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P2 Paragliding Exam – Study Guide

The following is a study guide that can help you prepare for the USHPA P2 / Novice examination. The best way to use the following suggestions is to review and look up each concept in your resources (manuals, internet articles or other sources) and go over the material mentioned until you have a solid understanding of such.

Concepts to Study and be familiar with:

  • Flying Speeds – Trim, Min Sink, Best Glide, Best L/D …
  • Speed to Fly concept (adjusting airspeed to manage glide with regard to headwinds, tailwinds, lift and sink)
  • Airspeed, Groundspeed and the importance of recognizing the difference between the two
  • Upwind, Downwind, Crabbing
  • Rotors and Mechanical Turbulence
  • Full Stalls and Constant Stalls/Parachutal Stalls
    • Know that Full Stalls have no true warning signs prior to the onset. Know whether the cause of a full stall is a result of angle of attack or lack of speed (look this up) .
    • Know what happens when a full stall does begin.
    • Know what the worst thing to do when a full stall begins. The worst thing to do once a full stall has begun, is to let the brakes up quickly. This can result in a giant surge of the wing where it can dive viciously in front of the pilot. When this occurs, the pilot can fall into it (this is called getting “gift wrapped” and it is no joking matter – avoid this at all costs!). The better reaction is to hold / lock the brakes down (perhaps under the thighs) and wait until the wing is back above or in front of the pilot. Then you can let the brakes up smoothly all the way to trim.
  • Porosity and its relationship to a wing’s life
    • Know that there is no specific number of hours of UV that can be specified for the life of a glider, it depends on original fabric and intensity of radiation etc. People generalize about this, but nothing is set in reality.
  • Right of Way Rules
    • Ridge, who has right of way when approaching in opposite directions.
    • Give Way to the Right
    • Low Man has right of way
    • Thermal rules, first to enter thermal sets direction, all circle in same direction
  • Know what Glider certification says about a glider
  • What causes collapses
    • Collapses occur when the angle of attack is too low, not when too high
  • Know the following terms and related concepts:
    • Wind Gradient
    • Lapse Rate
    • Dew Point
    • Rotor
  • Know what Object Fixation is
    • Know why it is important to look where you want to fly rather than to fly toward what you fear.
  • Critical Flying Situations (Know what to do when any of the following occur
    • Collapses, Spins, Spirals etc.
  • Glide Estimations
    • Learn the below to be able to estimate how far you will go with regard to a headwind or tailwind.
    • Gliders generally get their best glide near trim speed. With most A or B class gliders, trim is near 20 MPH. So, if a glider gets a Best Glide rate of 8 to 1, then if it flies from a 500 ft. hill in 0 wind with no lift or sink, it should glide 8 times 500 ft., so 4,000 ft.
      • The math is to simply multiply the height by the glide ratio number (8 in this case). So:
      • Distance traveled “DT” in 0 wind will be 
DT = Height x Glide   or    DT = 500 x 8
      • If you are told that a glider gets an 8 to 1 glide at 20 mph and there is a 5 MPH headwind. The loss of 5 MPH  is 25% of your ground speed.   Since you descend at the same rate, you lose 25% of the distance and go 75% as far.
      • DT = Height x Glide x .75 — So, 75% of 4,000 = 3,000 ft. If we turn this around, to calculate how far you will travel with a 5 mph tailwind, you would gain 5 MPH and therefore gain 25%. So, with a tailwind, instead multiply by 1.25.
      • DT = Height x Glide x 1.25 — So, 125% of 4,000 = 5,000 ft.
      • In all cases, your sink rate does not change, so the time you will be in the air is constant. What changes is simply your groundspeed and that is in direct correlation to the distance you will travel.
  • FAR Part 103:
    • Class A, B, C, D, E and G airspace and what each is for.  Know how each is designated on a sectional chart (colors and type of boundary)
    • Know what Controlled vs Uncontrolled airspace is
    • Know what a Military Operations Area / MOA is and if you can or cannot fly in such
    • Know what Restricted and Prohibited Airspace are
    • Know where Ultralight crafts can and cannot fly (specifically what zones on a Sectional we cannot fly in).
  • USHPA Part 104 / Pilot Proficiency Program:
    • Study over all Criteria for P2 Skills and Recommended Operating Limitations, know them and know what and be able to recognize what is not recommended. There are many questions about these in the exam, make sure you know what the below list contains.
    • For example, note that no stall or spins are required.

