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sorry the read that, how familiar were you with spins prior to that? any siv experience?

@@paraglidingSafety plenty, since 1989. I made two attempts to stall it, one without a wrap, one with, both attempts it rotated rapidly right, the cravatted side.

exactly and this is what the pilot have done

I havent dine this, but I thing there shall be no problem, but in general once the negative spin is developed, I find it much more controllable to leave it through full stall,

once the spin is developed and you leave it forward at wrong time point without proper catching the wing you may get this ruclips.net/video/wnDsezRSNaI/видео.htmlsi=47jk0w2R-NoOXwuN&t=162

Thank you! What hapened there? Colapse and brake on right side when the wing has nit speed after colapse recovery?

@@SamuelTheEagleGioarsa this is a planned acro manouver, collapse to make the wing less energetic in the sin and then spin, all on purpose

exactly! this situation was the reason why the pilot started to learn to fly: did many sivs and basic acro training, and had some 10 frontal collapses since then and all were well handled :)

the problem was the pilot lacking the skill to fly this class of wing in this fully accelerated configuration

i do not agree :)

@@paraglidingSafety I'd say the catch was just fine, but the shoot is nothing unusual, I'd say mild, especially if you compare to what higher AR wings do, especially 2 liners

I started to be catapulted towards the wing, then I break so hard that my hands were at my hips and even so, the wing ended 45 degrees in front of me, that is a definition of a massive shoot forward, haven't I break so hardly, I would have probably touched the wing and that is the danger of stalls on a paraglider. what pitch skills do you mean?

@@paraglidingSafety that's exactly how stall exits look like, the wing needs to regain ~30+km/h so it will shot low or you risk re-stalling if you don't let it. Hands to hips is exactly how you're supposed to catch any major shot. And you're nowhere close to touch the wing even if you'd let it go - which people do notoriously during SIVs without major consequences. It takes more to get wrapped. Especially on such wing. It's a perfectly nice stall attempt, so chill, and change that title :P

@@kocot. chil out, the title is correctv:) no, this is exacly how stall exit shall NOT look like, you do not rise the hands at once fully when the wing is behind you. I did hundreads of stalls and this was the single massive shoot forwads that I had that needed that hard breaking. I have seen others touching the wing in such situations, when they were too slow/reluctant/scared to break strongly enough. The scary part is when the wing shoots in front of you, it generates a lot of lift and catapults the pilot towards it with a lot of acceleration

Roznie, dlaczego?

Ja das ist Walter. Die Stimme kenne ich auch 😅

I do not have enough balls to keep hands on the bs while in very turbulent air. Brakes give me more authority.

@@paraglidingSafety The authority is a little mindgame. Actually you can do quite much with Bs on a Zeno/ Zeolite, but thanks for sharing anyway.

@@glaidaman thank you, you are right, nex season I will work more on catching wing movements with bs, by now I only used brakes for this, also in siv, and thus this is how I feel comfortable

@@paraglidingSafety it's a matter of trust, you need to trust the rear risers. I'm flying a Rush 6 and felt the same insecurity until I start actually using them... regularly! You should use the same active piloting as with brakes but on a much more tight range and it feels weird at first... but you try to keep constant pressure, read the wing feedback and act the same way as with brakes. But the best part is that you can pull those risers really hard if necessary (strong sink, for example) catching the wing moving forward with virtually no risk associated to over braking, because the profile and the pressure in the wing are not affected. Sometimes I find myself almost doing pull-ups on the rear risers if necessary 😅 I hope it helps... 👍

thank you!

Exactly !

hi, thank you for sharing your thoughts, the aspect ratio is 6.4, it is a zeolite gt en-d,. This is not an instructional video, pls learn to fly with a qualified instructor. A high b is not a beginners wing in my opinion, I moved to high b after approx 100 h on a and low b wings

@@paraglidingSafety my mom died and left me a small amount of money and I wanted something to cheer me up I always dreamed of this. I bought the wing in the instructions from the same place. I told them I want to learn to fly one wing. I unfortunately do not have the opportunity to learn to fly with a bunch of people in place with a lot of people fly and everybody is watching you like the instructors used to flying in and the instructors used to teaching people to fly in. When I leave the school I will be in charge of the number 13 cloud-seeding squadron. I'm going to fly the sky and take a box of cornstarch up in the air and seed clouds to make it rain. Then I'm going to go and tell everybody my friend Jeff lets me fly on his farm is Rich because I Make It rain extra at his house but he won't admit it. Then I'm going to be invited to fly from all sorts of good places in my area because even if they don't believe I can Make It rain they won't be able to not take a chance on letting me try to make it rain at their house. I feel blessed that I have the money to buy the epsilon nine. The harness fit me the wing is the biggest one they make I fly right at the top of the weight range. The company said if you put your hands up in turbulence the wing will fly better then I can fly it. I studied seven years of electrical engineering college and I believe in mathematics and for me I can't think of anything funner than sitting in the seat trying to lean and steer and keep my hands up. They tow me for a launch. I have 1000 m square target to land because it's flat and open there. My first landing I'm going to unbuckle my chest strap and leaned Way Forward so my legs will be under me. I'm going to come down out of that sky with my teeth bite my mouthpiece flying a trim speed standing up from the last hundred feet of altitude. I'm going to try and stabilize my descent by weight shifting to keep my wings level and put my hands up come down at trim speed. When I get 1 m above the ground I'm going to jam on my brakes as hard as I can as fast as I can bite down on my mouthpiece as hard as I can, and accept the landing. I seem to be the only human being on Earth, that thinks I can't picture in my mind what a swoop landing looks like from the pilot seAt. I seem to be the only person who thinks if you give up the pitch axis and focus on the role axis you can land after a long approach, somewhere in this great big giant flat place in front of me. I eliminate the problem of trying to hit a spot without enough skill and running into a swinging action, land on the ground on my back.

