Paragliding Gone Wrong: SPINS Explained By An Instructor!
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- Опубликовано: 21 сен 2024
- Today we’re talking about spins on paragliders and you’ll learn how to avoid the hidden killer, how to recognise it's going to spin, and what to do with a spinning paraglider.
To dive deeper into this topic, check out flywithgreg.co...
#paragliderspins #paraglidingfails #paraglidingsafety
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Davide L • incidente gi
and Tequila pilot (reserve throw)
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There's a whole playlist of these situations on ruclips.net/p/PLxfEDBaYDo5xAYGJlLm551U7di6hMDmPl
Dude these are intense. Best to learn from our mistakes. But once you been through a few, you’ve almost been through em all...
Greg, on the second one, he uses brakes and accelerator at the same time, do you think it was part of the reason he spun his wing?
I dont think it would have happened with accelerator and rear riser control.
The second pilot was flying on 1/3- 2/3 bar with brake sometimes deep... didn’t feel like a spin Greg... suspect he collapsed - R asymmetric - when his Right riser jumps and his feet toss up in front of him.... the others were very typical feel of a spin the third guy - Colombia - kept his R brake in the spin and yaw twisted... i like your analysis bro ... good advice on hook knife... and as usual your analysis is very helpful my friend.
@@niconico3907 The second pilot was flying on 1/3- 2/3 bar with brake sometimes deep... didn’t feel like a spin (note written to Greg... ) Nico I suspect he collapsed.... it looked and felt like a collapse and not a spin and he had no idea cause he doesn’tlook at his wing...- R asymmetric collapse - its a givaway when his Right riser vibrates n drops...and his feet toss up while descending to the right... no spin here just reinflation pendulum....the others were very typical feel of a spin...
how much price
Hello! I look at a lot of paragliding accident videos, to understand what happened and try not to make same mistakes.
But having your advises together is just perfect!
Keep it like that, you are saving lives, and help us to fly more confident...
I've spun once, still in school, when I tried my first spiral (50 flights in, with 1km agl and guidance).
Immediate hands-up made it recover but not without a helluva rollercoaster ride.
hoi köbi 🙂
Im a PPGer and really enjoy your wing handling, safety, and weather related content. Great stuff!
A great video Greg. For me, Spins happen very infrequently, even though I am an advanced pilot. Consequently, I don't give them a lot of thought. This video made me re-visit what I should be doing when I get a spin which is great at any level.
I can add one situation here, that I created myself, on a high-end B. I was soaring about one or two beats on a knife-edge ridge in Nevada, and a large spiky thermal rushed through, which was pulling me over the back into the lee. I heaved a lot of brake to try to stay in front of the ridge, but spun the glider. I recognized the spin and had turned about 90ish degrees before hands-up- but the the wing still rotated a bit further, despite a full recovery. As I swung under and would have flown away, unfortunately the ground was right there, so I pulled off a sort of fast landing, onto my harness padding. I finished in a cloud of dust- then realized my lower leg was sort of backwards (no pain). I assumed a dislocated hip, until I felt some sponginess and realised I had broken my femur clean through. No blood, no bruising- but I had landed on a rock. In hindsight I would have gone further out from the ridge even earlier than I was planning - the mistake I had made was how punchy the thermals were going to be, given that the day otherwise had appeared calm to me,
I dont understand why you pulled on the brake during any of this.
If the wind is starting to push you behind the ridge, you have 2 choices:
- go as fast as you can against the wind, to try to stay upwind.
- go quite fast downwind to go the farthest possible away from the leeside rotors.
@@niconico3907 Well, because I had started to turn in the thermal, not realising it was going so dramatically over the back- so I was turning to get myself in a position to get back in front of the ridge. It was such a punchy bubble of life, I wasn't sure that I could stay in it and just circle out above the ridge.
As a Hang Glider pilot I found this very entertaining.
Hg landings are just as entertaining
I assume you can spin a hang glider?
@@yanerik6850 Yes, on purpose. Only on Intermediate and advance gliders. Pull 1/2 VG ( variable geometry) , 20° stall Turn and stay. Search hang gliding acrobatics. Beginner Hang Gliders are almost impossible to spin by design.
@@Vl7248 and obviously you noticed that almost every " funny" landing pilot gets no injuries. There is deformation material before pilot hits ground : uprights, control bar, nose,....
