Paragliding Theory for P1–P2 Students: The Basics and 30 Quiz Questions

This article brings together all the theory a paragliding student needs at P1–P2 level: terminology, how a wing flies, meteorology, flying rules, psychology and decision-making, handling incidents, and the list of skills you will practice. The content follows Mebayluon's training standard, built on the APPI and IPPI syllabi and adapted to flying conditions in Vietnam. At the end there are 30 multiple-choice questions to test yourself; the answers stay hidden until you tap them.

Read it before the course so the classroom sessions feel lighter, then read it again after each training day. The practical side is described day by day in the P1–P2 paragliding roadmap series.

1. What P1–P2 means and what you can do afterwards

P1 and P2 are the first two levels for a paragliding student. At P1 you fly low, a few meters above a gentle slope or on a tow, almost in a straight line. At P2 you make your first high flights, alone on the wing, with an instructor guiding you by radio at both launch and landing.

• Mebayluon's P1–P2 course runs for 5–7 days at Khau Pha: a standard 6-day program, plus spare days for bad weather or when you need extra practice.
• Learning outcomes: prepare and check your own equipment; ground handling; inflate the wing with either a forward launch (wing behind you) or a reverse launch (facing the wing), depending on training conditions; take off; fly straight, turn, fly a landing approach and flare to land in the right spot.
• P1–P2 are student levels, not a certificate to fly on your own. To get a certificate, you train for another 1–3 months until you are solid (especially at landing on your own), then go straight to the P3 exam. Levels P1–P5 are explained in paragliding for beginners.
• At this level you only fly under instructor supervision, in light, steady wind, on an EN A wing.

2. Terms to know by heart

On the field, instructors and pilots talk in the terms below. Know them and radio instructions won't catch you off guard, and manuals and equipment labels become easy to read. The Vietnamese term is listed too, since you will hear it often at our sites. The terms fall into seven groups.

Equipment

Term	Vietnamese	Meaning
Wing, canopy	Vòm dù (cánh dù)	The fabric part that the airflow inflates; also simply called the wing or glider
Leading edge	Mép trước	Front edge of the wing, where the cell openings are
Trailing edge	Mép sau	Rear edge of the wing; the brake lines pull it down to slow down and turn
Cell	Xoang dù	The fabric compartments side by side inside the wing
Cell openings	Cửa gió	Openings in the leading edge that let air in to inflate the wing
Leading edge rods	Nẹp mép trước	Thin plastic rods that hold the shape of the leading edge and make inflation easier
Wing tip, stabilizer	Đầu cánh, stabilo	The two ends of the wing; the stabilizer is the small fin at each tip
Lines (A, B, C), cascades	Dây dù A, B, C; tầng dây	Rows of lines connecting the wing to the risers (A lines at the front), branching out in several levels
Risers (A, B, C)	Riser A, B, C	Short webbing straps connecting the line groups to the carabiners
Quick link (maillon)	Maillon	Small steel link connecting the lines to a riser
Brake line, brake handle	Dây lái, tay phanh	Line running from the trailing edge to the handle; pull it to slow down and turn
Brake pulley, brake keeper	Pulli dây lái, kẹp tay phanh	Ring guiding the brake line on the rear riser, and the clip that holds the handle before flight
Carabiner	Carabiner	Locking connector between the riser and the harness
Harness	Đai ngồi	The seat you wear, connected to the wing by two carabiners
Leg straps, chest strap	Khoá chân, khoá ngực	Buckles that must be closed before flight; forgetting the leg straps is a very dangerous mistake
Back protector	Bảo vệ lưng	Foam or airbag under the seat that protects your back on a hard landing
Reserve parachute	Dù phụ	Emergency parachute packed in the reserve container of the harness
Reserve handle, reserve pin	Tay giật, chốt khoá dù phụ	Handle used to extract and throw the reserve; pin that keeps the reserve container closed
Speed bar	Thanh tăng tốc	Foot bar that makes the wing fly faster; P1–P2 students don't use it
Helmet	Mũ bảo hiểm	Flying helmet certified to EN 966, not fully covering the ears
Radio	Bộ đàm	Your link to the instructors at launch and at landing
EN A–D classes	Hạng dù EN A–D	Safety classes for wings; students fly EN A, the most forgiving
Weight range	Dải trọng lượng bay	Take-off weight (pilot plus gear) the wing is designed to carry, shown on its label

