Parakite explained

What is a Parakite?

A Parakite is a flexible wing characterised above all by its control system, in which moving the brakes significantly changes the geometry and the incidence of the wing in flight.

Parakite in Portugal

Pilot in flight over the coast, hands on the brakes and the lines running up to the wing.

The central characteristic

The control system

On a Parakite the brakes are part of a system integrated with the risers and the lines, letting the pilot progressively change the wing’s longitudinal configuration in flight.

By moving the hands, the pilot directly influences the wing’s speed, pitch, trajectory and energy management.

The distinguishing characteristic lies in the architecture of the risers and the brakes, and in the range of control that system gives the pilot.

The control system lets the pilot significantly change the wing’s configuration in flight.

Flexible wingPressurised by the air, with no rigid structure.

Integrated brakesThe input is not confined to the trailing edge.

Longitudinal geometryThe relation between line groups along the chord.

RangeHow much of that configuration the pilot can actually change.

From input to flight

How a Parakite works

The brakes are integrated with the geometry of the riser system. Moving them does not act on the trailing edge alone: it can significantly change the wing’s longitudinal geometry and incidence.

With the hands higher, the wing takes up a more accelerated configuration. Speed increases and the trajectory can become more descending.

Bringing the hands progressively down changes the configuration and speed drops. The energy stored as speed can then be used to change the trajectory, reduce the descent and, in certain situations, temporarily gain height.

The path of the input

1Pilot input

2Brakes

3Risers + lines

4Wing configuration

5Speed · pitch · trajectory · energy

Hands higherMore speed and a stronger tendency to dive.

Hands lowerLess speed and more capacity to convert energy.

Brakes, risers and lines

What the risers do

The risers are the mechanical link between the wing’s different line groups and the pilot’s attachment points. On a Parakite they can also play an active part in the control system.

When the pilot works the brakes, the system can change the relative position of the different line groups in a coordinated way: some become relatively shorter or longer than others. That changes how different areas of the wing sit along the chord.

The risers do not control the wing on their own. They are part of an integrated system made of brakes, risers, lines and the geometry of the wing itself.

Correct behaviour also depends on the relative length of the lines and on the trim. Because each riser influences whole groups of lines, small differences in length, wear or asymmetry can change the wing’s configuration and response.

There is no universal mechanical solution. Depending on the design there may be pulleys, mixers, cascades, different line groups, different mechanical ratios and different ranges of movement. None of them, on its own, defines a Parakite.

Four concepts that are not synonyms

Geometry, incidence and pitch

GeometryThe relation between wing shape, profile, line plan, risers and brakes. Part of it can be changed by the pilot in flight.

IncidenceThe wing’s geometric configuration relative to its suspension system, set by the relation between line groups and by the risers.

PitchThe wing’s rotation about its lateral axis: the nose tends to rise or drop and the longitudinal attitude changes.

Angle of attackThe angle between the chord of the profile and the relative airflow at that instant.

On Parakites the incidence is not necessarily fixed. Working the brakes can progressively change the geometry of risers and lines and, with it, the wing’s incidence in flight. Broadly, a more accelerated configuration tends to mean lower geometric incidence; increasing the input tends to raise incidence and reduce speed. The exact behaviour depends on how the control system is designed.

These concepts are related but not the same. Even if the wing’s geometric configuration did not change, the angle of attack could still vary because of a gust, a change of trajectory, a manoeuvre or the movement of the wing itself.

Nor is pitch determined by the pilot alone: it depends on inertia, speed, trajectory, pendular movement, gusts and the aerodynamic stability of the profile.

Trim is part of this geometry. Small relative changes in line length can shift the reference configuration and alter symmetry, brake authority and reflex behaviour. And there is a difference between designed geometry and geometry in service: wear, knots, repairs or asymmetries can change the relation between line groups even when the wing looks normal.

What hands up means

Hands up means progressively raising the brakes and reducing the input the pilot applies. It does not mean letting go of the brakes.

In many current systems this movement lets the riser geometry move to a more accelerated configuration: geometric incidence tends to decrease, speed increases, the wing tends to move forward in pitch and the trajectory can become more descending. And it is not just removing the deformation of the trailing edge — the same movement can drive coordinated changes between different line groups.

It is not best glideDepending on the design, the best glide ratio may occur before the fully released position. The highest position may favour speed and dive.

It is not “reducing the angle of attack”The geometric configuration and the incidence can change, but the instantaneous angle of attack also depends on trajectory and relative airflow.

Height, speed, trajectory

Energy management

Parakite flying is energy management.

HeightSpeedTrajectory

In flight the wing mainly holds energy associated with its height and its speed. By changing configuration and trajectory the pilot continuously manages the relation between these two forms of energy.

On a descending trajectory, height lost can be converted into speed gained. That speed is energy which can be conserved and used later. When the pilot progressively increases the input, the configuration and the pitch change — and that speed can then be used to alter the trajectory, reduce the descent or, when there is enough energy, fly an ascending trajectory and temporarily gain height.

The conversion is never perfect. Drag continuously dissipates part of the energy, so every manoeuvre has losses. How efficiently a wing conserves speed and lets it be reused depends on the design, the configuration, the trajectory and the pilot’s action.