@@NoTengoIlusiones not true. I’ve known several people who’ve fracture their arms and injured knees. Let’s not say one is safer than the other. They both have injury risk.
Ooooh my gosh, I thought that last guy was done for. So glad the tree was there! I didn't notice he threw his reserve at first either, because he was falling so fast. Dang.
Hi Greg, nice video as always. You might want to mention that the fellow at 3:05 is pushing bar and pulling brakes at the same time too. That certainly helped the stall a lot.
You would be right but I think he comes off the bar, the risers go back to level and he has a conversion (beeep beep beep) before turning downwind. He's just got his foot hooked onto the bottom loop of the bar. He does fly out the back of a thermal and gets some sinky turbulence which surprises him, and messes up his turn. I'd want that glider to be checked as well, it spins suspiciously easily.
@@FlyWithGreg There is a lot more than that in this clip, but having as much brake as he had with almost full bar as he's got at one point is definitely asking for troubles and very unnecessary. Even if it's rather going to cause a collapse than sa pin... I think it's goo indicator of the lack of skills and worth mentioning.
Love your calm slow voice as you explain terrifying situations (for a beginner at least).
I am still learning paraglider. Got a private pilots licsene with an instructor who insisted on spin training. I am thinking that it should be the same recovery as in a fixed wing airplane. First break the stall by applying full forward on the controls then put in opposite rudder to stop the spin and recover from the dive. Make sure and practice with plenty of altitude to give you time to recover. Spins arecaused by stalls which are caused by lack of airspeed over the wing caused by wrong angle of attack or getting too slow in a turn. Airspeed is the key.
Actually if you are at the beginning of the spin, less than 90 degrees, the best is to release the brakes as fast as you can.
But if you are past 90 degrees, you are well trained for that, and you have plenty of height. it is better to stall the glider completely, it will stop the spin, you wait for the pendulum effect to stop and Then you get out of the stall both sides at the same time, so you fly straight.
If you dont do that there is more risks of twists in the risers.
ok Ive changed my mind about learning to paraglide
Had a spin in the Brits in Pedro Bernado '19. A snotty, tight thermal low down that took some staying with. Deep brake in one part of the thermal was too much brake for the next part and I span because I didn't react quickly enough. Late hands up meant I had a lot of energy to deal with but thankfully my EN C reacted well and I was able to continue the flight. Lessons - my active piloting was not active enough in this thermal and being in a desperate situation mid way through a task and trying too hard probably compounded that. Did I need that much inside brake on in the thermal anyway? A shallower turn would still have gotten me the altitude I needed, just not as fast.
Thanks for the wise words Greg.
That sounds like a tricky situation. I find you can 'cycle' the inside brake in very tight stuff, to keep giving your wing surges of energy and speed, and it doesn't make your turn radius any wider. (weight shifting hard in) crank the brake, then release it for speed surge, crank, release, and go back to a steady hold when the air is steady.
@@FlyWithGreg I'm going to have to write myself a reminder to give that a try. Roll on spring :-)
I am just now starting to research paragliding and didn't even know there was a reserve! Makes me feel a hell of a lot better!!
Absolutely loving your videos!
i would always recommend to wear proper gloves - even in summer. I the last incident it would have helped to grab the line and stop the glider downplaneing. Good analysis btw !
Best channel on paragliding
Yeah, I spun in from 70ft at Westbury in 2006 on my Magic 3, which was getting a bit tired after 300+ hours. Very lucky and only have the titanium in my left wrist and forearm to show for it!
The second pilot was flying on 1/3- 2/3 bar with brake sometimes deep... didn’t feel like a spin Greg... suspect he collapsed - R asymmetric - when his Right riser jumps and his feet toss up in front of him.... the others were very typical feel of a spin the third guy - Colombia - kept his R brake in the spin and yaw twisted... i like your analysis bro ... good advice on hook knife... and as usual your analysis is very helpful my friend.
🤣 Thanks for the video. I was just about to do a hang glider to paraglider conversion to expand my flying but this cured me. 👍🏼
Smart
It happened to me once a few years ago. I was turning way too much and went into a spin on the Porterville ridge. I immediately raised my hands. The wing ( BGD Echo ) stopped the spin once it gained some speed and pulled me out of the spin by itself. I lost about 50-80 meters in this spin. After that scare I now only fly fast and use as little break as possible with a lot of weight shift for turning.
that's usually the most efficient way to fly anyway. Don't be afraid to take tight turns though, just don't slow the glider down a ton.
