Equipment

Wing certification

Modern wings are tested to the EN 926-2 standard (Europe) and given a class: EN A, B, C, D. Germany's LTF system uses the same letters. Older wings carry DHV classes 1, 1-2, 2, 2-3 and 3. The exam may say "LTF or CEN rating" (CEN = the European standards body).

• A higher class (C, D, or DHV 2-3, 3) means the wing is more demanding: it reacts faster, it is less forgiving in turbulence, and it usually recovers from collapses more slowly and less smoothly, with more pilot input needed.
• A lower class (A, B, DHV 1, 1-2) is more forgiving and predictable and recovers faster and more smoothly by itself.

Which wing should a beginner or novice fly? A wing chosen by your instructor that is appropriate for your current skill level. Not the bargain from the internet, not a bigger wing "for softer landings", not an advanced wing "to grow into". HPAC's operating limits for P2 pilots say: fly a glider recommended by the manufacturer as suitable for beginner or intermediate pilots.

Weight range. Fly inside the certified weight range. Near the top of the range the wing is faster, more solid and more responsive; near the bottom it is floaty and slow to respond and more collapse-prone in turbulence (Module 01, wing loading).

Lines, risers and maintenance

• Replacing damaged lines: only original manufacturer parts. Line length and stretch (elasticity) are part of the design. A line that is "the same diameter", "stronger", or "more elastic" changes how the wing flies and can cause a turn, a deep-stall tendency or a stall. Same diameter is not enough.
• Line shrinkage and stretch: Aramid (Kevlar) lines shrink, especially when wet; Dyneema lines stretch. Old wings with shortened rear lines and stretched front lines fly at a higher angle of attack and are prone to deep stall. Have the line lengths (the trim) checked at the annual inspection.
• Porosity: the fabric slowly lets more air through as it ages (UV, folding, sand, wet-dry cycles). A porous wing inflates badly and deep-stalls easily.
• A wing that always turns one way with brakes off: back to the dealer or a repair shop. Do not adjust riser lengths or harness straps to hide it.
• Where is the canopy stressed most? At the line attachment points in the front half of the wing, where the loads are highest. Check those tabs and ribs for damage.
• Care: store dry, out of the sun, loosely packed; never leave it in a hot car; keep it out of salt water; wash sand out; do not fold along the same lines every time (leading-edge rods); repairs by a professional.
• Reserve: have it repacked every year (or after any deployment or soaking). Check the pins, the handle and the bridle connection at every pre-flight.

Harness

• Back protection (foam or airbag) is standard. Get in it correctly: sit back into the harness only after you are flying, not during the run (Module 02).
• Chest strap: tighter = more stable, less feedback, but more risk of riser twist in a collapse. Looser = more feel and more roll, more risk of autorotation in a big collapse. Follow the manufacturer's recommended width.
• Speed bar: connected and checked before every flight. Know where your feet find it without looking.
• Leg straps: always check them. Falling out of a harness has killed pilots.

Helmet, restraint and the law

Instruments and radio

• Altimeter and vario: standard. Set the altimeter to the launch or landing elevation before flight (Module 11).
• For cross-country in Class E airspace with a HAGAR, the CARs require the glider to be equipped with a magnetic compass and an altimeter. Not a variometer, not a radio (Module 10).
• A radio is required by the CARs when you fly in Class D airspace, in a Mandatory Frequency (MF) area, or in the ADIZ (the Air Defence Identification Zone along the coasts and the US border). Elsewhere it is not legally required, but every club expects you to carry one.
• Which radio? Aviation-band (118–136 MHz) needs a Restricted Operator Certificate with Aeronautical Qualification from Industry Canada (ISED). Most Canadian pilots use 2 m amateur-band radios (which need an amateur radio licence) or licence-free FRS/GMRS handhelds for club chat. Ask your club what it uses.
• Oxygen equipment is required for flight above 13,000 ft ASL, and for more than 30 minutes between 10,000 and 13,000 ft (Module 09). The supply must last for the whole time you are at those altitudes.

Insurance

Powered paragliders (paramotors) are a different aircraft

A paraglider with a powered harness is legally a basic ultra-light aeroplane, even when the engine is off (the aircraft type does not change when you stop the motor). Different rules apply: registration, an Ultra-light Pilot Permit, insurance, different airspace rules, and HPAC insurance does not cover it. Exam answer: you are classified as an ultralight even if you are not under power.

Towing

• Paragliders are towed with a payout winch or a stationary winch with a controlled line tension, always with a weak link and a release you can reach.
• Static-line towing (a fixed length of rope behind a moving vehicle) is not recommended for paragliders because of the paraglider's limited speed range: the vehicle cannot match the small window between stall speed and top speed, so line tension and airspeed are hard to control.
• On tow, the tow force adds to your weight: the wing behaves as if it were more heavily loaded, so the stall speed increases. The resultant aerodynamic force must balance weight plus tow force.

The safety-equipment list (P2 long answer)

Helmet · reserve parachute (repacked yearly) · back protection · hook knife · radio · first-aid kit · whistle, signal mirror or smoke · tree-landing kit (rope, sling) · water and food · sun protection · gloves · sturdy boots · phone with emergency numbers · a logbook to track your currency.