Spring thermals can be challenging, especially after the winter months with less exercise of flying in thermal activity. Here is a collapse I'm happy to have recovered from at the beginning of March 2024.
The video contains a wide angle view of the incident in real-time, at 1/2 and 1/3 speed.
Sure I could have handled it better, so feel free to provide improvement suggestions in the comments.
That way we can all learn form these experiences and fly safer 😊🪂
#paraglidingsafety #paragliding_collapses #paraglidinglife #paraglidinglove #springflight #paraglidingromania #postavaru #insta360 #advanceparagliders
I have a lot of respect for all people who have filmed their incident and share it with the greater community. Thank you!
Thx for posting the video. I am glad you come out of this unhurt. I know its hard t hear but your reactions were not appropriate, especially the part where you are supposed to let the wing fly is hard to watch (the initial reaction is VERY hard to train, because its mostly instinctive). You stalled the glider twice, almost twisted yourself. Have you done SIV? Its best to learn and make reactions automatic in controlled environment...
Noice! I liked the Yin and Yang visual effect from the beginning ;) Liked and subscribed!
Good job on preventing the twist! The good learning is at 35 seconds on any thermal condition it’s a must to keep your canopy above your head look at the leading edge rushing into the thermal you only need authority on the brakes and don’t be shy in this cases check the shoot ,weigh shift into the core and enjoy the ride 🤙🏼 Wishing you a collapse free season full of PB ❤
Bro take a wrap, you might have felt the lack of pressure. Don't fight it, hands up will do. Awesome video though.
Looks so similar to collapses I've had on the Rush 6. I've found there's a middle "dead zone" where you take the reflex out of the wing but don't have enough brake on to stop it from surging. Exactly how your hands and the trailing edge look at 0:33. I am convinced these newer high B 3/2 hybrids need to be flown more like 2 liners. That the old 3-5 pounds of contact pressure is obsolete and you need to be either all the way hands up flying on the rear riser controls letting the reflex protect you, or significantly deeper and affirmatively in the brakes during maneuvers. That if you are in the middle at "contact pressure" you will just get collapse after collapse. But nobody seems to be teaching this on the 3/2 liners. I watched some videos on how to fly the two liners and started flying my rush that way and haven't had a collapse since. Nice recovery!
Me: Should I start hanggliding or paragliding? - Okay, I should start hanggliding
Anton I recommend you flying with half wrap. You're flying with the toggles in your hand, they act very often like a spring in-between your hands and the trailing edge. Most of the active piloting starts with feeling what happens. Some visually.. So you want to basically grab the brake knot. So you can either manage that by going trough the toggle or half wrapping. I definitely recommend half wrapping the toggle because you can get your hands away from the toggles for your rescue during all times!
As some already wrote, I think you need to get a better feeling on the Brakes. So having The knot between thumb and Finger half wrapped is best way to go in thermaling. Could you tell which Glider you are on?
😱
Brake the movement of the wing, not the position (that's why it stalled after the dive).
yeah, people dont understant it's the wing how fly, not them, you have to let her fly even if u feel u are falling, just control the direction
Nice video and edit ! Thanks for sharing As some said, make a wrap with your brakes Maybe take wing with a lower aspect ratio ( maybe it's an EN-A already but the video flattens it, although it wouldn't have shot forward that much) If you don't think you know what you're doing, just let the wing fly Take care
no creo que sea una A
did the martenitsa help the recovery?
Thanks for posting this to learn from Anton. There's a small dive preceding the frontal that was an opportunity to prevent the frontal occuring. After that with the frontal developing as big an input as you can on both brakes would have shortened the incident. Here, having a half wrap can help. At 52s as the wing is recovering in the dive you have quite a bit of left brake on. This then causes the glider to stall on the left side and enter a spin. The danger here is that the rotation in the spin can cause a twist. You then swing through as the glider is overhead which has dissipated the energy of the original collapse and your hands are up enough to allow the glider to recover normal flight. Have a look at this similar frontal and the debrief from Malin Lobb, SIV instructor.... m.kzhead.info/sun/Y9uFcq2pal9npYU/bejne.html&pp=ygUkUmljaGFyZCBtZWVrIG1hbGluIGxvYmJ5IHBhcmFnbGlkaW5n Happy Flying
I should say, some of the advice in the video I posted is comp wing specific but most of it is good for any class of wing. Nice I Will Survive cover. It makes it sound like a Bond Movie theme song.
I was alway told on a full frontal hands up or you risk generating the whip effect. This was from an Ozone test pilot?
Here's Russ Ogden on frontals. Watch from about 8 mins to 10 mins. I've not heard of the phrase "the whip effect". What does it describe?
m.kzhead.info/sun/kr2PksiZg5VnnaM/bejne.html&pp=ygUQb3pvbmUgdGVzdCBwaWxvdA%3D%3D
Hey bud, yep it was from Russ Ogden who I got the info on full frontals. Its was explained that if you pump brake on a full frontal the wing will come behind and then when you release will whip forward and prob cause a wrap around you as it carries so much energy. Apparently it's how you set up an infinity tumble, not an acre pilot so not sure. I will did the video out. @@vikingforties
It is easy to sit in the sofa and comment of what other should have done, but: Releasing the left brake the same time as the glider dives did not help, rather the opposite. You should have kept the left hand down 1-2 seconds more. That said; I would probably not have done better in the air myself, in real time. Thanks for posting, we can all learn something from it!
No reaction bro ❤
Great save, good job, I'm wondering how these collapses will proceed in cocon harness. I just started flying with cocon harness and I am pretty worried about collapses 'cos I can feel less stability now.
So wild! I'm glad you handled it so well! What caused the collapse?
just normal turbulence
Turbulence and not enough active piloting
Maybe the day will come when you think "this was life" for a brief moment.
You need some sirious Active Piloting/SIV under the super vision of a good Instructor, and I assume this Aspect Ratio is too much for you, despite the EN certification.
What wing is it?
Good, video, but horrible response to the collapse. 1 take a wrap, you would have felt that coming. 2 When it did happen all you had to do was go hands up and it would have flown out on its own.. 3. All that crazy spinning was a result of you trying to pull your body back upright using the brakes. If you're falling left, DO NOT try to pull yourself back to level with the left brake. It ain't going to work.
RETTER RETTER! 😄
you did a lot of things wrong maybe you should consider a lower wing. also wrap your brakes and put your pointfinger on the brakeline especially in bumpy air.
💪 Good solved
how dangerous is such situation?
On it's own at that height, more scary than dangerous. If he had more active control on the brakes he may have mitigated it, that's why everyone is telling him to "take a wrap/half wrap" meaning to wrap the brake lines around his hand next time. This makes them shorter and puts more tension on them so you feel a whole lot more response from the wing. But as you can see he corrected by letting go of the brakes completely and then recovering as the wing started to twist. The worst possibility is that it can cause a panicked mistake which can have fatal consequences.
And general always forgot: It is probably an EN-B- Paraglider with typical not a very hard wing, therefore not a real possibility of precise steering and(!) a velocity where also week down winds from turbulences can cause a negative angle bigger than the normal fixed pitch-angle. That negative angle is build from the tangens of the vertical down wash wind velocity divided thru the not very high horizontal velocity of all the paraglider whithin EN-A...High B. At EN-C this effect decreases and at EN-D you will find very less till no collapses also if you use the speed bar. BUT(!!) you have to stabilise that wing with very automatical reactions trained in about 80..120 h airtime per year. And that costs not only a lot of time also money. - Since 3 years I fly a low EN-D (UP Meru) I got no(!) collapses. Those are my experences!
just pure luck, in all reactions too late.
Pff la musique ....