That was a wonderful breakdown! Thank you so much for making these videos analyzing accidents. I would love a video talking specifically about how to throw your reserve if you find yourself in a downward spin after a collapse. From the videos I’ve seen, people sometimes throw their reserve only to have it get caught and tangled up in the spinning wing. Should you carry two reserves for this situation? Thanks!
Another great video Greg, thanks for the content and to those that supplied the footage for us all to learn from.
At 4:40, one of the best examples I've seen for why you shouldn't put your hands inside your brake toggles.
Thanks for this Greg. As a fixed wing and Heli pilot I am so eager to get onto a PG when the opportunities allow. Great video and explanations on how to avoid getting into such situations. As with aircrafts it is great to know what to do in a bad situation but even better to know how to avoid getting yourself into that situation in the first place.
Thanks for the awesome content Greg! Thumbs up.
Not gone into a spin as such. Was thermaling slowly and felt the wing tip go as I noticed it got quieter. Arms up immediately saw me surge forward and flying again. (Bgd base L 100-120kg flown at 101kg.)
super good response, keep doing that.
Good stuff. Im an instructor who only had one real bad accident in my fly "career". It was most likely a spin too close to the ground on high altitude and in dry air (Kenya). Pilot error as always. So I know what can happen. Fractured my hand and my left femor. Walked around for a week on the broken leg when the doctors in Eldoret couldn't find the fracture but thats a different story. :)
Only spin I've ever had was on my paramotor, I pulled out my ancient A wing, and tried to turn the same way my higher-performance glider turned, and spun that bad boy. Had a few gnarly collapses though.
Exactly how dizzy did recording this content make you? 😆
Hahah, it was terrible, I was queazy for the rest of the day. Weird, I can do spirals and spins no probs, but put me on a kids roundabout, and I get green...
@@FlyWithGreg I know exactly what you mean, I used to live for Alton Towers when I was a kid, even the thought of it these days makes me feel sick 😆
Thank you Greg! Learnt some important skills
Great vid. I don’t understand where the force comes from that makes a earth-facing leading edge accelerate you towards the ground (over and above gravity)..
The more I watch your channel the more I'm convinced an 8.5m Ozone Speedwing is the safest way to go... Lol thanks for posting.
Yeeeha! Keep your lines through clean air and yes, you're on a super safe aircraft. It's just the lure of the proximity rush that is the real danger on the speedwing :-)
Airbus A380 is the safest
the more I watch more scared I am every time I go to my local spot... XD still great vid, great channel!
thank you Greg min 5:50 i understand you explanation after been in SIV thank you great tips the wing always wanna fly, so important no to keep to much pressure in the break.
Brilliant video with loads of new info to me. As a TI its nice to have some more knowledge to give to students about why not to certain things and how to better prevent dangerous situations. I've spun once but only ~90 degrees as i shot my hands by nature xD
Great discussion, thanks!
I so need this song on Spotify.
Theres a lot to lean from this. Thanks Greg
Thanks for all your video's. I'm learned very much from them.
Milos
Serbia
النص المصدر
اجمل الفيديوهات التعليميه والمفيده على قناتك
The most beautiful and useful educational videos on your channel
Great vídeos! Thank you for sharing your knowlege!
Great content Greg … attention to detail .. love your great work .. keep safe from Australian supporters 🍻💚
On the last one, I think one possibility is to try to unclip on of your carabiners. Ofcourse easier said than done.
What's the distinction between 'tight' turns and 'agressive' turns? Just more weight-shift required?
Spin was the most exciting thing to do in my first SIV. Once you realize that you just have to go with them an get into Flyback they're actually very enjoyable =D
Very nice this video thank you.
In the first excerpt, it takes place at Les Ruinettes above Verbier.
I know this place very well and in winter the wind almost always comes from behind (you can see it with the air handle).
Take off is made even more difficult when you are without skis. You lack speed and if you don't check that your kite is unbalanced, you will eat the snow.
