You are currently viewing In progress: Collection of tips and tricks

In progress: Collection of tips and tricks

There are tons of sources available when it comes to tips and tricks for flying, be it YouTube, various blogs, magazines, podcasts or social media. But how to make all this knowledge available simply and in a condensed version? I explain my solution to the problem in this post.

The collection of tips and tricks are still in progress, but I will work on it in the following months. The bullet points in chapter source which are marked with “check” have to be checked, and the core statement have to be added as a note to the chapters below. The source is linked and marked with a “#” at the end of each bullet points.

Some notes are in German, because the most sources are in German, but don’t worry I will translate all notes in the future.


The following notes, provided free of charge, reflect my understanding of flying, and are an excerpt from the respective source article. Some of the notes also refer to the equipment I use. Therefore, I can of course not guarantee anything written below, each pilot is responsible for himself and should use what is written below on his own responsibility.

Route planing


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Flight tactic

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Time calculation

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  • Launch over inversions if possible, at least 200 m #



Flight analysis

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Rules for FAI-Triangle

  • Smallest leg at least 28% of the total distance
  • Factor 2, each kilometre flown times 2
  • All other closed tasks are flat triangles, factor 1.75
  • 20% of the distance may be missing and the triangle is closed
  • One-way flights, factor 1.5


  • Availability and timetables Study public transport and install public transport app #
  • Observe air shows such as balloon flights or competitions #


Take off

  • No tip or trick yet

Fast descent


  • To initiate a spiral, look and lean in to the direction you want to go, then smoothly and progressively pull down on the inside brake #
  • The Alpina 4 will first turn almost 360 degrees before it drops into the spiral. Once in the spiral you should re-centre your weight shift and apply a little outside brake to keep the outer wing tip pressured and inflated #
  • Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a spiral dive, but at these rates the associated high speeds and g-forces can be disorientating. Always pay particular attention to your altitude #
  • To exit the spiral dive, smoothly weight shift in the opposite direction of the spiral and smoothly release the inside brake whilst applying the outside brake. As the Alpina 4 decelerates allow it to continue to turn until enough energy is lost for it to return to level flight without an excessive climb and surge #
  • It is possible for the Alpina 4 to remain neutral in a spiral dive under certain circumstances: unsuitable chest strap setting (too tight), total weight in flight outside of the certified weight range, or being in a very deep spiral at a very high sink rate >14m/s #
  • You should always be prepared to pilot the wing out of a spiral dive. To do so, use opposite weight shift and smoothly apply enough outside brake until you feel the wing start to decelerate, the glider will then start to resume normal flight #
  • Recovering from a spiral with hard or quick opposite inputs will result in an aggressive climb and surge and is not recommended. Always be prepared to manage the energy, bleed off the speed if necessary. Never perform spiral dives close to the ground #


Deployment of the G-chute

  • Make sure you are flying straight at trim speed #
  • Take the G-chute out of the G-chute pocket and release it on the side of the harness that it is connected to #
  • Release the G-chute handle so that the chute opens and causes drag #
  • Start your spiral dive on the same side of the G-chute riser attachment. If your G-chute is connected to the left main carabiner, make sure you make the spiral dive to the left and vice-versa #
  • Get yourself used to the G-chute. Start with a moderate spiral and adjust it to your needs with the outside brake #
  • To exit the spiral, check your weight is centred (or slightly towards the outside) and progressively release the inside brake. As the glider starts to exit the spiral, make sure you control pendulum moment #
  • Once you are back in normal flight, kill the G-chute by pulling on the G-chute handle that is connected to the center line. You can now put the G-chute back in the pocket for reuse taking care not to allow the G-chute to re-inflate when stowing #

Be aware

  • Never deploy the G-chute if your glider is wet or if there is another risk that your glider might go into deep stall #
  • Never make the spiral dive to the opposite side of the G-chute riser attachment #
  • Don’t deploy your G-chute in any other flight state other than trim speed in straight and level flight #
  • Never make the spiral dive to the opposite side of the G-chute riser attachment #
  • Don’t deploy your G-chute in any other flight state other than trim speed in straight and level flight #
  • Don’t use the G-chute on the final approach or landing #

Putting on ears

  • To pull big ears, keep hold of your brake handles and take the outermost A-line on each side, then pull out and down (preferably one at a time) until the wingtips fold under. The Outer A line is attached to the Baby #
  • The size of the big ears can be adjusted by pulling more line, or reaching higher up the line. For directional control while using the Big Ears, you should use weight shift #
  • To reopen the ears, release both A lines at the same time. To help reinflation, brake gently one side at a time until tips regain pressure #
  • Avoid deep symmetric applications of the brake as this could accidently induce parachutal or full stalls #
  • You may use Big ears for the final landing approach, but they should be released before making the final flare. Ozone advise to not use this technique in turbulent or windy conditions due to the reduced ability to fly actively and the risk of an inadvertent stall whilst descending through the wind gradient #
  • DO NOT perform spiral dives with the big ears engaged #