Aerodynamics and speed

Term	Vietnamese	Meaning
Lift	Lực nâng	Force the wing produces in flight, perpendicular to the flight path
Drag	Lực cản	Air resistance, acting opposite to the flight path
Airfoil, profile	Biên dạng cánh	Cross-sectional shape of the wing, curved on top
Angle of attack	Góc tấn	Angle between the wing and the oncoming airflow; pulling the brakes increases it
Critical angle of attack	Góc tấn tới hạn	Beyond this angle the airflow separates from the upper surface and the wing stalls
Glide angle	Góc lượn	Angle between the flight path and the horizontal; the smaller it is, the farther you glide
Glide ratio	Tỉ lệ lượn	Distance flown for every meter lost in still air; about 8–9 for a school wing
Airspeed	Airspeed (tốc độ so với không khí)	Speed of the wing relative to the air mass around it
Ground speed	Ground speed (tốc độ so với mặt đất)	Airspeed plus a tailwind or minus a headwind
Trim speed	Tốc độ định mức (trim)	Speed of the wing with hands up; about 36 km/h for an EN A wing
Sink rate	Tốc độ tụt	Meters lost per second; about 1–1.2 m/s with hands up
Pendulum stability	Ổn định con lắc	The pilot hangs well below the wing, so the system swings back to balance like a pendulum
Internal pressure	Áp suất trong vòm dù	Air entering the cell openings keeps the wing inflated; lose the pressure and the wing collapses

Control and wing movements

Term	Vietnamese	Meaning
Hands up	Cao tay	Brakes fully released; the wing flies at trim speed
Brake positions 25% / 50% / 75% / 100%	Phanh 25% / 50% / 75% / 100%	How far the brakes are pulled; 100% is only for the landing flare
Weight shift	Nghiêng người	Shifting your weight to one side of the seat to turn, combined with brake
Pitch	Bổ	The wing surging ahead of the pilot or dropping back behind the pilot's head
Roll	Lắc ngang	Pilot and wing swinging from side to side like a pendulum
Yaw	Xoay	The wing rotating around its vertical axis, changing heading
Stall	Thất tốc	The wing flies too slowly, loses lift, drops back and falls
Spin	Spin	One side of the wing stalls while the other keeps flying; the wing whips round above the pilot
Collapse	Sập dù	Part of the wing folds under, usually because of turbulence
Asymmetric collapse	Sập nửa vòm dù	One side of the wing collapses; the wing tends to turn toward the collapsed side
Frontal collapse	Sập mép trước	The whole leading edge folds under at once
Spiral dive	Spiral	Tight, steeply banked turn with a very high sink rate
Autorotation	Dù tự xoay	The wing keeps turning on its own without pilot input, usually after a collapse or a spin

Launching and landing

Term	Vietnamese	Meaning
Launch, landing field	Bãi cất, bãi hạ	Where you take off and where you land at a flying site
Ground handling	Điều khiển dù dưới mặt đất	Raising the wing and holding it overhead while standing on the ground; the foundation of every launch
Forward launch	Dựng dù tiến	Back to the wing, running forward to pull it up
Reverse launch	Dựng dù lùi	Facing the wing, pulling it up, then turning around to run
Launch run	Chạy đà	Running continuously, leaning into the harness, until your feet leave the ground
Aborted launch	Huỷ cất cánh	Stopping and killing the wing when it comes up badly or the wind changes
Getting into / out of the harness	Vào đai, đứng dậy khỏi đai	Sitting back into the seat after leaving the ground; standing up out of it before touchdown
Height loss area	Vùng giảm độ cao	Airspace beside the landing field where you fly figure eights to lose height
Figure eights	Vòng số 8	Flying back and forth in a figure-eight pattern, with every turn facing the field
U-approach	Vòng hạ cánh chữ U	Downwind leg, base leg, then final
Downwind leg	Đường lượn xuôi gió	Leg flown parallel to the landing direction, with the wind
Base leg	Đường lượn ngang	Leg flown across the downwind end of the field
Final (approach)	Đường lượn cuối	Straight leg into the wind toward the landing target; no sharp turns here
Landing target	Tâm hạ cánh	The aiming point in the landing field
Flare	Phanh tiếp đất	Pulling the brakes all the way at about 1 m above the ground to slow the wing down
PLF (parachute landing fall)	Tiếp đất lăn người	Feet together, knees slightly bent, rolling on impact in a hard landing
Killing the wing	Huỷ dù	Deflating the wing after touchdown (with the brakes or the rear risers)
Outlanding, alternative landing	Hạ cánh ngoài bãi, bãi dự phòng	Landing in another open field when you can't reach the main one

Altitude and orientation

Term	Vietnamese	Meaning
AMSL (above mean sea level)	Độ cao AMSL	Height above sea level; maps and forecasts use AMSL
AGL (above ground level)	Độ cao AGL	Height above the ground directly below you; tells you when to join the landing approach
Height difference	Độ chênh cao	How many meters the launch is above the landing field; tells you roughly how long the flight will be
Drift, drift correction	Dạt, bù dạt	The wind pushes the wing off its track; fly angled slightly into the wind to compensate