Hi Bernie, Maybe see you at Les Ruinettes soon? I'll be there Saturday (Boxing Day)
@@DomesticDave Hi Dave, unfortunately not fit to fly for 2 years (knee problem :(). But I hope this year will be a recovery for me. I miss paragliding ...
When people stop to watch me nil wind launch, I make them wait longer by doing more thorough line checks and wing layout in spite.
great video Greg...very helpful stuff. thanks
wow...the spin is a tricky situation... What do you think that in general produce the spin? Brake too much and bad body position can contribute to this situation??? thanks for sharing
Like I said just started my paragliding course.... I spent some 14 years skydiving then flew ultralight UPL looking for reasons to quit while I'm still in one piece.
Thank you! I didn't spin yet
I`ve just seen a video of a pilot dying in a spin because the reserved got caught by the main glider. How do you throw the reserve when trapped in a spin?
the last guy would've made a perfect spin-entry helicopter if he released his brakes to helicopter-position when he was passing under the glider😂
Hey Greg, nice video as usually!! When will we able to see you in our French Alps? Did you came for the Coupe Icare?
good video thanks
The casual "sheisse" after the first launch
next topic could be: Would be useful to know key point to check the weather before flight and make a decision, stay on the ground or go to fly. Thank you.
Just installed the new Charly Paralock quick release carabiners. Hopefully won't need to use them!
Freática vídeos! Greta tea chef!
Pilot number 2 did using his speedbar system help in generating the spin , also is it a good idea to use speedbar so close to the ground.
And he seems to have bakes well on at same time as speed bar?
Had a spin on my Epsilon 7. It was my total 3 hour flight. In 200m above i start tight spiral with a slow speed. On 2 or 3 turn glider start spinning. Then i (my mistake) pull the outher brake. Spinning going very-very fast and glider fall on the horizon line. I had dark in my eyes and i release inner brake, and trow reserve. Glider jump over my head and does dive in the front of me in 70 degree. Fortunately, parashute was fully open and i don't fall in the canopy. Now i'm scared my glider. Sorry of runglish.
go to the SIV you will lose the fear of your glider for real bro
Beware of guys wearing hoodies in playgrounds carrying GoPros.
Great analysis... but how do you tell if you're courting a spin and it's time to back off? Is there a signature behaviour that shows that you're in the danger zone?
Break becomes soft (but its really short moment where you have to react - this is also why I never fly like holding a handbag. just too much dampening.)! That's the sign of danger and time to realize it immediately. With my 350H experience it has always saved me. Just letting it go. do not think that you will lose thermal or other unimportant stuff. Just ease on break and wing gonna take care of you.
The warning sign is the wing deforming, and the wing tip moving backward.( wing tip is not where it should be compared to the rest of the wing).
2 ways to know how it feels on your wing: ground handling with some wind, you practice stalls, pulling both brakes until the wing start to fall back. A spin is the same but only on one side.
Second and best way: SIV training, that whats they are made for, to know where are the limits of your wing, how to recognise when you are close to the limit, and what to do if you go over the limit.
@@niconico3907 thanks, that makes sense. Much appreciated :-)
How do you "practice finding your spin point" - safely?
Thanks for the always-great videos.
you have to be in a setting where you are safe to throw the rescue if needed, stall/restart if needed, otherwise practice at the dunes. Finding the spin point is the easy part , inducing a spin that you can exit without a backfly, and being able to recognize quickly that you actually created that possibility is MUCH harder, and can result in big "shoots" /slack lines/ riser twists / frontals / when you had it but hesitated. getting Helicopter = bliss Mistyflip = enlightenment (also helps to be light and/or on a student glider)
Dear Greg, if we look at 4:15 we could see Right A2 losing the tension, isn't it a big indication of an upcoming collapse? Looking at that, would losing a bit of tension on the right brake help?
Hello So Nice Sharing Good Work Stay Connected With Us
Great stuff!
Is it possible on this last example to grab left or right lines and pull the glider to yourself and fold it somehow just to reduce the resistance on the safe?
Or is it too hard? so you don't have enough strength?
very hard, there's SO much pressure usually. The secret is to do it right at the start, as the wing surges ahead and goes slack, so be prepared to do it just after releasing your reserve handle into the wind.
Love your videos, you look so happy that... I just want to be your friend! haha, keep the flow!
Most of them are just flying with too much brake.Let your wings fly as much as you can according to turbulence.
