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Thank you, i find the zeolite easier to fly than delta4, it moves less in turbulence, :) do you know a video showing someone flying en d in a strong rotor and moving hands less?

@@paulino3320 nonsense

@ Therefore you should be quiet! Thx

I know it may look like this, but I am actually very concious about paragliding safety, yet I made a big mistake taking off at that moment, that is why I posted that video

@ 👍Fly high, fly safe and live to fly another day!

felt like real adventure :)

@@paraglidingSafety Value.

yes, I tend to use large and short break inputs, partially because my limited level of skill - I am always a bit behind the wing action catching up, partially because I know that when the wing is in front of me, it is impossible to stall it. Howerever, as my stress level gous up, you can clearly see that my hands start to rest on the risers more and more, and then the impulses get longer leading to some strange situations like the 1:36

there was a moment when I was over the water sinking fast in turbulence and I instinctively went with the wind just to clear the water, that decision was fear driven and I may have shown some signs of tunnel thinking due to high stress levels. I also doubt now in what I did, but at that moment, you see me observing the surrounding and taking that decision without doubt, but under a lot of stress because there was a moment where I really thought that there is a good change that I'll end up in water

Thanks for sharing your thoughts. Soft landings!

see the other video

me neither, maybe that was so due to the broken stabilo line

He did a great job of flying the open side of the wing with weight shift and opposite breaks.

it wasn't obvious that I was going to land - the lake triggers nice thermals. but this is a valid question in the case of someone who does not have the active piloting skills. im my case however, by pulling big ears you give away the break authority - that is why I would not pull it, but rather spiral to increase the load and sink rate.

😱😱😱

although I am an excellent swimmer and experienced scubadiver, I was scared of drowning in the lake, I had no safety west, and I know from my siv/acro experience how easy it is to get entangled in the lines in the water, and I had an airbag full of air that would problably forces me underwater - I just assumed this, and there was some 25 kmh wind at the lake, that is why I tried to avaoid water at any price

@@paraglidingSafety Yes, it's a difficult and personal decision. I'm also not entirely sure what I would have done, but seeing that it was stationary water I still think the risk would have been less landing in the water than on the land...

1 sec beofre tuching ground, I probabalbly span the right half in an unconcious attept to support the fall with the right hand, this happens often, and I havent learned to control this reflex yet, as I do not even realize it, and that was the only time in this flight when I spun or stalled the wing - wing tips point forward when you stall, although on some occasions I stalled just the tips, but this is the charm of this type of wing

@@paraglidingSafety There is a spin that was not fully developed at 1:16 or we can can call it a left wing stall. At 1:23 left wing is stalled, right as well, but before ending up stalling the whole you put your hand up and let the wing fly. 1:38 right wing stalled and stays in a stall for a full 3 seconds. Also your right hand is locked to your carabiner searching for support. Standard fear response, but remember the safest position is why your hands only touch the brakes in such conditions. Yes, we as community refer to a spin when it is spinning, but the reason for it is that one side of the wing is stalled and the other is rotating around the stalled side. It takes a bit of time until the rotation starts because of inertia. I'm sure you have felt the slipping feeling when thermaling. That is the entry phase to a spin. A stall in not when the tips point forward. A stall is when separation of airflow happens. A paraglider is a swept wing planform, it stalls wingtip first (this is aerodynamics), which is why tips go back first in a spin/stall situation. When tips point first is a backfly, which is a carefully controlled maneouvre, when you form leading edge from the trailing edge with your brake inputs. However if you pull too much brake than it goes back to a relatively ill-looking wing where everything is pointing everywhere. Plenty of videos online of this. Same as in my original comment: let the wing fly, give smaller inputs. Learn to land without stalling. If it does not go perfect every time on a normal landing where stress level is maximum medium you can't expect yourself to perform well under high loads of stress like this. Which you were based on the amount of kurva.

@@TobiasKillerB thank you very much for your detailed feedback. I am wondering if you have any experience in flying siv/acro/strong turbulence on high aspect wings like this EN-D two-liner? I ask because 1.16 and 1:23 are wing deformed due to strong brake but not stalled for sure - it is afairly fluffy high aspect wing. 1:38 is strange, it is wing tip stall, but really strange I suppose due to the broken stabilo line. whenever the wing is stalled, with exception of parachutal, the tflow will quickly reverse and th etips will point in ther directiion, same for spin. my hands are not locked to carabiner, they repeadetly search the support of the carabiner due to reflexes at high stress/fear levels but that is it.