that's bananas Joe, you should check out the evolution of wings from the original ram air parachute to high AR wings that are now regularly flown more than 500k in a day. One doesn't know, what they don't know...not one pilot I personally know has ever needed to throw ( their reserve parachute

in der Höhe ist allles entspannt, dagegen der Wind im Tal ist ne ganz andere Sache

Yeah, the wing is very nice, same for xc. Yes, I try to leave bcjfky slowly withe strong break impulse at the end, but oftentimes I am too slow :) take care and good flights!

Seated

breaking faster is better then slower for sure, here, there was probably some hesitation sinc it was the first stall ever

@@paraglidingSafety for my first ones the instructor briefed as such: if the wing is not stalled in 3 seconds we exit and restart

how strong the wing deforms is defined by how deep and how long you hold the breaks - if done deep and long enough to deflate the wind completely, all possible deformation may happen. The trick is to stall the wing and at the same time keep it inflated so that it keeps the form and doesn't deform, but you cannot expect this to happen on a first stall ever, and breaking more keeps you on the safer side regarding possible aggresive leaving stall by wing shooting forward, see my other video demonstrating that :)

@@paraglidingSafety alright, I've done my first stalls with max brakes maintained… but symmetric and fast start. Thankfully no such deformation :o

paragliding is an extreme sport, but I think that if you fly at a safe site at time of day where there is no strong thermal activity (before noon and evenings) and with weak wind this is unlikely to happent to you. this was abeginner wing, a low B Ozone Geo 5, the problem was not the wing, but the pilot who broke iot so hard that it has deflated, lost its form and direction and twisted. just fly a lot in safe conditions and do a lot of siv/acro before goint to fly in strong thermal/wind conditions, paragliding is a lot of fun!

pulling the lines to get out of trouble wa a bad idea, that accidentaly worked out here, but the right reaction was a resereve parachute throw

@@paraglidingSafety I live all alone as far as being a pilot there's no-one anybody else around here to fly with me. I got the biggest epsilon 9 and I'm just about to heavy. I get towed up in the air at the school a bunch of times and then I try some foot launches and then I go home and I'm free to do whatever I think will work. I have one farm with a big hill I can try to fly from and then I'm going to fly along The ridges hopefully and not getting too much trouble. There's a lot of places to land here. I want to get up to cloud base of wind from my friends farm and throw out a bag of cornstarch. Then the cornstarch makes rain fall on his farm when the cloud flies over. The sooner I can fly up on a thermal and try to get it to rain on somebody's farm the sooner I get invitations to every farm in the counties where I live. The advance company recommends flying hands up in turbulence. I figure a weight shift philosophy stay out of the brakes get used to the faster dive angle. When you get closer to the ground, use both brakes a little bit . Slow down and make some circle turns above the field where you're thinking about landing. So far I am planning on flying back to my car after I fly back and forth in front of a ridge for a few hours if I'm lucky.

@@markmcgoveran6811 are you human?

@@paraglidingSafety I'm a sub human. I worked on a Blood-stained boat, for 13 years, under the Jones act. My parents died and I have a little bit of money not much really so I spent it on an epsilon 9 and the lessons to learn to fly.

sure thing, the pilot has no prior siv/acro training and was fully overloaded by this situation, he noticed the speedbar bully pressed only on the video :)

Exactly, a huge region of strong descending air mass has been created, I Gott up to - 4 m/s for extended time periods

@@paraglidingSafety I'm only learning ground handling and where I live the surface of the Earth looks like a prune. It's all farmland mostly and mostly good landing zones. I'm going to be the only one all alone when I fly. I've been watching a lot of videos and I figured my best money is on the top landing on top of those big farmland hills. The speed gradient should be miserable because of the texture of the land and in those valleys there might be sink from hell. We are far from the ocean and anytime the wind is blowing it has about a 15° shift back and forth. When you determine the wind would shifted to the West it was just by implication all of a sudden there's massive sink but a high rate there's nothing to explain it so it must be a West wind? Generally to determine wind direction people fly in a circle two or three times and check for the drift. My other question is did you know about that landing field ahead of time and is that where you were headed? They say when you buck a head wind your glide ratio can go down to one to one. It look like you had to do a little bit of s turning to blow off some altitude. If your glide ratio drops to one to one and you're 5,000 ft above ground level you can still go almost a mile. Where I live if you get sinking air you probably are not going to be very high above the ground and you're going to have to land right here right now. I really appreciate the discourse back and forth. My mom died left me a little tiny bit of money and I spent a lot of it getting an epsilon nine, and buying the lessons to learn to fly it.