Wind and weather

Term	Vietnamese	Meaning
Wind direction (north wind, south wind…)	Hướng gió (gió Bắc, gió Nam…)	Named after where the wind comes from: a north wind blows from the north toward the south; in degrees: north 0°, east 90°, south 180°, west 270°
Wind straight up the launch	Gió chính bãi	Wind blowing straight into the face of the launch; good launch wind
Tailwind, over the back	Gió sau	Wind coming from behind the launch; no launching
Crosswind	Gió ngang	Wind blowing across the launch at an angle
Upwind, downwind	Phía đầu gió, phía cuối gió	The side the wind comes from, the side it blows toward
Windsock	Ống gió	Fabric tube on a pole showing wind direction and strength
Gust	Gió giật	Wind changing irregularly in strength over a few seconds
Strong wind	Gió xiết	Mean wind (not gusts) over 6 m/s at launch level; nobody flies
Wind gradient	Gradient gió	Wind getting weaker close to the ground
Rotor	Rotor	Zone of tumbling, turbulent air on the downwind side of an obstacle
Lee-side turbulence	Nhiễu loạn sau núi	Churned-up air on the sheltered side behind a mountain or hill
Venturi effect	Hiệu ứng venturi	Wind speeding up as it squeezes through a gap or a pass
Wind onto the slope	Gió núi	Wind blowing onto the mountainside; at a mountain launch, wind onto the slope blowing into your face is wind straight up the launch
Downdraft	Dòng giáng	Sinking air on the lee side or near thunderstorm clouds; makes the wing sink unusually fast
Cumulonimbus	Mây dông	Very tall cloud with a dark base; brings rain, thunder and strong wind
Gust front	Gió thốc mạnh	Sudden surge of strong wind arriving ahead of a thunderstorm
Valley breeze	Gió thung lũng	During the day, warm air in the valley flows up toward the mountains
Katabatic wind	Gió xuống núi	In the evening and at night, cold air drains down from the mountains into the valley
Northeast monsoon	Gió mùa đông bắc (gió bấc)	Cold, dry air mass from the north and northeast sweeping into northern Vietnam, roughly from October to March

Safety

Term	Vietnamese	Meaning
7-step pre-flight check	Kiểm tra 7 bước	Wind, wing, helmet, harness, brake lines, clear airspace, turn direction; see section 5
Reserve deployment	Ném dù phụ	Look – grab – pull – throw when the main wing can no longer fly
Disabling the main wing	Thu dù chính	Pulling in the rear risers or gathering in the brake lines so the main wing doesn't fight the reserve
Personal minimums	Giới hạn cá nhân	Limits on wind, health and conditions that you set yourself to decide whether to fly

3. How a wing flies

A paraglider has no engine. It is always gliding down through the air mass, like a paper plane, only much slower. Gravity pulls you down; the wing turns that motion into lift (perpendicular to the flight path) and is held back by drag (opposite to the flight path). When the forces are in balance, the wing flies steadily at an almost constant speed and glide angle.

• The wing always glides down: at P1–P2 level, every flight is one glide from launch to landing. The height you have when you leave launch is the whole "budget" of the flight, so use it to reach the landing field with height to spare.
• Glide ratio of about 8–9: in still air, for every 100 m you lose, you cover about 800–900 m. Into the wind the distance over the ground gets shorter; with the wind it gets longer.

• Speed: an EN A school wing flies at about 36 km/h airspeed with hands up. Pulling the brakes slows the wing down and increases the angle of attack (the angle between the wing and the airflow). Pull too deep or hold it too long and the angle of attack becomes too large: the airflow separates from the upper surface and the wing stalls.

• Steering = weight shift + brake on the same side. Look where you want to turn first, shift your weight to that side, then pull that brake gently and evenly. Every input is smooth, never jerky.

• Wing class and weight range: students fly EN A wings, the most forgiving. Every wing has a take-off weight range shown on its label; the instructor picks the right size for each student. This is explained in detail on day 5 of the roadmap.

The three movements of the wing

Pitch: the wing surges ahead of you or drops back behind your head. It happens when your speed changes suddenly or when you fly into turbulence. Roll: you and the wing swing from side to side like a pendulum, usually after a sharp turn followed by an abrupt release of the brakes. Yaw: the wing rotates around its vertical axis and changes heading. P1–P2 students keep every movement small with smooth inputs and fly hands up in turbulence; actively damping pitch and roll is learned at P3.

4. Basic meteorology

Wind: get it right from the start

A wind is named after the direction it comes from. A north wind blows from the north, toward the south. An easy trick: face north; if the wind blows straight into your face, it is a north wind. A south wind is the opposite: you have to face south to feel it in your face.

Reading the windsock: the mouth (the big ring) always faces the direction the wind is coming from, and the tail streams in the direction it is going. A tail pointing south means a north wind. A limp sock means light wind, half-inflated means moderate wind, straight out horizontally means strong wind; a sock that keeps swinging around and goes from taut to limp means gusty wind.

Wind relative to the launch. Stand on launch facing the direction you will run to take off (usually out toward the valley):

• Wind blowing straight into your face: wind straight up the launch, good wind for launching.
• Wind on the back of your neck, coming from behind you: tailwind, no launching.
• Wind on one cheek: crosswind; students don't launch in a clear crosswind.

So the same north wind is wind straight up the launch on a north-facing launch, but a tailwind on a south-facing one.

Wind direction in degrees. Forecasts usually give wind direction as a compass bearing: north 0° (also written 360°), east 90°, south 180°, west 270°. "360°, 3 m/s" is a 3 m/s north wind; "45°" is a northeast wind.