One precision that matters: energy does not turn into lift. Lift is an aerodynamic force. What happens is a conversion between potential energy, associated with height, and kinetic energy, associated with speed — while the wing produces the forces needed to change the trajectory.

Part of the system

Reflex

Reflex is part of the system, not the definition.

Reflex is a feature of the aerofoil geometry: the rear part of the profile carries a curvature that modifies the wing’s pitching moment. On a wing with no horizontal stabiliser, this geometry can contribute to longitudinal stability.

On Parakites the reflex profile matters most in more accelerated configurations, where the wing tends to fly with lower geometric incidence and higher speed. In that condition it can help stabilise pitch behaviour and increase resistance to disturbances and to certain deformations.

The effect does not work in isolation. It depends on the profile design, internal pressure, sail tension, line and riser geometry, trim, loading and speed. Because the control system changes the wing’s geometry, the reflex effect available can vary with brake position — which is why small trim changes, knots, asymmetries or interference can alter the behaviour expected of the profile.

Reflex increases the stability margin in certain configurations, but it does not make the wing impossible to collapse. Turbulence, low internal pressure, deformations, trim problems or inadequate inputs can still cause a loss of stability. It does not replace piloting — and it is not, on its own, what defines a Parakite.

Explore the Reflex Lab

Where the boundaries are

Parakite, paraglider, speedwing and miniwing

These categories share basic principles: a flexible wing pressurised by the air, lines, risers and brakes. What separates them is above all the architecture of the control system and the way the wing’s configuration is changed in flight.

Paraglider

On a conventional paraglider the hand brakes act mainly on the trailing edge, allowing the pilot to steer, slow down and control the wing. Incidence and speed can also be changed through separate systems such as the speed bar, and some modern paragliders allow pitch control through the rear risers — it would be wrong to say they are controlled by the brakes alone.

On a Parakite, changing the configuration is integrated far more directly into the main brakes. That creates a different flying logic: moving progressively between faster and slower configurations through the brakes themselves.

Speedwing

On a speedwing, directional control is normally through the brakes and, in some systems, also through the rear risers. Speed and glide angle can be adjusted with trimmers or other systems specific to the design.

On a Parakite, the movement of the hands can progressively change the relation between line groups and, with it, the longitudinal configuration and incidence — letting the pilot manage a wide range of speed, pitch, trajectory and energy directly through the brakes.

Miniwing

The term miniwing is used broadly for wings derived from paraglider flying logic. In a conventional architecture the brakes act mainly on the trailing edge; where trimmers exist, they separately change speed, incidence and glide.

On a Parakite, changing the configuration is the job of the main brakes themselves: the interaction between brakes, lines and riser geometry progressively modifies the longitudinal configuration and the incidence. Some designs bring solutions from the two families closer — the distinction is still drawn by the architecture of the control system.

Speedflying is a discipline, not a wing category. There are Parakites designed specifically for speedflying — so a wing used for speedflying is not automatically a conventional speedwing, just as a Parakite does not stop being one because it was developed for that kind of flying.

One category, many designs

The implementation can vary

There is no single architecture that represents every Parakite.

Different Parakites can have different geometries, riser systems, mechanical ratios, profiles and control solutions. That is why no feature of one particular design should be read as a feature of the whole category.

What can vary between designs

Riser geometryHow the line groups relate to one another.

Mechanical ratiosHow much each group moves for a given input.

Line group layoutHow many there are and how they sit along the chord.

ProfileThe aerodynamic shape and the behaviour that follows from it.

Range of the control systemHow far the configuration can be changed in flight.

Frequently asked questions

What characterises a Parakite?

Above all the control system: moving the brakes significantly changes the geometry and incidence of the wing in flight. The difference lies in the architecture of the risers and brakes and in the range of control that follows from it.

How does a Parakite work?

The brakes are integrated with the riser geometry. Moving them changes the wing’s longitudinal configuration and incidence, and with that its speed, pitch, trajectory and energy.

What do the risers do?

They connect the line groups to the pilot and, on a Parakite, can be an active part of the control system: they turn the input into coordinated changes between line groups, changing the wing’s configuration.

What does hands up mean?

Progressively raising the brakes and reducing the input. It is not letting go of the brakes, it does not necessarily mean best glide, and it is not simply “reducing the angle of attack”.

How does reflex work?

It is a profile geometry whose rear section modifies the wing’s pitching moment. On a wing with no horizontal stabiliser it can contribute to longitudinal stability, especially in accelerated configurations.

Does reflex prevent a collapse?

No. It increases the stability margin in certain configurations, but turbulence, low internal pressure, deformations, trim problems or inadequate inputs can still cause a loss of stability.

What is the difference between incidence and angle of attack?

Incidence describes how the wing is geometrically configured by the riser and line system. Angle of attack is the angle between the chord of the profile and the relative airflow at that instant.

What is the difference between a Parakite and a paraglider?

It is in the logic of the control system: on a Parakite the brakes allow very direct changes to configuration, speed, pitch and energy management.

Can a Parakite be used for speedflying?

Yes. Speedflying is a discipline, not a wing category, and there are Parakites designed specifically for that kind of flying.

Learn more

Parakite in PortugalLearning, trying and flying — where to start.Pilot2WingThe training method: first the pilot, then the wing.Reflex LabA conceptual simulator to watch the geometry move.