@@paraglidingSafety I have experience in alpine flying up to 6.2 aspect. Plus a few thousand on small to very big aircraft including instruction. A stall is always due to high angle of attack, paragliders are strange creatures because there you don't control angle of attack with the brakes you control camber, but for the sake of making this easy I'll refer to AOA increment as the consequence of brakes. at 1:16 (also around 1:18) and 1:23 the wing is partially experiencing separation of airflow which is a developing stall due to extreme brake inputs (well below the carabiner, around your hips). The only reason it is not developing into a full spin/stall is beacause you let your hand up before it could develop. It still has some energy and it needs time until it bleeds it out. The higher the aspect ratio of a wing the lower is the critical angle of attack from where we call the situation stall. At 1:38 your hand is clearly below the carabiner (there are a few frames where it is visible), which then increases AOA to a level where you stall the right side. It has little to do with that broken stabilo, as in the next 3 minutes the wing is flying happily once you let it to. It is very hard to do a parachutal on a wing that has sufficient porosity. Let's talk about stall. The reason we can put our wing to backfly is because as we pull down on the trailing edge we form a leading edge for backwards flying. However if this is uncontrolled the wing will do a mostly backward but be literally everywhere movement, like in this video: ruclips.net/video/gu_Lwz_1cSw/видео.html Regarding your hands at the carabiner: whenever your look for comfort to put hands to fixed points you decide to fully or partially loose contact with the wing. This is the last thing you want to do under such circumstances. It can easily corrected: on normal days in rough thermals when your hand move for comfort try to catch the moment mentally. Try to remember how it feels, so next time when it happens you'll be able to stop it before it locks. There are some reflexes which have the potential to harm you in flight. You need to deal with them, or otherwise choose conditions where they don't kick in. I see a tendency in you to try to explain why your actions are not what actually happened. This was a situation managed fairly ok, it had the potential to end up way worse, and it also had the potential to end up better. It's fine, we all f..k up things, but if you fail to admit the facts, you'll continue do the same things over and over again. Mother nature does not care about your self-image. It is a helpful skill to being able to admit that you did things wrong. This does not mean you are a bad pilot, this only means you are a human. It is also one very important factor that will make you become a better pilot possible. The facts here: - Regardless of what you call it, airflow was starting to separate from your wing multiple times during this shot due to overly excessive brake inputs. Big brake=high AOA=separation of airflow. - The wing never actually collapsed, partially due to good active flying skills, and partially due to the AOA being always on the high side. - This put you in a position where the risk of spin/stall was much higher than the risk of collapse, which is a way shittier position. The faster the airspeed the more energy you have to deal with turbulence. Let the wing fly. - You locked your hand to fixed point to ease up your mental stress, which is fine, but it is also a good reminder to work on this aspect of your flying. - The fact that you actually put yourself into this position is probably due to the lack of full understanding of the prevailing conditions. Which also puts a question mark on the flight preparation side. - The stabilo breaks. The tip does not have big loading, you might want to check the lines on your wing. It might be that the line was damaged and it went unnoticed, but this might have happened to other lines as well.

@@TobiasKillerB I have no doubt that you are an experienced airmen. I appreciate your feedback a lot. Thank you. I actively suppres my ego as a major accident cause in aviation. I made many mistakes here that you ve correctlyy pointed out. It is just the stall and spin part that I do not agree, and I believe that our missunderstanding is due to the very chracteristic of the wing that I was flying here. Greetings

I cut if few days earlier taking off from a rock in Tacima, and repaired using bowknot with knots at lines ends - than knot broke. Ater this, I tied it with double fischermanns and it works until know, over 100 h later

we were some 10 pilots in the air, guys flying record flights in Brazil fly at stronger winds than that. Thus, one factor was definitely the social proof - the are flying so can I - that was naive becasue they were very experience pilots flying Enzos 3 :) visibly faster than my Zeolite. Other factor was, that in the few days I got used to flying at 35 kmh, it is just a normal flying day in Brazil, so I wasn't shocked by the stong wind. Summing up, my inexperience and others flying.

@@BereczkiAkos siv is crucial before going xc

@paraglidingSafety Sure! I can't wait for the SIV held next summer for our team😁

I flew there many times afterwards, but at max 30 kmh wind and higher and it was a very nice and calm place :)

@@paraglidingSafety For sure. Seems most places that are good for XC come with a large element of risk for one reason or another. The glider control looked pretty good though considering the air.

2) if you get low enough with the wing under control the landing would probably be nicer closer to the mountain, BUT it will be alot harder to keep the wing open if you keep yourself close to the mountain.

I was able to ecape my prevuíous leesides and continue flight, but that was at max 35 kmh wind and very different terrain

@@TimPentreath thank you, I landed with some 25 kmh wind in the back, tracklog showed some 60 kmh groundspeed before impact

you can see some part of it as seen from the ground in one of the shorts on my channel

​@@paraglidingSafety yeah, it looks even more testing from the ground view. Well done. Uplifting to see the rubbish you can fly through and keep the wing open.

Yes, you wont fit your hangglider in a 70 l backpack :)

@@paraglidingSafety True that is.

Oui Coupe Icare 🎉

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.