Wind strength is measured in m/s (1 m/s = 3.6 km/h). Without a wind meter, you can still estimate it by looking around the launch:

Wind at the site	What you see	For P1–P2 students
Under 2 m/s (under 7 km/h)	Smoke drifts at an angle, leaves barely move; the windsock hangs limp	Flyable if steady; you need a long, fast launch run
2–4 m/s (7–15 km/h)	Leaves rustle, you feel a cool breeze on your face; the windsock is about half inflated	Best for students
4–5 m/s (15–18 km/h)	Leaves and small twigs move constantly, flags flutter; the windsock is almost horizontal	Only with the instructor's OK; from about 5 m/s students don't fly
Over 6 m/s at launch level (strong wind)	Branches sway hard, dust blows, the wind whistles; the windsock is fully taut	Nobody flies
Gusts: changes of 2–3 m/s within a few seconds, or direction shifts of more than 30°	The windsock goes from taut to limp and keeps changing direction	Students don't fly

Why you always launch and land into the wind

Ground speed is airspeed plus or minus the wind. For a wing flying at 36 km/h in a 10 km/h wind: into the wind you cover only 26 km/h over the ground; with the wind it becomes 46 km/h. Impact energy grows with the square of speed, so a downwind landing hits about 3 times harder. Launching works the same way: into the wind, the wind gives you part of the speed you need, so you run less and get airborne sooner.

Turbulence: recognize it, avoid it, deal with it

Turbulence is chaotic air movement: lifting then sinking, strong then weak. In turbulence the wing pitches and rolls and may partly collapse. P1–P2 students only fly in smooth air, so the most important thing is knowing where turbulence is so you can avoid it in advance.

Where turbulence is found:

• Downwind of obstacles (trees, buildings, hills): the wind breaks up into tumbling eddies called rotor, reaching about 10 times the height of the obstacle. Behind a 15 m tree line, that is about 150 m.

• Lee slopes behind mountains and hills: strong rotor and downdrafts that can pull the wing down fast.
• Gaps and passes: wind squeezing through speeds up (venturi effect) and can push you somewhere you can't get out of. The wind on a launch at a pass can be much stronger than down in the valley.

• Close to the ground: the wind gets weaker as you get lower (wind gradient), and together with turbulence from trees and buildings it makes the wing lose speed and wobble just as you are about to land.

• Hot middle of the day: the air is much more churned up, with far more gusts than in the early morning or late afternoon.
• Near thunderstorm clouds: strong gust fronts and very strong downdrafts.
• Behind another wing: wingtip vortices trail behind it; never fly close behind or directly below another wing.

Signs you are flying into turbulence:

• The wing shakes and jerks; the brake pressure keeps going heavy and light.
• The wing surges forward or drops back, and you swing back and forth.
• One brake suddenly goes very light: that side of the wing is about to collapse or already has.
• The wing changes heading even though you are not steering.

What to do in turbulence (P1–P2 students):

• Stay hands up or on light brake (about 25%) so the wing keeps its speed and pressure; no jerking, no deep brake.
• Sit upright, relax, look where you are going; hold your heading with weight shift.
• Fly out of the turbulent area toward smooth air, away from obstacles and away from the slope.
• If one side collapses: shift your weight toward the side still flying and apply light brake on that side to hold your heading. EN A wings usually recover on their own.
• Once you are stable, report to the instructor by radio and follow the instructions.

⚠️ Warning: don't fly low or land downwind of trees, buildings or hills; don't fly behind the mountain; don't fly into gaps or passes when it is windy.

⚠️ Warning: if you hit turbulence close to the ground, never brake deep. Stay hands up so the wing keeps its flying speed, stand up out of the harness, and be ready for a PLF.

The daily wind cycle in the mountains

In the early morning and late afternoon, the air is usually smooth and the wind steady. From late morning to mid-afternoon, the sun heats the ground and stirs up the air, making the wind stronger and gustier; that is why students fly in the early morning and late afternoon, and the instructor may ground the whole group at midday. During the day, the wind in the valley usually blows up toward the mountains (valley breeze); in the evening and at night, cold mountain air drains down into the valley (katabatic wind). In mountain areas like Khau Pha, the wind at the landing field can be completely different from the wind at launch, so the instructor at landing gives you a wind report before you join the landing approach.

Thunderstorms, clouds and altitude

• Thunderstorms: clouds building fast and tall, with darkening bases; dark clouds, a curtain of rain upwind or thunder mean no launching, and if you are in the air, land immediately. The gust front arrives ahead of the rain, sometimes several kilometers ahead.
• Never fly into cloud or fog: lose your visibility and you lose your orientation.
• Altitude: heights on maps and forecasts are given AMSL (above mean sea level); in flight, what matters is your height AGL (above the ground, above the landing field). The Khau Pha launch is at 1,268 m AMSL.

⚠️ Warning: if you see clouds building fast, dark bases or a curtain of rain upwind, or you hear thunder, don't launch; if you are flying, land immediately at the nearest field. Don't wait for the rain before landing: the gust front comes ahead of it.

Before every flying day, the instructor reads the forecast and watches the sky for the whole group. You can practice reading it too on Mebayluon's flying weather page: hourly wind forecasts at different heights for each flying site.