Hi Professor I am a newbie and when I go into the rotation I get a slight dizziness. Please advise what I can do to overcome this problem. Of course, I recently installed a harness at my place of residence and I'm throwing myself into the rotation, do you think it's the right thing to do and how long should I do this? If you have a solution, please help me. Thank you
Me encanto el video podre tener en cuenta todo esto al volar
Been flying for a year now with luckily none of the situations shown happening to me but it just goes to show that little mistakes and not much is needed to get you into a pickle :) Thanks for sharing! Also a question if i may ask: I am flying my uturn eternity EN A Wing for thermaling and soaring (about 25 hrs of airtime so far) but been looking for a small wing as a descend option for skitouring and mountaineering. Something like a 16m2 wing but they all seem to be EN C or higher (Susi, pi3, etc.).. When do i know that I'm ready for a C wing or are there any other options?
tkank you my dear master ... i am from iran , i enjoy and use from your videos
Is paragliding Haram
I know this is a few months late to the video. I’ve never flown and not criticizing them. My question, should the last guy have just cut away his primary wing and rode the reserve down? I know it’s probably an expensive move but I’ll take that over broken everything?
Definitely have, we have extremely weak and small thermals here in Finland, so if you find a thermal you try to stay in with an aggressive flat turn, and that seems like the perfect storm for spins :D
Deep brake and bar by the 2nd pilot ... probably collapsed the wing rather than spin
Would an EN-A wing kept him from spinning in that last video of the tree landing? What kind of wing was he using?
@aaronhuffman3343 it would not help, they might be harder to spin, but once in spin they will be very lively if you keep applying brake. Twists and collapses can happen with A wings as well😊 solution: hands up and catch the dive
Best company for paraglider ??
Love it greg
what is cost of used paraglide gear in uk im waiting to finish paragliding clas and 5 years old stuf cost ner new
how much glider price......
3:30 he's pushing bar *and* deep in the brakes? Is there a reason why one would do both?
to destroy the shape of your glider.
but that's not really something you want
I thought that as well but it looks like this guy has a speedbar that's rigged as a stirrup. if you look at the risers, he doesn't actually have speed on
Last thermal flying few days ago, while I was flying, I realised I was pulling too much of the inner break to turn tighter and keep the wing flat. My wing did spin 90 degree.. I figured, I was pulling too much of the break but then without pulling the break how to make tighter turn? So, how to do tighter turn in thermal without pulling too much break?
wait for a larger thermal
Greg WHICH rizers would you cut? The As or the Ds?
The A, they are under more load, so easier to cut, and it will stop the wing from flying ( same as B stall).
If you cut the D, the wing will still fly, because the profile is still good, from A to C.
he was also using heavy brakes while on speed bar
Hi Greg, thanks for all the amazing content and your instructional books like the site guide. Your videos gave me a great fundamental understanding before i did my basic license and after.
Do you think that glider technology today will still be able to lock into a spiral after a spin and if yes what is the best method to recover.
Thanks Christiaan! yes any wing can seem to 'lock in' to a spiral, it just needs a bit of wrong weight shift or a partial collapse/cravatte and it can keep spiralling. Practice spirals, learn how to 'lean out and punch out' while experiencing G forces. The instant you feel the spiral is decelerating, lean back in and turn back in gently. You'll get a climbing turn.
@@FlyWithGreg thanks so much that helps a lot i will try and practice it safely and get the hang of it.
@@silveraviator3162 get that SIV COURSE give you everything Greg help us better understanding and walk away the fear and win the control that you can have on YOUR WING.
@@FlyBabyFlyPPG yeah i really want to do that as soon as possible. Im not afraid luckily just cautious because i don't know te extent of my own limitations.
@@silveraviator3162 that why is good to do it, i learn so much in 3 day Siv course that resume my life in full 3 years of fly amazing, check out my Siv is better when you don't know to do the Siv, because you just follow the instructor orders and is amazing how this wings all they want is to fly. gindanky i have only one year in the sport 13 fly and 15 tow siv
Is your new filming technique (sitting in a spinner) to help acclimatise to spins ? ;)
hi Greg, thx for your videos! Greatings from Merkel- country...
The safest wing is the one still in the package. 📦
Why is it that leaning away from the turn increases likelihood of spinning? Having higher loading on one side of the wing just makes it more resistant to collapses I thought. What else happens?
