The only difference between the P7 and the M7 is that the M7 has ED Glass, which helps reducing color fringing. Even so, fringing on the P7 is minimal, almost neglectable, as shown in this video. Other than that, the P7 has the same high end lens coatings of the M7, making it hard to tell the difference between the two.
Why is he pulling the brakes that far at whinch what obviously gets him in that dangerous situation an than releases completely where he need pulling most? OK he might be a beginner, but whinch operator and instructor seem to be as guilty.
@@ViktorBabin на 7 секунде?триммера абсолютно параллельно затянуты.я их даже на моторных полетах не использовал.они в заводских ^ настройках^и даже сейчас в том же положение что и были во время этого инцидента
Can anyone tell me, since I’ve never done this stuff, are trees the saving grace with any type of parachute-based crash, or are they more dangerous? Impaling is what I’d worry about most, but landing on flat ground seems more fatal.
in my case, the trees certainly softened my fall, I don’t know how much the trees would have fulfilled their role if I had fallen into them without a reserve parachute. Surprisingly, my wing and reserve parachute were not damaged. Although the entire load fell on the reserve parachute. the ground would obviously be more noticeable
I was watching the shadow of the glider on the ground, which progressively became close to 90 degrees from the direction of tow. However, the pilot had deep right brake pulled the entire time too. I'm really not sure how the glider was pointed so far off axis with that much brake applied - it was like he was unable to steer it back on track.
everything is correct. already at the beginning of the start I had a strong roll to the left. I don’t know what happened and why I was pulled so strongly to the left.
Да я не так много налетал и у меня нет такого большого багажа других крыльев за спиной чтобы давать какие то комментарии.летит..набирает)))не умею такие вещи оценивать пока
All crossed.. need to be line with the vehicule the wind was way crossed. Disconnecting with tow load.. Dont have the controls in the hands? You are lucky to be alive..
The only thing I can see is a lack of training and as a result unsureness followed by fear and giving up. You gave up my friend! That´s not an option! What makes me happy is that the vid is a year old and you are much better now... .. . 👍😉
But, the small red shoote seems to indicate that the wind was coming from the left, thus wtf he was drifting to the left as well? I really would like to see the left hand...
Building a winch is one thing... knowing how to tow is another. Everyone is talking about fixing the problem after it happened instead of the root cause which was the tow operator's way to handle the situation from the start. There was probably nothing wrong with the equipment on both ends of the line but rather the way the towing sequence was handled with safety measures in place and radio guidance which was non-existant it seems. This incident was 100% preventable ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-gSwKxnEooSg.html
There are many clues as to why that was going to happen and could have easily be avoided. I have been towing Paragliders for thirty years. 1 / There was no radio commands I could hear in the video from the tow operator to guide the pilot. 2 / The tow operator's job is to keep an eye on the line tension and wing trajectory while talking to the pilot to make adjustments if needed. 3 / From get beginning of the video the wing was not aligned with the winch. The tow operator should have immediately released the line tension somewhat to reduce the wing's angle of attack while asking the pilot to brake right gently to re-align the wing upwind. Once done and only then, the line tension could have been gradually increased to resume towing. 4 / The pilot was constantly pulling on the right toggle trying to correct the wing trajectory. The tow operator should have spotted the left drift (pilot side) or right (tow operator's end of the line) and take immediate corrective action to slow the winch down while advising the pilot top bring the wing upwind gently by breaking right. 5 / Still no radio command can be heard nor line tension visibly decreased by 0:12. Things will quickly get worse from that point on. 6 / The glider's shadow is totally offset, meaning the wing is flying left. 0:15 7 / The drogue chute is flapping in the relative wind speed faster and faster as the glider at a greater angle in relation to the upwind direction. The wing accelerated left and its angle of attack steepened (beginning of the lockout). By then the tow operator should have brought the line tension down to zero which would have by itself forced the wing back to a normal flying angle but sill would not have fixed the flying direction but would have given a better chance for the pilot to make a right brake adjustment and pull the tow release bridle if needed afterward. The next issue to quickly resolve would have been the line still connected to the harness even without tension. That can become another major issue if the pilot turns downwind while still connected. The wing flies away from the winch eliminates the line slack which once gone will stop the glider in its tracks with a powerful backward yank on the harness. A nasty forward glider surge will follow as a result - the leading edge of the wing will point downward with the aircraft accelerating toward the ground. What is really bad is that while the wing surges toward the ground it creates more tension on the line and the more tension on the line the faster the wing will travel pointing down. 8 / Hard to see if the trimmers adjustment was affecting the wing ability to turn. The higher the angle of attack of the wing the harder it is to make corrections (same with Paramotor wings under full power). Again, the tow operator could have lessen the line tension to mitigate the situation and come back to default. 