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Paragliding in Turkey

The weather conditions and mountainous terrain make Turkey the perfect place for a paragliding vacation. With tandem rigs it is possible for almost anyone to participate in this adventure sport. The seaside village of Olu Deniz near Fethiye is surrounded on three sides by impressive mountains and is fast becoming the place to be in Turkey for serious Para-gliders. This corner of the Mediterranean, extending into the clear warm waters of the Southern Aegean Sea, provides excellent paragliding conditions from April until November. For those who wish to obtain a paragliding license, our Paragliding services also include training courses in the city of Izmir. 


Paragliding over Olu Deniz


Spectacular Sunset over Olu Deniz

It is not surprising therefore that Olu Deniz has become something of a mecca for paragliding enthusiasts from all over the world. A diversity of accommodation is available in the area and transport by public minibus is cheap and frequent. Our Parasailing packages are tailor made to suit your requirements, we can arrange international flights, domestic flights, airport welcome, transfers, hotels and apartments. If paragliding is just a part of your adventure we can arrange Scuba Diving, windsurfing and trips to the odd historical site or two. The busy and continually expanding metropolis of Fethiye is just 4 Kms away, and worth a visit to see another side of Turkey.

Co-owned and run by professional pilots Extreme Paragliding is based in Izmir and Olu Deniz. The company was formed in 1993 and has evolved into one of Turkeys premier paragliding Centers. Originally established to enable anyone with a spirit of adventure to fly safely in 'tandem' with a qualified paragliding pilot. Relatively new in Turkey as a tourist sport solo paragliding in Olu Deniz is for qualified pilots only many of whom are now discovering this corner of the Mediterranean. The logistics of the terrain around Olu Deniz make it unsuitable for training. However, we can arrange courses in Izmir just a few hours north of Olu Deniz, where confidence and experience can be acquired in a gentler environment

Final Equipment Check

Setting Wind in the Glider

The sheer exhilaration of that first flight with an experienced pilot is just the beginning. Many tandem fliers go on to take up the sport seriously and eventually to obtain their paragliding pilots license. The thrill and solitude of flying solo beckons, you just need a spirit of adventure and tuition from dedicated professionals, to be there.

The safety aspects of any potentially hazardous sports is always the foremost consideration for beginners. It is for this reason that Extreme have qualified Pilots and use only modern, internationally approved equipment. All activities are covered by full insurance underwritten by the international Commercial Union company/span>


Information on Paragliding


Around 1940's, a new aviation instrument was being tested. This device takes off from the plain of a hill by running and slips away until it lands. The significant characteristic of this device was its light and portable structure. It was a formation of fabric stretched over bars. Dr. Francis Rogallo, in 1948, named it 'portable delta wing'. In the following years this instrument has developed so far. First, it was made of very cheap material. With the development of the technology, there has been an increase in the quality of used materials, quality of design and the prices. Today, an experienced parachuter needs, besides a 30-35 kg. delta wing, a barometer, a compass, a speed watch, an altimeter, an extra emergency parachute and equipments that are shaped according to the air turbulances. Additional to all these, a plain take off field is required.



After 'delta plan', around 70's, some people decided to develop another aviation instrument that has a fixed shape and which was not heavy. Many people started to make flight experiments with frontier parachute models. These were parachutes designed to be opened after jumping out from the plane and while falling down at the speed limit (198 km/s). After many tries, it was observed that the high tension of the jump offs did not exist at the hill take offs. And it was understood that bigger parachutes would bring better results. Producers started to produce bigger parachutes from air-proof fabrics. At the end, a new sport, which was called 'hill parachute' was born.

Around 80's, the number of hill parachutes has increased in comparison with the past. Firstly a group of pilots, imitating delta wings, started to take off from steep hills by running. So, the hill parachuting started to spread. Flights were organized from Himalayan Everest and Japanese Fuji Mountains. New records of hundreds of kilometers and hours of flights were broken. Hill parachuting has been so beloved it almost folded up delta wings in two. Almost all around the world mountain tops, colorful parachutes were started to be seen.

Hill parachute is easily aired and directed, it is easy to land it. It can be opened and packed up in a few minutes. With a truly basic education, flying skills may be gained in a few days. Today hill parachuting is the least expensive aviation sport. With its closeness to the nature, it is one of the most preferred sports. And it became a world wide industrial product.
Because of its light weight, it can be carried easily like a rucksack. And because this sport requires more free running-tracks, it can be named as a freedom sport. Besides the joy and the easiness, this sport like the others has its own rules. Aviation can not take a joke, perils must be foreseen and precautions must be taken. For safe flights, we have to know the atmospheric layer that we're going to be flying in. We have to learn how to use our parachute at different weather conditions. And more important than that, dangerous movements must be avoided.

   Hill parachuting is probably the easiest way of aviation. Shortly, we wish you a good flight.




      The paraglide is a simple instrument. However, it is the outcome of long, painstaking and complex design studies. Length differences of the ropes or, simple differences in the cutting of the fabric, may cause much better or worse conclusions. Here are the sections of 'hill parachute' for you:

CANOPY: The fabric part of the 0bject is called 'canopy' or 'wing'. Canopy is made of two layers of fabrics folded onto each other, and it is meant to collect the air inside when on air. In order for the air to be able to fill into the wing, front side, which is called 'attack side', must be open, and the back side that prisons the air inside, which is called 'escape side' must be closed. Thus, because the fabric is air-proof, the wing prisons the air inside and takes a certain shape. When the canopy is completely filled up with wind air, it takes the shape of a plane wing, which is flat bottomed and curved top side. In a typical canopy, there exist 40-60 cells. Length of these cells gives an elliptic shape to the wing when looked at from above. This shape is called a 'platform'. To the sides of the canopy, balancing pieces, which are called 'ears', are placed. 'Ears' keep the parachute in balance and by applying force outwards, they keep it strained. Wings are produced according to: the weight of the pilot, different flight conditions, length/width proportions. At the edge of the wings, the cells that called 'stabilizators' are closed. Stabilizator takes the air form the side cells, it gets filled up and enlarges.