Accelerates putting on ears

  • Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator bar, however NEVER try to pull the Big Ears in if the accelerator is already pushed #
  • Always make the Big Ears first and then apply the speed bar #



  • Once below 30 metres avoid turning tightly as the glider will have to dive to accelerate back to normal flight #
  • Allow the glider to fly at hands up (trim) speed for your final descent until you are around 1 metre above the ground (in windy or turbulent conditions you must fly the glider actively all the way). Apply the brakes slowly and progressively to slow the glider down until groundspeed has been reduced to a minimum and you are able to step onto the ground #
  • In light winds/zero wind you need a strong, long and progressive flare to bleed off all your excess ground strong flare may result in the glider climbing upwards and backwards quickly, leaving you in a vulnerable position #
  • If the glider does begin to climb, ease off the brakes (10-20cm) – do not put your hands up all the way – then flare again, but more gently this time. Keep the brakes at mid speed, stand up, be ready to run and make sure you brake fully as you arrive on the ground #

Slope landing

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Tree landing

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Water landing

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Rescue throw

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High wind landing

  • In strong winds you need to turn towards the glider the second your feet touch the ground. Once facing the wing pull smoothly and symmetrically down on the brakes to stall the wing. If the glider pulls you, run toward it #
  • If the wind is very strong, and you feel you might be dragged, or lifted again, stall the glider with the C risers. This stalls the wing in a very quick and controllable way and will drag you less than if you use the brakes #

Curve technique


  • To make efficient and coordinated turns, first check the airspace is clear and then lean in the direction you want to go. The first input for directional change should be weight-shift, followed by a smooth application of the brake until the desired bank angle is achieved #
  • To regulate the speed and radius of the turn, coordinate your weight shift and use the outer brake #
  • IMPORTANT Never initiate a turn at minimum speed (i.e. with full brakes on) as you could risk entering a spin #

Break Shifting

  • No tip or trick yet

Active flying


  • How do I compensate for pitching and best take thermals in straight flight? It is best to work with the speed bar. If the glider comes off slowly to the front, it moves to the back, then kick again with feeling #
  • Flying with a small amount of brake applied (approx. 20 cm) will allow you to feel the feedback from the wing. In turbulent conditions the internal pressure of the wing is constantly changing and by using a small amount of brake will you feel these changes #
  • The aim of active flying is to maintain a constant pressure through the brakes, If you feel a reduction or loss of pressure quickly apply the brakes until you feel normal pressure again. Once you have normal pressure, raise the hands back to the original position #
  • Avoid flying with continuous amounts of deep brake in rough air as you could inadvertently stall the wing – always consider your airspeed #
  • The brake inputs can be symmetric or asymmetric; you may have to apply both brakes or just one. These subtle adjustments will keep the glider flying smoothly and directly above you and dramatically reduce the likelihood of a collapse #
  • If the glider pitches in front of you, use the brakes to slow it down. Equally, if the glider drops behind you, release the brakes to allow it to speed up, but be ready to anticipate the following pitch forward. The goal is to maintain the wing directly overhead with a constant level of internal pressure #

Active flying with C-Risers

  • To fly with the risers, keep hold of your brake handles (remove any wraps) and take hold of the ACR handles #
  • If you see or feel the leading edge lose pressure, at the same time as releasing some or all of the accelerator you can also apply pressure to help keep the nose open #
  • The amount of pressure and size of the input is dependent on the amount of turbulence/loss of pressure, but always be gentle at first or you risk stalling part or all of the wing if you are over enthusiastic #
  • ACR control is very effective throughout the speed range, in strong turbulence we recommend to control the pitch of the wing actively using a combination of the speed bar and ACR input #
  • If you feel the nose of the wing start to collapse or pitch forward whilst accelerated the first action should be to release the speed bar impulsively and then make any necessary riser input #
  • Using the combined active speed bar / ACR control technique you will be able to maximise your speed and efficiency whilst minimising the likelihood of collapses #
  • This control method is suitable for gliding in good ‘normal’ air, it does not replace proper active flying with the brakes in strong turbulent conditions. If you are unsure about the air return the glider to trim speed, release the risers and fly the glider actively with the brakes #


  • IMPORTANT Using the accelerator decreases the angle of attack and makes the wing more prone to collapse, therefore using the accelerator near the ground or in turbulent conditions should be avoided #
  • IMPORTANT Never use the brakes while flying with the speed system – this increases the risk of a stall #

Centring technique


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Find centre

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  • Wird das Steigen schwächer, eng drehen
  • Wird das Steigen stärker, größer drehen
  • Bleibt der Varioton gleich, konstante Kreise drehen

