I have been flying and guiding for over 30 years, and together with my experienced team of guides and friends we have created a series of films that we hope will eventually cover all aspect of paragliding from glider control to XC flying and more.
We aim to continuously update this section, with the latest information and techniques using innovative camera angles and effects.
I hope you find these films informative and they help you improve your understanding and performance of your paraglider and flying in general. In order to keep them easy to watch, we have made them as short, with many visual references, as possible so the information is short and gets out the important aspects of the lessons.
I'm studying for my written exam and this video is incredibly useful to understand these techniques that I only read about so far. Thank you very much!
This video goes with my piloting philosophy completely because I'm just a tourist sitting in a seat want to look around out of the sky not really wanting to land even too much proximity flying in that landing but I guess there's no way around it. This look like my kind of exercise other than I don't want to use the brakes, so much. I want to get a habit of making large wide circles. Proximity flying is a problem with any kind of aircraft a human being operates and I like to leave lots of room. I already told the instructor I'm not landing where everybody else lands because there's cars and other people around and I want to have a great big wide open place for this epic landing I can walk back.
I saw one guy descending under a reserve and he had the main shoot formed into kind of a Mae West with two big pockets and no Wing involved and it was helping slowing down for the landing. I thought he had just put on a lot of breaks and put it into a stall can you tell me what he did?
I remember the good old days (around 1984) with the round parachutes T10 and C9 with limited double L or TU modifications. VERY limited steering and no flaring. Every landing was PLF. It transfers forward energy into the rotational energy. We practised it from chairs, tables and ended up doing it from about 3m height. The T10 (10.6m diameter) was for the heavy blokes like me, and the C9 (8.5m Diameter) was for the lighter weight classes. I once took a C9 by mistake and to make matters worse I took one with full TU modification. The T10 descends at a rate of 6.7 to 7.3 m/s, and an unmodified C9 with the same weight descends quite a bit faster so I came down way faster than I was supposed to. The instructor was screaming his head of but that didn't help on the descend rate. In the end I walked away from that experience with no damage of any kind due to a perfectly executed PLF.
It has the same weight as my Free Flight XC gear. Only the engine makes the difference (~12kg) and it also depends on how much fuel you want to take with you, 1l or 6l. In fact, with a high-performance wing you could even use a very small motor like the Mini Mod, which then only weighs ~4 or 5kg. But the weight isn't the problem as long as you can easily transport everything in a backpack. As soon as the thermals come back this year I will mainly do long downwind flights with this setup and i am not the only one. Everything is prepared. 🥳👏
@@turkeyphant I had a friend here with a Minimod. We played through that. Scout Zero and Minimod side by side. With an adapter plate this wouldn't be a problem. But I personally prefer the more reliable and much quieter Atom 80 at the moment.
This looks awesome Jocky! I assume you'll need a power license on top of your paragliding one and that it works with a paragliding wing and does not need a PPG wing with trimmers
Hi. Yes, for the UK you are best getting a power rating but that would be an easy conversion if you are experienced. Check with your local BHPA PPG school.
I recently did my SIV with Jocky and his crew, learned a lot and had an awesome time. We finished off with a flight to Butterfly Valley, cold beers and yoga on the beach. 😊