ROPES: Separates into two as 'hanging' ropes and 'brake' ropes. In order to decrease the weight and friction, ropes are produced from strong, enduring materials such as carbon fibers and darcon. Brake ropes are produced in different colors in order to be distinguished easily.

COLUMNS: Columns joins fabric with harness. Usually ropes gather at the metal rings and joins with the columns. In general they have 25mm of breadth. columns form a single point from which pilots can control all of the ropes at once. At the back of the columns, there are little metal rings from where brake ropes pass and little snap fasteners onto which the wheel-cross (brake controllers) are fastened.

HARNESS: Paragliding beaches generally shares the same basic structure. A plastic or wooden seat, a combined air and foam back protection is used, with a polycarbate outer layer to protect against puncture and spread load across foam cells. Reserve must be packed in an inner bag with handle attachment on upper edge so that it is pulled from the top. All harnesses are adjustable according to all sizes and flight positions.





You can't just go do it. You'll have to take lessons for a brevet. Without a brevet you're not allowed to fly and most of all without a brevet it is very dangerous for you and other people The best thing to do is to go to a place or country where there are mountains. It is also possible to fly in countries where there are no mountains. A long running path is necessary for the pilot. Streamer and windsock must be fixed vertically next to the run path. To escape the turbulences, there must not be another hill across. A clean field is necessary to spread out the parachute.

   Take Off

Controls: At the beginning, the wind must come from the front with at most 30 degrees. For the experienced pilots it can be 90 degrees. Last controls have to be done. Control ropes must be checked if they are at the bottom and open. After putting on the helmet harness is entered. First the leg columns and then chest columns are fastened. Leg columns are not fastened so tight in order to leave a space for action. Stand right in the middle of the wing. Usually there's a sign at the wing that points at the mid-point. Arms are opened to the sides. In side the hand must be the controlling ropes and the front column. Other columns must be on the shoulders. In this position running starts. Important point is: handles must be pushed not with arm powers but with the power of the chest. When the wing is on the top point, handles are left, so inside the hands only controlling ropes stays. When running towards the take off, if leaned on to the sides, a run must be made towards the inclined direction so the wing gets straight. After straightening of the wing running continues. Be careful at this point. Even after taking off running never stops. 'Running' is the part you will have difficulties with at the beginning. To stop running and sitting into the harness after the take off, is one of the frequently made mistakes. This mistake causes injuries and harm to the Harness.

Only after taking off completely harness must be entered and parachute must be conducted. Wings turn towards the direction you pull the ropes. Even though you have to take the wind from the front when taking off and landing, the direction of the wind is not important while flying.


25-30 meters to the ground, the wind must be taken from the front. Harness is left and 1 or 2 meters to the ground brake ropes are pulled till the end. This act is called 'dynamic stall'. When necessary, ropes must be wrapped around the hand and pulled till the end. From the moment of touching the ground, running starts. While running continue pulling the brake ropes. When wing lies back, running stops and packing of the wings must start. First, not to tangle the brake ropes they must be affixed to the snap-fasteners on the column. Meaning of 'stall' in paragliding dictionary is 'losing altitude' and 'disordered flight'.




  Equipment Problems

Breaking of the ropes of brake is, even though not frequently, an encountered situation. In similar situations, in order to make the turns without the brakes, different methods might be tried. To pull the back column on the side that will be turned to or better weight inclining method will help to make the return.

     Asymmetric Closure

One of the frequently confronted situation in paragliding. The ratio of these closures changes according to the structure of the wing or the strength of the turbulence. One side of the wing is closed and the other is open. And from the closed side, with the effect of the friction, movement of turning begins. In these cases what must be done is to slow down the turning as much as it is possible, and moving to the closed side and leaving. Excessive application of brake may put the wing into (stol).

     Front Closure

In case of decrease in the load that's on the front ropes or because of a strong turbulence, wing's front closure happens. What must be done is to pull the strings till the end, and by letting them free getting the wings to their normal position.

     Getting Dragged In Strong Wind To The Back Of The Hill

As soon as you realize that the wind is changing direction, idea of 'landing' is the best. Because it is possible to get dragged to a hill-back and it may be imminent to face with a rotor turbulence. If the wind gets over our limits, all possibilities to escape must be tried. Brand new 'speed system' can reach to an over 10km/h and makes leaping forward possible for the parachute. In cases of lack of this system, in order to speed up, both of the column A's may be leaned forward a little. But, over leaning may cause front closure, so one must be careful. If none of these methods works out, by closing the ears, landing as quick as possible must be tried. While approaching to the ground, to close the parachute soon, you should prepare the necessary order when on air. Never make a brake in order to stop the parachute, it give a negative reaction.

     Opening The Supplementary

Supplementary parachute is used in cases it is thought that our parachute isn't able to land us. Supplementary parachute, holding it from its handles, must be thrown away from being tangled with the wings, and it must be packed immediately.

    Rainy Flights

If rain starts during the flight, direct landing must be done. Because, water will enter into the escape side, the mass will increase the weight and the parachute will have a stol. This will limit your movements.


This is the case of fabric part of the wing enters between the ropes. This happens in cases of vingoverden, spiral and not coming out of the stol. When faced with this situation, turning must be slowed down, and brake must be applied. Which is closed must be opened. If not, without panicking, the supplying parachute must be opened.