9 / The pilot could have taken both toggles in his left hand at the center of his chest behind the risers and pull the release bridle as soon as he felt the situation getting quickly worse. That would have likely save the day. A lock out is a tow operator's worse nightmare situation and to be avoided at all cost. It does not have to happen at all if all if a protocol is in place, a full flight plan debrief is conducted and procedures followed. Static or Pay-in towing as it was in this video, his a bit trickier to do than Pay-out systems when the winch moves away and the tow line getting longer as the pilot climbs. A preset but adjustable line tension can be dialed in before the vehicle moves forward. The system will automatically keep the line tension in the safe zone as the glider climbs. The tow operator should also have a device on him to sever the line in an emergency. If for whatever reason the tow line release bridle jams and does not release once the desired height is reached, the tow operator should know how to bring the pilot still connected to the line down by doing a series of "S" upwind turns to lower the wing as it flies back and forth in front of him before the final 90º turn upwind to a safe touchdown. Two other problems that could take place are: 1 / The pilot does not take both toggles in one hand exactly in front and center of his chest before pulling the bridle release - he will yank the release bridle handle with the other hand - the jerking made by the pull will sometimes force the pilot's hand holding both toggle to veer sideways a few inches and the wing will deviate sometimes sharply from it straight upwind trajectory. 2 / The tow line could after release, fall and get snagged onto the pilot's shoe as he/she is moving forward. The tow operator has to be really careful about that or the pilot will fly away most likely in a turn with the line wrapped over his boot. A radio command should immediately be sent to the pilot who sometimes does not even realize the line was hanging on his shoe. That should also be part of the pre-flight debrief because at time the wing may be way up in the sky and there is no way for the tow operator to see if the line is freed. One clue from the operator's side would be to see the drogue chute was deployed to keep tension on the line while it is rewound tightly on the spool. The pilot could travel over and area with obstacles (trees, bushes, fence, power lines, etc...) and the line could potentially snagged something thus creating a potentially dangerous situation. So, yes, there is a lot more to towing than rewinding a line with a pilot attached to the end of it. Payout system: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-18wK1hN0qpo.html Have a great day!
It always amazes me how quickly paragliders become uncontrollable, and how long it takes them to recover, if they are able to at all. As a lifelong hang glider pilot the last thing I want to do is end my days on Earth wrapped up in a tangle of string and nylon wishing I stuck to flying a REAL wing.
Lockout occurs when the flight path of the paraglider diverges from the towline force by 45o or more or if the glider rolls past 45o from level flight.
This was SO avoidable! If you had just bothered to look at your glider, you would have seen it drift off to the left. WE can see it by the shadow it cast on the ground. But YOU should be looking at your glider all the time to make sure it is flying in the tow-direction. You know, the steering handles? So then, after you let it drift off to the left to such a degree it was no longer possible to correct while still under tow, it was still no big deal to continue flying after releasing! But it requires holding the steering handles!! Never have I seen something that small resulting in a tree landing simply by NOT BEING MANAGED AT ALL!
paragliders do not lock out on tow..it is true that the roll coupling is taken away by line tension, but they can always be steered in yaw....he has left trimer pulled in right trimmer some what neutral. you can see this at 0.27 .....operating the brake with right hand by pulling brake toward his chest instead of down dident help and was not enough input to over come left trimmer input.....left hand in brake loop and holding onto riser caused left brake input whilst right hand not on brake helped the spiral after release along with left trimer input....in short the wing done what it was commanded to do via trimer and brake input....solution: fit risers with out trimers. change the pilots bad habit of steering by pulling brake toward chest. Pulling down beside the body is correct technique. Not in toward the body or out or forward or back. if left brake fully up and right brake correct input the pilot could have over come incorrect asymmetric trimmer setting. with these simple steps this pilot can continue in the sport in a safe way and no fear..
Good afternoon. Thanks for the video. Could you tell me which is the best binocular 8x30 (less than 200 dollars) that is suitable for use with glasses? Would the P7 be right for me? Thank you