Weight is what make the wing go forward. If you put less weight on one side of the wing, and put lot of brake, it will stall easily.
And if you weight shift away from the turn, you will need more brake to make the same turn.
Hey I like your content
Greg subtitulos en español por favor..., estaria genial gracias, felices vuelos y aterrizajes.
Enough chat, let's see them go SPLAT ! ahahhaa
The more I watch the more scared I am to take up this sport 😃
Try it, get lessons, then decide if the rewards are worth the risks. If you only take the downsides of something, you will never do anything.
Nothing is 100% safe. You could also watch hundreds of videos on people falling down a stair, slipping on the sidewalk, crashing their car etc.
If you go into a beginners class for paragliding,
then you will start to walk/run with the wing on a field
then a few meters up a hill taking big steps
then higher up the hill and missing a few steps while running, etc.
So it is a slow process with nothing scary the first few days. You could still decide that it is nothing for you once you made your first 'flight' of 10 meters and 1 meter above ground
FYI: I fly a beginners-wing (A) and they are pretty impossible to destabilize ... other people fly more dynamic wings and you will find those in this kind of video
Anyone have a suggestion/solution for someone very interested in starting paragliding (me), but have the problem of a wife who is not interested? Would appreciate any sensible suggestions please?
Book a taster day and she can come and see what goes on - it may stimulate her interest.
@@yanerik6850 that is a good suggestion, thanks. Being in the UK I guess I will wait for the better weather to make sure it is as enjoyable as it can get.
I’m booked in for my Elementary Pilot Certificate training at the end of January and I’m now terrified 😂. On a serious note, it’s better to be aware of what can go wrong and how to avoid or get out of it. Little steps, and progress slowly is how I’m doing it.
@@ZuluTango9 something great to look forward to. Enjoy it.
@@SailingRhapsode Thank you, Len. I’m still up for it 👍🏻
Hey Greg,
Thanks for the vid, I really appreciate your advice!
When having a cravat on a 2-liner, what do you do?
Have you ever heard of "spinning it out? If so, can you recommend that or would you rather stall it out ?
yes, I'd try that before full stalling it. First, I'd do an asymetric collapse and try to reinflate, its the fastest and releases tension. Then I'd find the stabilo line and pull that in hard. If no joy, I'd try an aggressive punch down on the brake on the affected side of the wing, to bend the tip back like right at the end of this video. If none of those work, I'd try going to point of full stall (both brakes). Then full stall the thing (IF I had the height). or throw the rag. nasty things, cravattes. Best to have quick reactions on the brakes to keep them open.
Short spin (45 ° is often quite enough) is the most consistent way to get cravat out from my experience. And its #1 on my reacton list - unless the altitude or terrain is extremely close. Its also the fastest way, that have and low altitiude loss (10m-15m if done properly).
You dont have to reach ANY lines - that where many pilots loose control over their direction with cravate and begin to rotate. You have to be of course profitient with your wing to do it in well controlled manner.
Thanks a lot for this great content! That pilot who did the slow turns, for which reason would he do this ? (It looks like there was a lot of left brake at the same time as he was turning to the right). Was it to ease staying in the thermal ?
Your ascend rate in a thermal is equal to the upwind ascend rate minus your fall rate.
And while you can't do much about the thermal strength, you can reduce your fall rate by flying more slowly, which is sometimes the only way to go up on weak thermals.
But of course if you overdo it you put yourself in danger by getting close to stall point.
@@booketoiles1600 on modern wings, you don't reduce your sink rate much by flying more slowly, that applies more to wings before 2000. When you move an aerofoil faster through the air it generates more lift. The reason to fly slower is to spend more time in short sections of lift, and to reduce the required circling radius a little so less bank is required to counteract centrifugal force. Either way, so much outside brake is not recommended, the pilot would have been safer using more weight shift and a little less inside brake ... using the outside brake occasionally to prevent tip collapses.
Thank you both. It is true that in light conditions you might slowly come to that situation by trying to get scraps of thermals... All without noticing, except the sound of the wind disappearing and... too late ! As a lot of crash videos are running through youtube, I find very interesting and reassuring to analyse them as most of the time they come with obvious causes and brings lessons. Thank again for the content and your time on this 👍
ouch! It was so fast