There is a common misconception about how we get into the air. When talking to people who have seen the sport but not actually participated in it the conversation usually goes along the lines of:
Observer :- "So you are one of these people who jumps of cliffs then."
Paraglider pilot :- "Well, actually, no."
A paraglider gets its stability from the weight of the pilot. If the pilot was to jump up in the air all the weight would be taken off the canopy and it would collapse. When any pilot launches from a cliff edge they will almost always be flying before getting to the edge of the cliff. The canopy will lift the pilot off the ground before the ground runs out. This form of launch is called "hill launching" or "self launching". It's the way most people learn and the most widely practised method of getting into the big blue bit above our heads when there is a hill available to launch from.
Self launching can be separated into 2 techniques. The forward
(Alpine) launch and the reverse launch. The Alpine launch is so called because
it is the most usual method of launching in alpine regions when there is no
wind. Basically the canopy is spread out with the underside upper most in a
nice crescent shape behind the pilot. The pilot then runs forwards whilst simultaneously
pulling on the A risers. This forces air into the canopy and it inflates. Once
the wing is up and above the pilots head, a continuing run will have the whole
lot airborne. If the wind is blowing a fair amount, then this technique won't
work without the aid of an assistant to help the pilot overcome the resistance
the wing presents to the oncoming wind when the canopy is just lifting off the
ground. Tripping over is the pitfall here, see picture of Vladimir (hot pilot
from Moldova).
When there is a nice steady wind of upwards of 5mph then the reverse technique is favoured in the UK. The canopy is once again spread out on the ground but this time the pilot turns round to face the canopy. To accomplish this one set of risers has to be passed over the pilots head such that the two sets are now crossed over. With the correct control handle in each hand the pilot lifts the leading edge of the canopy up into the airflow by pulling on the A risers. The canopy will quickly lift up and above the pilot whereupon the pilot would turn around in the correct direction to unwind the crossed risers and then run to launch. In favourable conditions the pilot can stand on the hill with the canopy inflated above, and feel the potential lift that is present. It's a bit like flying a very large kite.
Picture
1. Standing with your back to the wind,
you build a wall with the canopy by pulling lightly on the A riser.
Picture 2. A harder pull on the A riser will launch the canopy like a kite and it will rise up over your head. Pulling on the control handles at this point will slow the canopy down and it will stay flying above your head.
Picture
3. With the canopy above your head, 
all
you need to do is turn to face the wind
Picture 4. In this position you can often gauge the amount of lift coming from the upflow of air from the hill in front of you.
All that is needed now is a committed run off the hill
If you are unlucky enough to live in a flat area, then the method of launch would be the tow launch. This can be from either behind a moving vehicle or by being pulled up by a purpose made winch. See the TOWFAQ section for more details and photos' of the launch.
Want to get tow converted? Then contact the XClent tow club, of which I am a member. Check the back of Skywings for contact phone number in schools and clubs section.
The Student Tow pilot's Psalm
The Launch marshal is my shepherd I shall not want;
He maketh me launch from green pastures.
He leadeth me to a still line;
He quieteth my panic.
He leadeth me in the joys of towing for XClent's name's sake.
Yea, though I launch into the valley of the shadow of sink,
I will fear no line break;
For thou art with me,
Thy radio and thy bat, they comfort me.
Thou preparest a helmet queue before me
In the presence of my fellow pilots.
Thou covereth my head with plastic;
My knees knocketh together.
Surely Martyn and Winch shall tow me
Every second of the way,
And I shall dwell in thermals t'ward cloudbase forever.
If you live in a flat place and have no access to a winch then you could get airborne using a Paramotor. With towing, you are pulled through the air by a line that is connected to your harness by a quick release. With a Paramotor., the opposite is happening, you are pushed.
A Paramotor. is essentially a metal frame with an engine in it and a large propeller attached to the drive shaft, normally via a drop down gear. In order to fix the whole unit to you, the pilot, a harness is attached to the front of the frame. To get up in the air all you do is strap yourself into the harness whilst the motor is on the ground, stand up, start the engine and run. Depending on the wind speed and the terrain, this take off task can be extremely easy, or downright exhausting.
The Paramotor page will tell you more about this technique.
Landing
Having said a bit about how to take off, I ought
to mention the landing part. This can be tricky or very easy, like most things
in life. The slowest a paraglider will fly properly is something like 12mph
airspeed, but this is very dependant on the model of glider. By properly, I
mean with a low sink rate (1m/sec. for a good wing). When landing, like all
aircraft, the idea is to land into wind, since the speed of the wind can be
offset against the
ground speed. Just before touchdown, normally with the feet but often by the
fleshy bit we all prefer to sit on, the glider is slowed down by generous application
of the control handles. As well as slowing the glider down, applying the control
handles also increases the sink rate and will eventually stall the wing, hence
this only done when low. Once two feet are firmly planted on the ground the
canopy can be collapsed by increasing the control handles even further. The
wing will no longer be aerodynamic and will fall to the ground. In strong winds
the pilot will have to turn around immediately on touchdown and be ready to
run towards the glider to have any hope of controlling it. Another way of collapsing
the wing is to break the aerofoil shape by pulling on the C risers. Some people
say B risers but since this is out of the scope of this page, I will say no
more about it. I may write one later when I've got more time.
Choosing a good place to land is often the single most important
part of the landing. Landing in places like either of 
these
pictures is a definite no no. But I'd rather land in a corn fieldthan where
the pilot landed on the right. Term "landing" used in the loosest
possible sense.