5. Flying rules and safety rules

Collision avoidance rules

• Look before you turn: check the airspace on the side you are turning to before every turn.
• Keep your distance: don't fly close to other wings, and never directly behind, above or below them.
• Head-on: when two wings approach head-on, both turn right.
• Converging (two wings heading for the same point at the same height): give way to the wing on your right.
• Landing: wings that are landing have priority; the lowest wing has the highest priority.
• Give way to the less maneuverable: students, tandems, and anyone in trouble. The pilot with priority holds course and speed; the pilot giving way must not cut across in front of, above or below them.

Rules at launch and landing

• Only launch when the instructor gives the OK and the airspace ahead is clear.
• Near the site, give way to wings that are launching and wings losing height to land.
• After landing, kill your wing, raise an arm to show you are OK, and clear the landing field immediately so the next pilot can land.
• Don't fly low over villages, roads or power lines; don't fly near airports or military areas; don't fly into cloud.
• Every flight on the course is reported by the school according to the site's regulations; students never fly outside the schedule on their own.
• Fly within the limits you are given: the right area, the right height, and the landing field the instructor assigns.

Flight planning and flight path

Every flight is planned on the ground, with the instructor, before you go up to launch:

• Wind at launch and at the landing field: direction, strength, any gusts.
• Route from launch to the landing field, and the landmarks that show you the way.
• Landing direction (into the wind), landing target, height loss area and the approach you will fly.
• Obstacles and turbulent areas around the landing field; an alternative landing field in case you can't reach the main one.
• Repeat the whole plan back to the instructor before you launch.

After launch, fly straight out away from the slope before you sit back in the harness and follow the planned route. Keep checking your height: the landing field must always be within gliding range (glide ratio about 8; into the wind the distance gets shorter). Arrive over the landing field with height to spare and lose it with figure eights in the height loss area beside the field; every turn faces the field, and you never turn your back on it.

• U-approach: downwind leg at about 45 m, base leg at about 20 m, final from about 10 m: straight, into the wind, hands up, standing up out of the harness; flare at about 1 m above the ground.
• Pattern for new students (your first solo flights): fly figure eights downwind of the field, then at about 10 m turn into the wind and fly straight in.
• The heights above are AGL, measured from the landing field, and only approximate; the instructor at landing guides you step by step by radio. How to fly the approach for each wind direction at the Clubhouse field is covered on day 5 of the roadmap.

⚠️ Warning: below about 10 m, no sharp turns and no zigzagging. A sharp turn close to the ground makes the wing dive, and it is one of the most common causes of landing accidents.

The 7-step pre-flight check

Before every launch, even the tenth of the day, say each step out loud and complete all 7:

Step	Check
1. Wind	Direction and strength on the windsock; any gusts
2. Wing	Laid out in an arc, cell openings open, leading edge not trapped, lines untangled and not snagged on grass or bushes
3. Helmet	On your head, chin strap fastened
4. Harness	Leg straps and chest strap closed; both carabiners locked; reserve handle and pin in place
5. Brake lines	Not twisted, not wrapped over other lines; left handle in the left hand, right handle in the right
6. Clear airspace	No other wings ahead of you or overhead
7. Turn direction	Know in advance which way you will turn after launch, never toward the slope

The detailed routine for each step is practiced on days 1–2 of the roadmap.

6. Psychology and decision-making

Most paragliding accidents are caused not by equipment but by bad decisions: launching when you shouldn't, carrying on after seeing warning signs. New students often make mistakes because they want to please others or are afraid of looking bad. At our school the right answer is always: if in doubt, don't launch.

Being scared is normal

Nerves before your first flight are a natural reaction, and they help you focus. Breathe slowly, do the full 7-step check, listen carefully to your instructor. If you are so scared that your hands shake and your mind goes blank, tell your instructor honestly: nobody will force you to fly. Watching a few more people launch, or doing another ground handling session, are both good choices.

Check your own health before flying

Question	If yes
Ill, feverish, or have a cold or flu?	Don't fly
Just taken medication that makes you drowsy?	Don't fly
Stressed about work or family?	Tell the instructor; consider taking a break
Had alcohol in the last 8 hours (ideally 24 hours)?	Don't fly
Tired, short of sleep, hungry, thirsty?	Eat, drink, rest; don't fly while you are still tired
Very emotional or upset?	Wait until you have calmed down

Five hazardous attitudes

Aviation has identified five patterns of thinking that often lead to accidents. Recognize which one you are in, then say the matching reminder to yourself:

Attitude	Thought	Reminder
Anti-authority	"Don't tell me."	"Follow the rules. They are usually right."
Impulsivity	"Do it quickly."	"Not so fast. Think first."
Invulnerability	"It won't happen to me."	"It could happen to me."
Macho	"I can do it."	"Taking chances is foolish."
Resignation	"What's the use?"	"I can make a difference."

Peer pressure is the most common trap: the whole group has launched, the person filming is waiting, you don't want to waste everyone's time. Remember: postponing a flight costs nothing, while a rushed decision can cost you dearly. Set your own limits while you are still on the ground, for example "no flying in wind over 4 m/s" or "no flying on less than 6 hours' sleep", and stick to them.