C. Recommended Operating Limitations for Novice Paragliding Pilots

(Please Note: the below recommendations are suggestions with the following note)

“Novice Pilots” –   Should exceed these limitations only after thoroughly mastering all required tasks, and after acquiring a full understanding of the potential problems and dangers involved in exceeding these limitations.

Also, note that USHPA does not require any stalls, spins, or SIV clinics for P2 or any other rating.  Doing so would add potential liability to the organization.

  • Maximum base wind of 12 MPH
  • Maximum peak gusts to 15 MPH
  • Maximum gust rate of 5 MPH in 5 seconds
  • Should not fly in thermal lift where peak climb rates exceed 200 fpm
  • If foot launching, should launch only on slopes steeper than 4:1, where the wind is within 25º of being straight up the slope
  • Visual contact with the landing zone.
  • Avoid application of either brake beyond 2/3 of the way from slack to stall position
  • Limit turns to 30º of bank, limit speed in turns to 1.5 times the straight line, brakes off, cruise speed, and smoothly exit any spiral turn which shows a tendency to steepen or accelerate.
  • Should fly a canopy recommended by the manufacturer as suitable for Beginner to Intermediate pilots.
 

Results

Congratulations, you passed the quiz.  Not all questions are related to the test, but many are.   In the actual test, there are a couple tricks with words that I do not like.  Please read the questions carefully and resist the temptation to post the first answer that is right.   If there are multiple selections like “A and B” or “All of the Above” read the answers without adding more than a basic level to the answers and you should be able to find the correct group or such with each one.

Not a pass, but you are learning in the process.

#1. Which of the following can you fly in.

Sorry, your answer selected an airspace that has restrictions for Ultralights.

#2. Can Ultralights fly in Military Operations Areas (MOAs)?

#3. Which of the following aircrafts has right of way over the others? ? We are like second class citizens to these.

Between HG and PG, no difference really.  Airplanes reign supreme.

#4. Which would be the worst thing to do when flaring? ? Which answer would have the highest potential for faster vertical speed?

Flaring way too high can result in stall and fall situation.   Not flaring at all would not normally be as bad as stall and fall.

#5. What is the best way to get visual feedback on flare timing? ? Clue: Avoid Ground Rush and time the flare on vertical height and speed.

Ground Rush happens when a pilot is looking down when flaring.   The motion over the ground often make the pilot try to flare by forward speed instead of height.

#6. You have started pulling the brakes for your flare. Just as you begin pulling, you feel the glider begin to climb. What should you do? ? Avoid having a slow airspeed when above 5 feet.

Find the section in this article about “If the glider climbs or stops descending when you have pulled the brakes to the shoulders” above to better understand the correct answer.

#7. What is the correct definition of a Spin?

#8. What is the correct primary response to a glider that has entered into a spin?

Uh-oh, time to read the Critical Flying Situations article again…

#9. If a glider enters a deep stall, what helps the glider return to normal flight?

#10. What of the following is the worst thing to do when landing?

Only one of these would is always a bad idea, the others will happen occasionally.

#11. If you pull the brakes further than minimum sink, what happens?

Minimum Sink is the slowest one should fly, other than during the flare.   When one flies slower than minimum sink, the sink rate increases, so what would the point be.  It is also closer to stall.

#12. The purpose of a torpedo launch is

Torpedoes fix lots of issues and make launches stronger!

#13. The waist belt on the harness

#14. Which of the following describes the correct colors on a sectional or VFR Terminal Area chart?

#15. When launching at a mountain launch well below the peak ? Never assume!

Launching at a mountain into a rotor can be the worst idea, make sure you do not.

#16. Stalls are directly related to ? Can a stall occur at a higher airspeed?

Uh-oh, this is a common misconception.

#17. Pushing the speed bar

Extra speed is a great tool, but there are trade offs.   Flying in stronger winds can force you to flying with the trade off of less stability when you “need” to use the speed bar.  Keep this stuff in mind.

