- he cannot fall out!
When on the ground, the pilot is able to stand up fairly easily though
it is somewhat difficult to run with a harness attached. Once in
the air, many harnesses have a foot strap attached so that the pilot can
easily place himself firmly in the harness without letting go of the
controls of the glider. Some harnesses are shaped like a pod.
These harness are the most comfortable and allow the pilot to be less
exposed to the colder air of high altitudes -- they are also the most
expensive and used mostly by serious cross country pilots. Cost:
$400 - $1,500. (The most expensive harness are known as "pods" and
are particularly used in competition. Most pilots spend about $800
on a harness.)
The Helmet -- Most pilots prefer helmets with a faceguard as
we tend to hit the ground at many different angles, especially when
launching. Who likes to eat dirt and grass? The
Charly Insider (photo
here) is made of
Kevlar
and is specifically designed and certified to meet the strict standards
of the European Union for air sports. How much is your head worth
if you go bonk? This should not be a difficult question.
Cost: $150 - $300
The Reserve -- Most pilots fly with a reserve for the mental comfort
it brings as we all know that they are only to be used as a last resort. This is because deploying a reserve when things go awry
with your main glider is always dicey. (Go
here for a
video of the unexpected results that can happen during a deployment.)
It is best to never be in a situation where reserve deployment might be
necessary! Do NOT fly in air that requires a
greater level of
skill than what you have. Steerable reserves are still a myth. The
demonstrations are always under controlled conditions with a pilot
flying a fully inflated and stable glider. If a steerable reserve
AND the glider begin to candlestick around each other, it will be much
worse than just the glider doing it as it is still possible to disable
the glider. Therefore, it is ALWAYS wiser to
fly with plenty of altitude and do everything possible to fix the
problem with your glider before reaching for the reserve. Once
under a reserve, you have no control over where you will land and
no guarantee how the reserve will deploy.
This is why it is a last resort. If you use a reserve,
purchase the biggest one you can carry. The finest reserves are
made by High
Energy Sports of Anaheim, CA. They have unique aerodynamic
properties which greatly slow down the pilot's descent through the air.
Some reserves are
steerable and provide landing options but there is an additional
hazard of more complications if this kind of reserve gets tangled up in
the main canopy. For more info on reserve systems go
here.
Below is the May Day reserve by
APCO Aviation. Cost: $650 - $1,100 (Cost is based on
size and type. Most pilots spend $650 - $800 on a reserve like the
one below).
Footwear -- The most common injury in paragliding is to the
ankles. It is important to protect them which is why high
top boots are recommended. Boots must never have lacing clips attached
as they can snag the lines in and around the harness. You will
probably never have a problem if you fly with boots that have open
lacing clips. But why complicate a series of cascading events with lines
snagged to your boots? The instructor at EPP once witnessed a
student who knew better get his feet tangled together while trying to
land -- he was lucky
he didn't get hurt. The boots here are
CRISPI
-- some of the finest on the market. They have sturdy vertical
inserts which help prevent ankle injuries. They are light and
comfortable. Ordinary hiking boots will also do but if you have
weak ankles or want maximum protection for your feet, these boots are
worth the investment. They are very durable and will give many
years of service, even while hiking.
Contact us if you want the best
boots made. Cost: $50 for basic hiking boots without lacing
clips to over $300 for Crispi boots.
The Radio -- The radio is
far more than a convenience when flying. It is your connection with other
pilots and the ground for weather information, pilots in
distress, and emergencies. It must be simple and easy to operate.
All USHPA pilots have the privilege of their own set of
radio
frequencies in the 150 MHz range. Inexpensive 2 meter Amateur Radio
service transceivers can be modified (by us) to work on these
frequencies. It is technically against the rules (FCC) to use
these modified radios but the authorities are apparently looking the
other way at this time. If the FCC wanted to, they could
immediately require that these radios not have a modifiable chipset.
The "legal" radios are expensive and do not easily work with
accessories necessary for flying. Here is a typical radio, the
YAESU 250R. (We sell them ready to go for USHPA registered
pilots.) You must also have a speaker and mic that work inside
your helmet as it impossible to hear a radio unless it is a few inches
from your ear. The best buy on the market is the
Thermal Tracker. It should be used with the push button on the
helmet if at all possible. The wrist-button setup works fine but
it is a nuisance to hook up and can get tangled in equipment and
clothing. If you are too busy to reach over to your helmet and
push the talk button, you are too busy to talk! Pilots will need to order the correct connection for
their particular radio. Cost: $ under $200.