7. Handling incidents: what you must know in advance

P1–P2 students fly EN A wings in smooth conditions, so incidents are very rare. But you need to know what to do beforehand, because in the air you only have a few seconds to react. What follows is the theory; the actions are practiced on the simulator on day 5.

• Signs of an imminent stall (the wind noise drops, the brakes go soft and mushy, the wing falls back behind you): raise both hands evenly and smoothly. Students never practice stalls.
• One side of the wing collapses: hold your heading by shifting your weight toward the side still flying and applying light brake on that side; no deep brake. EN A wings usually recover on their own.
• Twisted risers after launch: hold your heading and turn your body against the twist to undo it; don't use the brakes while the risers are still twisted.
• Brake line snagged or broken: steer gently with the rear risers and fly straight to the landing field with as few inputs as possible.
• Lost radio contact: fly the plan agreed on the ground, read the windsock, and land into the wind in the widest part of the field.
• Can't reach the main landing field: pick the widest open field ahead, land into the wind, and avoid power lines, trees and water. A safe outlanding is not a failure.
• Landed in a tree: hold on to the tree, stay seated in your harness, call on the radio and wait for help; don't unbuckle yourself.
• Caught in power lines: don't touch the lines or the person caught in them; wait for the power company to cut the power.
• Throw the reserve when the main wing isn't flying and won't recover (a collision, a tangle you can't clear, autorotation out of control): look – grab – pull – throw, then disable the main wing and get ready for a PLF.
• Hard landing: feet together, knees slightly bent, and do a PLF.

8. P1–P2 skills list

The skills below are practiced in the field with your instructor; they are listed here so you know what you will be learning.

Group	Skills
Preparation	Unpacking the wing and laying it out in an arc; clearing and sorting the lines; clipping the wing into the harness; 7-step pre-flight check; packing the wing
Ground handling	Inflating the wing, holding it overhead, following the wing (slalom), killing the wing
Inflation	Forward (wing behind you) or reverse (facing the wing); you only need to master one of the two
Launch	Checking the wing overhead, launch run, leaving the ground; aborting when the wing isn't right
Flying	Sitting back into the harness; flying straight with hands up; turning with weight shift and brake; controlling speed with 25–50% brake
Landing	Height loss area, figure eights, U-approach; standing up out of the harness; flare
Safety	PLF; reserve deployment practice on the simulator; following radio instructions

Each training day in detail: days 1–2: ground training · day 3: slalom, killing and packing the wing · day 4: low flights on a hand tow · day 5: theory, meteorology and simulator · day 6: your first high flight.

9. 30 multiple-choice review questions

Each question has only one correct answer. Choose yours first, then tap Show answer to check. Get 24 or more right and you have a solid grasp of P1–P2 theory.

Question 1. What is "wind straight up the launch"?

• A. Wind blowing from behind the launch
• B. Wind blowing across the launch
• C. Wind blowing straight into the face of the launch
• D. The strongest wind of the day

Show answer

Answer: C. Wind blowing straight into the face of the launch. Wind straight up the launch is good launch wind. With a tailwind, you don't launch.

Question 2. For P1–P2 students, what mean wind speed at the site is best?

• A. 2–4 m/s
• B. Dead calm, 0 m/s
• C. 5–7 m/s
• D. The stronger the wind, the easier the launch

Show answer

Answer: A. 2–4 m/s. From about 5 m/s students don't fly; over 6 m/s at launch level is strong wind, and nobody flies.

Question 3. At Mebayluon, what counts as "strong wind" (gió xiết)?

• A. A single strong gust
• B. Wind that keeps changing direction
• C. Wind blowing down the valley in the evening
• D. Mean wind at launch level over 6 m/s

Show answer

Answer: D. Mean wind at launch level over 6 m/s. Strong wind refers to the mean wind, not gusts. In strong wind, nobody flies.

Question 4. The windsock's tail is pointing south. What wind is blowing?

• A. A south wind: wind blowing toward the south
• B. A north wind: wind coming from the north
• C. An east wind
• D. You can't tell; you need the forecast

Show answer

Answer: B. A north wind: wind coming from the north. A wind is named after where it comes from. The mouth of the sock faces into the wind and the tail streams downwind: a tail pointing south means the wind is coming from the north.

Question 5. Why do you always launch and land into the wind?

• A. To keep your ground speed as low as possible: less running at launch, a softer touchdown at landing
• B. So the wing flies faster through the air
• C. For better photos
• D. Because the wing can only fly in one direction

Show answer

Answer: A. To keep your ground speed as low as possible: less running at launch, a softer touchdown at landing. Into the wind, the wind takes speed off your ground speed. A downwind landing hits about 3 times harder.

Question 6. Your wing flies at 36 km/h airspeed into a 10 km/h headwind. What is your ground speed?

• A. 36 km/h
• B. 46 km/h
• C. 26 km/h
• D. 10 km/h

Show answer

Answer: C. 26 km/h. Ground speed = airspeed minus headwind: 36 − 10 = 26 km/h. With the wind behind you, it would be 46 km/h.