Perform curve change

  • Kreis in Richtung stärkeres Steigen verlagern
  • Falls steigen nicht konstant, enger Kreisen

Windward and leeward

  • No tip or trick yet

Target Speed


  • Flying at trim speed (hands-up), the Alpina 4 will achieve its ‘best glide’ speed for still air. You should fly at this speed when gliding downwind or when the air is not excessively sinking #
  • For better penetration in headwinds and improved glide performance in sinking air, crosswinds or headwinds, you should fly faster than trim speed using the accelerator system #
  • Using up to half bar does not degrade the glide angle or stability significantly and will improve your flying performance #
  • At full speed the Alpina 4 is stable, however we recommend that you do not fly at full speed close to the ground or in turbulent air #
  • By applying approximately 20 cm of brakes, the Alpina 4 will achieve its Minimum-Sink rate; this is the speed for best climb and is the speed to use for thermalling and ridge soaring #

Flight tactic


  • If necessary, remain in the zero slide for longer until something pulls through again #
  • A lot of weight helps a lot is only partly true. Especially at the beginning of thermals and in the evening hours, the little bit of climb of the larger glider can be decisive #


  • In spring the thermals rise well from below #
  • Stay high in summer, the air is more humid at the top #
  • Approach trigger points high #
  • Trigger edges also work just above the ridge #
  • Pilots in the air are excellent thermal markers. If possible, do not take off first. If the first pilot falls out of the sky, try flying to the right or left of him at a 30° angle #
  • In marked thermals, sit on top, do not arrive under the glider #
  • Beware of the thermal hole. Occurs when the valley wind kicks in, because it first shreds the thermals, then takes until the thermal supply is strong enough again #


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Terrain features

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Behaviour in special cases


  • If you have a collapse, the first thing to do is to control your direction. You should fly away from the ground
    or obstacles and other pilots #
  • Asymmetric collapses should be controlled by weight shifting away from the collapse and applying enough brake to control your direction. This action alone will be enough for a full recovery of the wing most of the time #
  • Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. This means the glider will spin or stall with less brake input than normal. In your efforts to stop the glider turning towards the collapsed side of the wing, you must be very careful not to stall the side of the wing that is still flying. If you are unable to stop the glider turning without exceeding the stall point, then allow the glider to turn whilst you reinflate the collapse #
  • If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump on the deflated side. This pumping action should take about 1–2 seconds per pump. Pumping too short and fast will not reinflate the wing and pumping too slow might take the glider close to, or beyond, the stall point #
  • Symmetrical collapses reinflate without pilot input, however 15 to 20 cm of brake applied symmetrically will speed the process. After a symmetric collapse, always consider your airspeed. Make sure the glider is not in parachutal stall before making any further inputs #
  • If your Alpina 4 collapses in accelerated flight, immediately release the accelerator and manage the collapse using the methods described above #
  • IMPORTANT, Never apply the brakes whilst using the speed system – it makes the wing more prone to collapse #


  • The first solution to get out of this situation is to stabilize the glider into normal flight, i.e. get control of your direction and then use strong deep pumps of the brake on the cravatted side #
  • When doing so it is important to lean away from the cravat, otherwise you risk spinning or deepening the spiral. The aim is to empty the air out of the wing tip, but without spinning #
  • You can also try pulling on the stabilo line to free small stubborn wing tip cravats. Whichever method you use, be careful with any brake
    inputs as you may stall the opposite wing #
  • If it is a very large cravat and the above options have not worked, then a full stall is the next option. Only attempt this if you have enough altitude and you know what you are doing. Remember, if the rotation is accelerating, and you are unable to control it, throw your reserve parachute immediately whilst you still have enough altitude #

Deep stall

  • In case of a deep stall your first reaction should be to fully raise both hands. This normally allows the glider to return to normal flight but If nothing happens after a few seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain normal flight #
  • Ensure the glider has returned to normal flight (check your airspeed) before you use the brakes again #

Flying in the Rain

  • Do not fly in rain, doing so significantly increases the likelihood of parachutal stalls occurring #
  • To reduce the chance of stalling in rain, avoid using deep brake movements or Big Ears. Find a safe area to land and using the speed bar, maintain a good airspeed at all time #

Emergency and First Aid

Alpine Emergency Signal

  • Audible or visible signal / calling, six times within one minute #
  • Repeat the signal after each one-minute pause#
  • Response signal occurs three times per minute #

First Aid

  • Call emergency #
  • Further steps???



