Ja Respekt. Eine recht ähnliche Situation die Tage bei mir hat in einer eingetwisteten Spirale, Retterwurf und Landung in alpinem Gelände geendet. Nächste Woche dann ein Sicherheitstraining. Jetzt bin ich motiviert, vorher war das eher eine abstrakte Idee, dass dies passieren könnte....
Are this really fullstalls? Seems like it is just stall into backfly. Getting to the stall and stop and release a cm and go straight into backfly. Alot easier and cleaner then fullstall.
Thats the way you do it with high AR CCC gliders. Sure with an EN A or B or even a acro glider you can just pull down the brakes and wait until you stall the glider and then slowly start to release the brakes until the wing starts flying again with no issue. If you do this with a CCC wing, your wingtips will come together, which will lead to a big f*** up and most probably will end with a reserve... Thats why I do it with 3 brake inputs: 1. to stall the glider (as soon as wingtips are going back I release) 2. to decide how heavy I want the wing to drop back (just a few cm are making a big difference) 3. to hold the glider in the stall before i start to release the brakes to make the wing fly again. If you like to try a "real" full stall with a 8.0 AR glider while keeping the brakes pulled down and wait until its droping back, go ahead. I am sure you will not be amuse about the result ;-)
@@breitingair Alright, but is it a fullstall then? or just a stall? Thats what im trying to figure out. We have Stalls, fullstalls and deepstalls right? I´m just trying to sort this out for the people in the comments thinking it has a easier stall behaviour then an en-b. Wich is not the case here :D Just good piloting and a different stall
@@hewger, I think the distinction you are trying to make between a “stall” and a “full stall” is a little confusing. The “full stall” I believe you are hinting at is what I would call a “stall ball” - basically, a very messy, unstable configuration where the brakes are pulled so low that the glider thrashes about and is not able to achieve a stable backfly/tailslide. In this video, the glider is being full stalled, but the pilot wastes no time getting the glider into backfly/tailslide. This is done using the “two-stage” stall technique in which the pilot begins to stall the glider and as soon as the tips start to fall back, but before the center of the wing has stalled, the pilot quickly raises their hands to just below backfly (or even all the way to backfly) which allows the wingtips to come forward again, and then immediately pulls the brakes back down to the stall point so that the entire span of the wing stalls more cleanly with far less wingtip messiness and far less risk of getting cravats. Hope this helps!
The most appropriate solution to the front collpase would have been in fact using weight shift to keep the canopy parallel to the horizon, this takes a lot of energy out it. The frontal had too much energy to be prevented by brakes obviously. I dont have experiece with high aspect gliders, but with my background in acro, I think you stayed on the brakes after the collapse (2:34), at least on the right side. What comes after looked definately like a shooting after a stall, not like a frontal recovery.
Hmmm not sure about your last sentence... from my experience the higher AR wings shoot a lot after opening from a front stall, even without brakes (before shooting). It's probably because a front stall slows the wing down a lot and when it reopens it shoots like after a stall.
Perhaps when the glider collapses at 2:30, would it make sense to look away from the wing right after the collapse and look at the horizon? Would it be possible that quick sharp jab of 100% brakes at that moment prevent the glider from so much cascade? Maybe this might help. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-5FkJGyl-GGk.html
Очень хорошо виден не догруз крыла. Лучше всего грузить по верх вилки, тогда не будет так болтать. Very well seen not a partial load of the wing. It is best to load on the top of the fork, then it will not chatter so much
It's awesome to see this video with 84k viewers and I was like: oh my god it's look like Frinvilier, but wait, it is! I fly arround Chasseral too, greatest low save I ever seen, bravo Dominik!
I can't understand that someone wants to fly such a nervous and potentially dangerous (not to say deadly) wing. Flying is supposed to be fun and not nerve-wrecking like this... It's a hobby not a good-payed dangerous job...
dude, sorry, but you're stupid if you don't understand this. On wings with such characteristics, they fly only when a paraglider with lower characteristics is no longer enough.
@@DomesticDave No way! I always park my car at the train station of lommiswil to take the train to Weissenstein :-) Just made my furthest jura flight from weissenstein last year: www.xcontest.org/2018/world/en/flights/detail:nick/21.04.2018/08:48 Ps: I live close to Biel and flying a lot in the Jura, so maybe we gone see us in the future...
@@breitingair Sure hope so. Ive made a few flights from Weissenstein and had a couple of close calls too with the launch, which makes me a bit nervous. Any help / tips for Jura flights would be greatly welcomed. I learnt in Verbier and seem to always fly there, my second home and feels safe because I know it so well. Also they all speak English there too, which helps, my German sucks. Trying to improve my thermalling which is a must for Jura flights, made my first 1000m climb last week to just over 3000m. Very pleased with myself. If you ever want to play teacher, I'd bee happy to learn from a pro. email david.familylewis@gmail.com.
