The steering lines provide the primary and most general means of control in a paraglider and are used to adjust speed, to steer (in addition to weight shift), and to flare (during landing).

The risers connecting to the rear of the wing, via multiple lines, can also be manipulated for steering if the brakes have been severed or are otherwise unavailable.

The “speed bar,” also termed “accelerator,” is a kind of foot control which attaches to the paragliding harness and connects to the leading edge of the paraglider wing, used to increase speed, by decreasing the wing’s angle of attack.

Pilots may encounter descending problems as in cases of thermals with exceptional lift potential or in cases of unexpected weather changes. In this case, the pilot will need to rapidly reduce his altitude in one of various possible techniques. One of these would be a spiral dive, which although being very efficient, places greater loads on the wing than other techniques do. It is initiated by constant pulling and holding down of the brake on one side. This action narrows the turn radius and forms a spiral rotation in which high sink rates can be reached. It offers the most rapid rate of descent at 10–15 m/s and requires the highest level of skill from the pilot to be executed safely. This technique puts/subjects strong G-forces on the wing and glider and might induce blackouts, as well as disorientation caused by rotation.

There are three methods of launching: forward, reverse, and towed launch. Each method is suitable for different wind conditions and landscapes. In a forward launch, in low winds, the pilot runs forward so that air pressure generated by the forward movement inflates the wing (Fig. 12.3). In a reverse launch, used in higher winds, particularly ridge soaring, the pilot faces the wing to bring it up into a flying position and then completes the launch by turning under the wing. Reverse launches have a number of advantages over a forward launch. In the presence of wind, there is danger of being tugged toward the wing, and facing the wing makes it easier to resist this force and safer in case the pilot slips. Reverse launches are normally attempted with a reasonable wind speed making the ground speed required to pressurize the wing much lower – the pilot is initially launching while walking forward (as opposed to running backward). In flatter landscapes, pilots can also be launched using a tow (towed launch). A release cord is pulled at full height, and the towline falls away. This requires separate training. There are two major towing methods: pay-in (stationary winch that pulls the pilot in the air) and pay-out towing (the line is payed out by a moving car or a boat). “Static” towing is another form of towing involving a moving object, like a car or a boat, attached to a paraglider with a fixed length line. This is a very dangerous method because now the forces on the line have to be controlled by the moving object itself, which is almost impossible. Static line towing is forbidden in most countries and should be avoided at all cost, as it comprises great risk of injury.

The pilot sets up for approach into wind, and just before touching the ground, “flares” the wing to minimize vertical speed. The aim is to gently go from 0 % brake at around 2 m to 100 % brake when touching the ground. Some pilots apply ­momentary braking (50 % for around 2 s) at around 4 m before touching ground, then released for forward pendular momentum to gain speed for flaring more effectively and reducing vertical speed before final approach to the ground. Adjustments are to be made according to wind intensity.

Whether its a dune or ridge, air is forced up as it passes over the slope, providing lift. Pilots fly along the length of a slope using the lift created. Very little wind and slight lift are enough just to stay airborne as with too much wind, there is a risk of being “blown back” over the slope.

The sun tends to warm some features more than others (such as rock faces or large buildings), and these create thermals which rise through the air. These can be simple rising columns of air, or, more often, they are blown sideways due to the wind, breaking off from the source, with a new thermal forming later. Pilots try to find the core of the thermal, which is its strongest part, where the air is rising the fastest. Thermals are not innocent from danger, as there is often a strong sink surrounding thermals and also strong turbulence which might result in wing collapses while trying to enter a strong thermal. Once inside a thermal, shear forces decrease and the lift tends to become smoother.

Cross-country flying (“XC”) is basically gliding from one thermal to the next. After gaining altitude in a thermal, a pilot can glide down to the next available thermal. Potential thermals can be identified by land features, which typically generate thermals, or by cumulus clouds (clouds with noticeable vertical development and clearly defined edges) which mark the top of a rising column of warm, humid air. Pilots are also required proper familiarity with air law, flying regulations, aviation maps indicating restricted airspace, etc., in many flying areas.

The shape of the wing (airfoil) is formed by the moving air entering and inflating the wing and in turbulent air, part or all of the wing (airfoil) can deflate (collapse). In severe collapses, experience is of essence and pilot training and practice regarding correct response to deflations is necessary. For the rare situations when recovery from a collapse is not possible (or in other threatening situations such as a spin), most pilots carry a reserve parachute. If a wing deflation occurs at a low altitude, i.e., shortly after takeoff or just before landing, the pilot might not have enough altitude remaining to successfully deploy and stabilize by a reserve parachute (the minimum altitude for this being approximately 60–120 m).

Low altitude wing failure can result in serious injury or even death due to ground impact velocity. These complications and other dangers are minimized by flying a suitable glider and choosing appropriate weather conditions and locations for the pilot’s skill and experience level.

Competitive flying is done using high-performance wings which demand far more skill to fly than their recreational counterparts, but which are far more responsive and offer greater feedback to the pilot, as well as flying faster with better glide ratios.

An analysis of 218 paragliding accidents (283 injuries) in Germany, Austria, and Switzerland between 1987 and 1989 revealed a rate of 34.9 % (99) spinal injuries [6]. The majority of these injuries were located in the lumbar spine (61 fractures, 10 neurological complications). The thoracic spine followed with 25 fractures and 3 neurological complications. The cervical spine was involved in 5 cases (4 fractures, 1 fracture-dislocation which was fatal) and the sacrum in 3 (all fractures). Fasching et al. reported a distribution of 48.5 % spinal injuries (with an 85 % vertebral fracture rate and the lumbar spine being, again, the most injured region) in 70 ­paragliding accidents in Austria between 1987 and 1991 [5]. Forty-six percent of the involved pilots suffered from combined/multiple injuries. A similar distribution of spinal injury rate (46 %) was reported also by Krauss and Mischkowsky [7]. Lautenschlager and fellows gathered a series of 86 injuries associated with paragliding during 1990 in Switzerland, out of which 36 % (31) were spinal injuries [8].