The GPS -- This device is
essential if you fly in the mountains as you must always know your speed
and direction over the ground. I.e., "Am I drifting backwards over
the top of the mountain and into danger?" It is very difficult to
tell your speed and direction over the ground if we are a mile or two
over it. With a GPS we can tell whether we are starting to slow
down and in what direction we are going. If we ever get in trouble
with authorities per "you were flying over X" but we were not, the GPS
log can prove our innocence (but only if our GPS can log our tracks and
we have set it up properly). If we have plenty of money, we can
buy a variometer that also has a GPS but those of us who really know and
use these devices generally prefer a separate unit which can double for
hiking and driving as well. The most common, rugged, and easy to
use GPS is the GARMIN top-of-the-line models for hiking, like the
Garmin 62s. The older Garmin 60csx is also excellent and can
be had for a good price on the used market and is still available new
from suppliers on Amazon. Cost: $150 - $350.
Compass -- In case we fly
into a cloud by accident, a compass can greatly help because it instantly
tells us our heading unlike a GPS. That is, we
can head to the edge of the cloud and out rather than fly deeper into
it. Those who have sailed a yacht in fog know what this means.
A GPS is next to useless unless a course is held steady for 5 or 10 seconds. Do NOT use a cheap bubble compass as they go everywhere if
you are in turbulence. Do NOT mount the compass next to a GPS as
the magnetic field in the GPS will effect the compass and vice versa.
The photo here is an inexpensive
Brunton compass. Cost $15 - $30
The Variometer -- If you
want to thermal well, you must have one of these, preferably one that
also has a recorder. The variometer (or vario) measures your
vertical speed through the air instantaneously. It gives an easy
visual indication as well as a varying tone, if the pilots wants.
It can even give an audio tone indicating when the pilot is in sink.
The vario also can tell you your relative altitude, your actual
altitude, air temperature, and (optional) airspeed. A GPS
can give vertical speed but only for descending. A recording
variometer records everything from your flight. You can
then download the data to your computer and analyze your flight carefully.
How well did I thermal today? Only a recording variometer can give
you the details. Here
is a photo of the Flytec 6010. It is available from El Paso
Paragliding. Please contact
us for pricing and more information. Cost: $285 - $1,400
(Cost is based on functions desired. A recording variometer that
is easy to read costs about $ 450.)
Flight Deck -- It is
difficult to mount a GPS, a Vario, a compass, and a camera somewhere on your legs
with straps. Instead, use a flight deck.
It has various compartments for things like a camera, snacks, weapons, matches,
first aid, etc. It mounts with straps to the webbing next to the carabiners
on the harness. It is easy to take it on and off. Below is a
photo of the
Sol flight deck. Cost: $75
Radio Harness -- This is
optional but has the advantage of securely attaching your radio to your
person and protecting it. It also has a convenient pouch that can
be used for storing extra batteries. You can use a flight deck to
store batteries but you have to fuss
with a zipper in flight which can take two hands. The radio pouch
has a Velcro flap which is easy to open. Below is the
MFJ
radio harness. Another advantage of the radio harness is that
you will often find yourself on the ground without your harness and
flight deck on and in need of radio communications. The radio
harness makes it easy to safely and securely carry your radio at all
times. Cost: $35
Other Equipment -- Things like a two-step speed bar, flight suit, gloves, catheters (men only), etc. can be useful, depending on conditions and where/when you are flying. Contact us for more info on these equipment items.
Used Gear -- Used wings can offer a significant savings but will not have the life of new as fabric and lines decay with age and exposure to the sun. If you plan to fly more than 30 hours a year, new gear is a better value as you will not have to replace it before its useful life is up. It is important to remember that your life depends on the safety and condition of the gear you fly with. Used gear (other than from reputable dealers and schools) has unknown origin and usage. How much is your life and safety worth? Do not buy used wings or reserves without having them inspected by factory authorized inspection centers. Sellers of such equipment should be happy to share the cost of an official inspection.
Gear Size & Weight PG gear is so lightweight and compact that it can go as regular baggage on commercial jets. With some models, your entire aircraft with instruments and safety equipment can fit in a small back pack that will fit in the overhead bin on a small plane.