#18. What description below describes best, the characteristics of a spiral turn?

No Part of the wing is stalled.   Read the article above about spirals.

#19. True of False? With a glider in a spin, the first thing to attempt an exit is to pull the outside brake.

Always think of a Spin as a form of Stall.   If you let both brakes up, the glider should recover on its own most of the time.

#20. If you feel the wing begin to fall back during a launch and then accelerate to help it come back overhead, what might a consequence be?

#21. The advantages of the torpedo position during a launch include

#22. Which image below is of lenticular type cloud/s

Lenticular clouds naming comes from “lens” shaped.

#23. Which description and Image below is of Stratus type clouds

#24. Staying in the torpedo when leaving the hill is important because

#25. Being able to keep the brakes up during launches is important because

#26. What should you do when you feel a thermal or gust lift the front of your wing

#27. Based on “Speed to Fly” rules, in a 15 MPH tailwind with no lift or sink, how much brake pull would help you fly the furthest?

Time to review the material.   There is one clear answer to this one.

#28. Based on “Speed to Fly” rules, in a 15 MPH headwind with no lift or sink, which speed would help you fly the furthest?

#29. What is Virga and what are the implications of this?

#30. While ridge soaring, we say that the glider with the right wing to the ridge has right of way, why? ? Give the other guy the room to fly along the ridge when possible.

Give way to the right is the key.

#31. In thermal flying, which of the following are relevant “right of way” rules?

#32. Why is the outside hand the primary for steering while thermal flying?

#33. Which below term describes the following: The air temperature normally cools going up in elevation. An aberration to this is when there is a layer (often a few hundred feet thick) of trapped air particles (often dirty / pollution) that is warmer than the below air. ? Rise through and above this and you can be a hero.

Oops, try again…

#34. If you are away from the mountain or ridge and have a glider approaching from your right, who has the right of way? ? Knowing what to do is important. Never insist on the right of way at the cost of an mid-air as well as knowing who should have the right of way.

Uh-Oh, go back over da rules.  There are two correct answers, so choose the one that has both of them answer 4 or 5?

#35. Is it acceptable to pass someone while ridge flying?

#36. What does the expression “lapse rate” mean? ? Generally, the bigger the lapse rate, the faster the thermals can rise.

Ooops, go back and look this up.

#37. What is a TFR? ? TFRs used to be called NOTAMs and the meant Notice to Airmen.

Stay away from those Radar Towers!

#38. Prior to a full stall beginning, are there any obvious warnings given by the wing? (Other than the causes – pulling the brakes down at the wrong time or too far) ? Always let the brakes up, if not already, when you feel a thermal or gust raise the nose and slow the glider.

Well, it must be the other choice.

#39. When mentioned, the wind shadow on a lake is ? What end of the lake will have no ripples?

With just 2 possible answers, you now know the correct one.   Please learn the reason this is correct to fully understand.

#40. If humidity is high, will this make the air thicker or thinner?

#41. When you measure the wind on launch, it is good to assume that the winds are higher than what you read because –

#42. If we say gust factor is less than 5 MPH over 5 Seconds, it means – ? For example: On a day when the wind is about 10 avg, if it is blowing 8 MPH and a gust hits and it blows 13 MPH max during the 5 seconds, this woud be within the range.

Try Again

#43. Which of the following best describes “clearing a turn”? ? Put the horse in front of the cart!

Uh-Oh – possible mid-air!

#44. When flying down from a mountain, the best path to the Landing Zone is not always a direct line from launch. Why? ? Over what terrain features do thermals tend to release from?

On this flight, you sunk into a canyon.  Try again.

#45. If you were at 10 feet and realized you had the brakes at shoulder, when you let them up, the wing pitched forward and you are now diving down to the ground, what should you do?

#46. What is the airspace in the USA above 18,000 ft called? ? Above 18,000 is the numonic in my Airspace article.

Citation coming!  Try again.

#47. What are the benefits of a Torpedo launch?

#48. What are the cons of an A and Brake launch?

A/C has the best kill switch and also helps reduce the burst of lift during the check.

#49. Which below statement generally describes launching methods? ? Get good at as many launches as possible. Situational launch methods can be the best way.

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