Question 7. You are 300 m above the landing field on a wing with a glide ratio of about 8. In still air, roughly how far can you glide?

• A. About 300 m
• B. About 2.4 km
• C. About 800 m
• D. About 8 km

Show answer

Answer: B. About 2.4 km. A glide ratio of 8 means 8 m forward for every 1 m lost: 300 × 8 = 2,400 m. Into the wind, the distance over the ground gets shorter.

Question 8. Downwind of a 15 m tree line, roughly how far does the turbulence extend?

• A. About 15 m
• B. About 50 m
• C. There is no turbulence
• D. About 150 m

Show answer

Answer: D. About 150 m. Rotor extends about 10 times the height of the obstacle, and further the stronger the wind.

Question 9. Why don't you fly toward the lee side, behind the mountain?

• A. Rotor and strong downdrafts there can pull the wing down fast
• B. There is no wind there, so the wing can't fly
• C. The strong wind there makes the wing fly faster
• D. Because the rules forbid flying behind mountains

Show answer

Answer: A. Rotor and strong downdrafts there can pull the wing down fast. Wind crossing a mountain pours down the far side and breaks up into rotor on the lee slope. This turbulent zone can extend a long way behind the mountain.

Question 10. You come in to land over a line of tall trees. Close to the ground behind the trees, what is likely to happen?

• A. The wind gets stronger, so the wing flies faster
• B. Nothing is different
• C. The wind suddenly weakens, and the wing loses speed and wobbles just as you are about to land
• D. The wing gets lifted higher

Show answer

Answer: C. The wind suddenly weakens, and the wing loses speed and wobbles just as you are about to land. Behind an obstacle there is a wind shadow and turbulence. Choose an approach well away from trees and stay hands up on final.

Question 11. The Khau Pha launch is listed as "1,268 m AMSL". What does that mean?

• A. It is 1,268 m above the landing field
• B. It is 1,268 m above the ground directly below the wing
• C. It is the maximum flying height for the course
• D. It is 1,268 m above sea level

Show answer

Answer: D. It is 1,268 m above sea level. AMSL means above mean sea level; AGL means above the ground directly below you.

Question 12. What is the "angle of attack"?

• A. The angle between the flight path and the ground
• B. The angle between the wing and the oncoming airflow
• C. How far you lean when turning
• D. The angle between the two wing tips

Show answer

Answer: B. The angle between the wing and the oncoming airflow. Pulling the brakes increases the angle of attack. If it gets too large, the airflow separates from the upper surface and the wing stalls. The angle between the flight path and the horizontal is the glide angle.

Question 13. Which of these is a sign that the wing is about to stall?

• A. The wind noise gets louder and the wing surges forward
• B. The brake lines go rigid and the wing turns fast
• C. The wind noise drops, the brakes go soft and mushy, the wing falls back behind your head
• D. The wing shakes slightly as you fly through turbulence

Show answer

Answer: C. The wind noise drops, the brakes go soft and mushy, the wing falls back behind your head. A wing flying too slowly loses lift. When you see these signs, raise both hands evenly.

Question 14. You notice signs of an imminent stall. What do you do?

• A. Raise both hands evenly and smoothly so the wing regains speed
• B. Pull the brakes deeper to stabilize the wing
• C. Release one brake and hold the other
• D. Throw the reserve immediately

Show answer

Answer: A. Raise both hands evenly and smoothly so the wing regains speed. A stall comes from flying too slowly, so give the wing its speed back by raising your hands evenly.

Question 15. The wing surges ahead of you or drops back behind your head. What is this movement called?

• A. Roll
• B. Pitch
• C. Yaw
• D. Stall

Show answer

Answer: B. Pitch. Pitch happens when your speed changes suddenly or when you fly into turbulence. Roll is swinging from side to side like a pendulum; yaw is changing heading around the vertical axis.

Question 16. What is the correct way to turn?

• A. Pull hard on the brake on the side you want to turn to
• B. Pull the A riser on the side you want to turn to
• C. Pull both brakes, then lean
• D. Look where you are turning, shift your weight to that side, and pull the brake on the same side gently and evenly

Show answer

Answer: D. Look where you are turning, shift your weight to that side, and pull the brake on the same side gently and evenly. Steering = weight shift + brake on the same side. Weight shift gives you a clean turn with only a little brake.

Question 17. Two wings are approaching each other head-on. What should they do?

• A. Both turn left
• B. The higher wing holds course and the lower one turns away
• C. Both turn right
• D. The faster wing has priority

Show answer

Answer: C. Both turn right. Collision avoidance rule: head-on, both turn right.

Question 18. Two wings are converging on the same point at the same height from different directions. Who gives way?

• A. You give way to the wing on your right
• B. You give way to the wing on your left
• C. Whoever gets there first goes first
• D. Both turn left

Show answer

Answer: A. You give way to the wing on your right. When converging, the wing on the right has priority.

Question 19. Why shouldn't you fly close behind or directly below another wing?