@@markmcgoveran6811 the way you describe your flying area, I don’t think you have to be concerned about what happened to this pilot. Grenoble is in the middle of multiple massive mountain valleys. The pilot was flying in between them. Flattish farmland flying shouldn’t require consideration of valley wind flows.

@@richardgillespie9549 thanks for the advice. The wind shifts 15° here, pretty much whenever it's blowing. I figure there's going to be places where there's a rotor and then not and then a rotor and then not. I also figure they'll be lift then not then lift then not then lift then not. There should also be a relatively large speed gradient, I believe the speed gradient here would change if the wind shifted as far as it did on the back side of the mountain, in this case. When I was growing up I sat in math class. The little boy next to me had one question the same question every day. What am I going to use this for? I'm the opposite of that I try to pull in all the information I can I enjoy studying and learning. If I ever get rich I might go somewhere and fly in a place like that and if I'm flying here every single thing I study, will help me form a judgement. When I leave the school, I will shake everybody's hand. Then I'm going to go and fly alone. I have one great big giant launch zone it slopes a bunch of different ways. This is because I have a farmer who is going to let me fly from his farm. I'm going to try as hard as I can to fly up to the bottom of a cloud throw out 5 lb of cornstarch, and make it rain. If I can get this to happen even one time my friend will make an extra $10,000. If this works or if everybody thinks it works I will get invited to fly from all sorts of farms in my area. My mom died and left me a little bit of money and I used it all to buy an epsilon 9 and the lessons to fly. I'm really heavy on the wing. I think I had the luck of the gods having that used epsilon 9 turn up in my weight class. I love everybody a little bit and the people on here to take time out to tell me anything I appreciate it. I'm going to try to do all my turns on weight shift alone, at first because there's no traffic problem to worry about. Pilot error is the big problem, so I am working on a minimum input flying style. The epsilon 9 manufacturer says it would fly better in turbulence, if you just put your hands up and let the wing fly, however active flying is recommended. Some very talented pilots I talked to said if I just put my hands up whenever there is an emergency the wing might go through a bunch of violent contortions blowing off all that extra energy. I don't mind that as long as I can just sit there and take my medicine. After I get just a basic set of controls worked out, I will fly as much as I can and get more experience and get a better feel for things so I don't commit a pilot error.

9

My Take away from this, im a enB/enC pilot thinking about 2-liners, is that when it collapses on one side, other than weightshift and opposite break - which you mention on 2 liners things happen too quickly anyway - is to be ready to pull the collapsed side break hard to keep it back, dont let it shoot forward too quickly. previously the advice ive read is - prevent the collapse with a jab - but if youre a little too late dont jab because youll enter a stall. So, trying to reconcile all this new advice, seems like you need to wait 0.2s after a collapse before jabbing. ie not making it worse, but stopping it from shooting.. am i roughly in the ball park?

thank you very much for sharing the helpfull insight! I did not realize the surge :) either 1. I was to focused on breaking the open side as soon as I notice the direction loss - that is what I had been training here, or 2. I my reaction time to the wing movement that I hadn't anticipated was just too slow - once I had a very stong surge forward after messing up a stall, another video on this channel :), but that time the the wing was a low b and the surge was in my decision tree, thus anticipated, and I have reacted correctly. now that I understand what has happened, I will try to train it, for this, I would prefer to take a step back to a bit less dynmaic wing but the problem is that I ve trained hundreds of asymetric collapses on other wings, geo, chili 4, delta 2, and dynamic reactions like these I ve experienced only on the sigma.

the wing was torn on multiple location, can you see the holes?

chili 4

Actually I do carry 2 reserve parachutes :) in the frontcontainer and in the head rescue system. But these are for other occasions, see my other videos :)

sure, I regulate the speed of spiral using outside brake

thanks, I was scared as usal

yes, this was approx stall #200

in theory backfly is a simple thing, and different ppl progress with different speeds, in my case I had very little prior mnouver flying experience, thus little feel for the wing, and I was scared. Training anyway and having experienced pilots around giving me feedback was the key.

that was my first ever full stal, made me nervous for some weeks afterwards :) no onboard vid

​@@paraglidingSafety"makes me nervous for weeks" 😆 Remember me at my headdown tries durng skydiving where I spinned onces out of control like a drill bit (green-blue-green-blue-green-blue...) and where I needed almost 800m in freefall to stabilice me. After that headdowns were "forbidden" for months... 😆

1. on the knee 2. gin verso 2 sitting harness, 3. second in the front container

@@paraglidingSafety in that case the knees are moving quite a bit more than desirable...i encourage students to engage their core...absorb the thrust roll and yaw into your body ...it steadies everything...

ja das kann auch sehr schnell gehen. dort gibt es viele Wanderwege, auch ein kurzer ins Tal