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Valley winds

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VIENTO Valley wind map

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Equipment know-how


  • No tip or trick yet


DHV-Info and Magazin

DHV-Info 185 Thermikfliegen im Flachland Page ?? (check)

DHV-Info 187 Die Seele der Thermik (check)

DHV-Info 192 Sollfahrt und MacCready Page 22 (check)

DHV-Info 193 Schnell nach oben – Zentriertechnik Page 40 (check)

DHV-Info 194 Wie ich gute Flugtage früher erkenne (check)

DHV-Info 214 Thermik bei bedecktem Himmel (edit)

DHV-info 216 Thermikfliegen Stör mir meine Kreise nicht (check)

DHV-Info 217 Wolken saugen nicht (check)

DHV-Info 220 Effektives fliegen mit Vario Page 32 (check)

DHV-Info 221 Das Wunder der Schneethermik (check)

DHV-Info 225 300 km im Dreieck Page 88 (check)

DHV-Info 231 Lässt sich ein erfolgreicher Streckenflug planen? Page 24 (check)

DHV-Info 232 Schirm aufstellen Page 36 (check)

DHV-Info 233 Druckwellen das verkannte Meteo Risiko Page 82 (check)

DHV-Info 233 Live-Tracking OGN Funknetz Page 44 (check)

DHV-Info 234 Sicheres Fliegen mit optimalen Anstellwinkel Teil 1 Page 26 (check)

DHV-Info 234 Vorsicht bei Nordföhn Page 92 (check)

DHV-Info 235 Sicheres Fliegen mit optimalen Anstellwinkel Teil 2 Page 56 (check)

DHV-Info 236 Punktprognosen lesen lernen Page 86 (check)

DHV-Info 237 Einklapper beim Gleitschirm Page 28 (check)

DHV-Info 237 Von Schläuchen und Pilzen Page 80 (check)

DHV-Magazin 239 XC-Sportlertag 2022 Page 84

DHV-Magazin 240 Über die Freiheit des NICHT-Zurückkommens Page 6 (check)

DHV-Magazin 240 Misstraut den Föhndiagrammen! Page 60 (check)

DHV-Magazin ??? Erste Hilfe Training Gleitschirmpilotinnen und -piloten Page 44 (check)

DHV-Magazin 241 Erste Hilfe Training Helmabnahme Page 56 (check)

DHV-Magazin 241 Wie hoch reicht die Thermik? Page 80 (check)


Lu-glidz Mit Verlaub, es ist der Staub (check)


Own experience

Ozone Alpina 4 Pilots Manual

GIN G-chut User manual

H Barthelmes Informationen zum Flugfunk für Streckenflieger 12.2019 (check)

Volker Gringmuth Sprechfunk für Ultraleichtflieger 06.11.2019 (check)

Austro Control GmbH Sprechfunkverfahren für den beweglichen Flugfunkdienst (check)

DAV Bergrettung Notruf und Rettung in den Alpen (check)


Podz-Glidz #05 XC-Revolution (check)

Podz-Glidz #10 Tandemrekord (check)

Podz-Glidz #13 Flybird (check)

Podz-Glidz #26 Flachlandfliegen (check)

Podz-Glidz #30 Das kaukasische Abenteuer (check)

Podz-Glidz #38 Der Wolkenschattenfolger (check)

Podz-Glidz #39 Go East (check)

Podz-Glidz #42 Somis Welt (check)

Podz-Glidz #45 Kurvenlehre (check)

Podz-Glidz #47 Der Wetterkundler (check)

Podz-Glidz #48 Pepe (check)

Podz-Glidz #51 Die Weltrekordlerin (check)

Podz-Glidz #56 Gletscherdreieck (check)

Podz-Glidz #64 Big Bird (check)

Podz-Glidz #66 Der Thermik-Versteher (check)

Podz-Glidz #70 Hyperlapse (check)

Podz-Glidz #95 Hammertagflieger (check)

Podz-Glidz #106 Die Meteorologin


YouTube Abgeflogen Flywear Anleitung zum Thermik zentrieren mit dem Gleitschirm (check)

YouTube Andre Bandarra Finding the center of a thermal – Paragliding Game intro! (check)

YouTube Ferdinand Vogel Lee Wann ist es fliegbar? (check)

YouTube Simon Winkler – Hände hoch – den Schirm fliegen lassen! (check)

YouTube Chris Geist – Landetechniken (check)

YouTube Simon Winkler Den Gleitschirm richtig steuern – moderne Flugtechnik (check)

YouTube Kurvenflugtechnik: Der PENDELEFFEKT – DHV-Skyperformance (check)

YouTube Theo de Blic’s Tutorials: Steep Spiral (check)

YouTube Paraglider Control: Stall, Spin, Collapse! (check)

YouTube Control The Wind: Managing Your Paraglider On Windy Launch Sites (check)

YouTube Theo de Blic’s Tutorials: Rapid descent Technics (check)

YouTube Alternative Abstiegsarten (check)

YouTube Paragliding Skills: How To Cobra Launch (check)

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