• A. Because the other wing blocks your view of the landing field
• B. Because the rules say you must fly alone
• C. It's fine; flying close to another wing is safer
• D. Wingtip vortices trail behind every wing and will throw turbulence at yours

Show answer

Answer: D. Wingtip vortices trail behind every wing and will throw turbulence at yours. Every wing leaves vortices behind it. Keep plenty of distance from other wings in every direction.

Question 20. During your launch run, you see that the wing is well off to one side and not evenly overhead. What do you do?

• A. Keep running and correct it once you are airborne
• B. Stop and abort the launch
• C. Pull hard on the brake on the low side
• D. Jump to get off the ground sooner

Show answer

Answer: B. Stop and abort the launch. Only leave the ground once the wing is evenly up and stable overhead. If the wing isn't right, abort, lay it out again and start over.

Question 21. When landing, which wing has priority?

• A. The lowest wing
• B. The highest wing
• C. The first wing to reach the field
• D. The biggest wing

Show answer

Answer: A. The lowest wing. Wings that are landing have priority, and the lowest one has the highest priority.

Question 22. In what order are the legs of a U-approach flown?

• A. Final → base leg → downwind leg
• B. Base leg → downwind leg → final
• C. Straight downwind into the field, then a sharp turn
• D. Downwind leg → base leg → final

Show answer

Answer: D. Downwind leg → base leg → final. Downwind at about 45 m, base at about 20 m, then from about 10 m fly final straight into the wind toward the center of the field.

Question 23. You are at about 8 m on final and notice you are slightly off target. What do you do?

• A. Make a sharp turn to get back on target
• B. Zigzag to lose height, then come in again
• C. Keep the wing flying straight into the wind, correct very gently, and accept landing off target
• D. Pull full brake right away to stop

Show answer

Answer: C. Keep the wing flying straight into the wind, correct very gently, and accept landing off target. Below about 10 m, no sharp turns: the wing dives and you hit the ground. Landing a few meters off target is no problem.

Question 24. In the 7-step pre-flight check, what does the "Harness" step cover?

• A. Only the chest strap
• B. Leg straps, chest strap, both carabiners, reserve handle and pin
• C. Untangling the brake lines
• D. Looking at the windsock

Show answer

Answer: B. Leg straps, chest strap, both carabiners, reserve handle and pin. Forgetting to close the leg straps is a common and dangerous mistake. The Harness step checks every buckle and the reserve.

Question 25. Which signs mean don't launch, or land immediately if you are already flying?

• A. Light sunshine and a steady 2–3 m/s wind
• B. A windsock that is half inflated and steady
• C. Thin morning mist clearing away
• D. Dark clouds, a curtain of rain upwind, thunder

Show answer

Answer: D. Dark clouds, a curtain of rain upwind, thunder. Those are thunderstorm signs. The gust front arrives ahead of the rain, sometimes several kilometers ahead.

Question 26. When should you throw the reserve?

• A. When the main wing isn't flying and won't recover: a collision, a tangle you can't clear, autorotation out of control
• B. When you feel a little scared of the height
• C. When you want to get down faster
• D. When you lose radio contact

Show answer

Answer: A. When the main wing isn't flying and won't recover: a collision, a tangle you can't clear, autorotation out of control. The reserve is for when the main wing can no longer fly. Losing radio contact is not an emergency.

Question 27. What is the correct reserve deployment sequence?

• A. Pull – look – throw – grab
• B. Look – grab – pull – throw
• C. Grab – throw – look – pull
• D. Throw – pull – grab – look

Show answer

Answer: B. Look – grab – pull – throw. Look for the handle, grab it firmly, pull hard in the right direction, throw it well clear into open air; then disable the main wing.

Question 28. On your way to the landing field, you lose radio contact. What do you do?

• A. Throw the reserve
• B. Let go of the brakes to fiddle with the radio
• C. Fly the agreed plan, read the windsock, and land into the wind in the widest part of the field
• D. Circle over the field until the signal comes back

Show answer

Answer: C. Fly the agreed plan, read the windsock, and land into the wind in the widest part of the field. The wing is still flying normally. Stick to the plan made on the ground, and don't let go of the brakes when you are low.

Question 29. The thought "It won't happen to me" belongs to which hazardous attitude?

• A. Invulnerability
• B. Impulsivity
• C. Anti-authority
• D. Resignation

Show answer

Answer: A. Invulnerability. The reminder for invulnerability is "It could happen to me." Anyone can have an incident.

Question 30. You slept badly last night and feel a bit tired this morning; the whole group has launched and is waiting for you. What should you do?

• A. Launch right away so the group doesn't have to wait
• B. Have a coffee and fly
• C. Do a quick short flight to get it over with
• D. Tell your instructor honestly and be ready to postpone your flight

Show answer

Answer: D. Tell your instructor honestly and be ready to postpone your flight. Fatigue plus peer pressure is a recipe for a bad decision. Postponing a flight costs nothing.

What's next

After P1–P2, you keep training until your landings are solid, then move on to P3: active flying in turbulence and handling collapses. That path is covered in P3–P4 flying skills.

See the P1–P2 course at Khau Pha