Learning to fly is easier with our RU-vid video channel!
The owner and the leader of FLUMEN Paragliding is a Master Instructor MARKO HRGETIC, certified by and part of the Association of Paragliding Pilots and Instructors - APPI (appifly.org/?APPI-instructors-List&lang=en). MARKO HRGETIC is the most complete instructor in all of Mexico, probably even around the globe, being the first instructor to obtain the certification as an APPI Master Instructor in Mexico.
In addition to the above, MARKO HRGETIC has been an active and outstanding pilot in the middle of the paragliding competitions. Marko Hrgetic did the RedBull X-Alps 2019.
I agree with with this 100%, for sure if someone had a collapse as a newbie they'd be reluctant to go up again, so learning slowly and safely is for sure ethe way and no one can argue with that because safety is paramount! .................. Thanks for explaining this safety very well with the common statements that people always make, i have witnessed this a lot.. Stay Safe and Enjoy Everyone.
Wow, these drone shots are absolutely stunning! Seeing how the wings react from a different angle really helps us understand their movements fully. It's truly an impressive piece of work, congratulations!
In Ölüdeniz, during the season, an average of 100 pilots land in the sea, and it can be really difficult to find fresh water to wash their wings. Fortunately, there are guys who do this job, and they clean and maintain your wings for just 50 euros. It's truly a lifesaving service.😁
I guess the lines dont shrin when paraglider is not in use and stored properly? I have bought preety much brand new wing that is nearly 10 year old. Lines should be good on it right?
Something im curious as a Beginner Please could you tell me 1. speed of an EN-A Paramotor wing 2. speed of an EN-B Paramotor wing 3. speed of an EN-C Paramotor wing 4. speed of an EN-D Paramotor wing Please?
You asked me a question why am I in training to be an epsilon 9 payload? It took all the money my mom left me to buy the equipment and the training. I'm only going to learn to fly one way it's going to be an epsilon 9 I'm flying the big boy and I'm flying heavy. I'm not a gangster but I play one in a small town. I think I can fly around for free or almost free. I'm going to have a lot of flashing blinking lights on my harness and a horn of some sort. I'm going to fly up to cloud base if I can and throw out a box of cornstarch to make it rain. I'm going to honk at people and way the people and come in for a landing. I requested that the school train me on the epsilon 9 only. There's a very clever engineer over there and he build that Wing and he said that if I would just put my hands up no matter what turbulence I hit he he was my best chance no matter what turbulence I hit that I could fly on home. However active flying is recommended. The guy I bought it from flew it for me and he is the instructor. I'm going to strive to be a weight shift hands up payload for a long time. I'm a leprechaun and I'm betting the whole leprechaun and the pot of gold on this one. I'm on the heavy end of the big wing weight range. . I have to accept my size and I got lucky to buy a wing that would fly like the devil and it's still got a 5.25 aspect ratio. I went to 7 years of electrical engineering. I'm bored and I want to analyze all of these horrible accidents . I'm bored I'm poor I got a lot of spare time and I need to find a few hundred launch zones I could take off from on private property where everybody loves me for flying through the air honking a horn with flashing lights so they can look for me when there's trouble all nine thousand people in the county. I don't know if it was a wise choice or not and it might be the end of me someday but it was a choice I made with the money I had and I'm going to finish the school and get my pilot's license and I'm going to fly on weight shift as much as I can and I'm just going to cry everytime I see somebody using the brakes too much and hitting the ground or flying close to the ground intentionally. I will have Lee leave proximity flying to anybody that can sit on a power pole and see a mouse in a field and point him out to me. There's no one where I fly after I leave the school so I don't have to learn to turn like all the normal people
I love you very much because you are so very very honest. I am not afraid to put in the brakes. I consider my altitude to be like a bank account plenty of money. My linear momentum it's like the pocket money.
I love you because you told me the truth. I told everybody I'm just a payload like a bag of potatoes. I'm going to school and learn pitch control eventually. When I land I'm going to ignore pitch control I have a square mile that's good to land. I'm playing heavy on an epsilon 9 biggest one. I want to stand up at 100 ft unbuckle my chest strap. Lean as far forward as I can. Create as much parasitic drag as I can to tip the nose down and slow down the speed. I thought this would be the best thing I could do flying hands up ignore pitch control and about three feet off the ground just go to a full flare. I have to make my first landing after they tow me up in the air. I'm doing extra ground handling. I want to make a straight line 15 to 20 degree incident angle, hard flare at the bottom, flying into the wind with only one thing in mind keep my Roll correct. Complete fast flare. Keep flare on no matter what. I welcome any comment or opinion.
I'm sorry dude but I'm not going to buy into any of that because I've watched a lot of videos somebody had 100 ft above ground level with cruising along doing okay with his low speeds both brakes on 35% he turned loose the one break just like you did and that side of the winning shot forward and the guy spiraled into the ground before you could blink your eyes and it killed him. All over the web people are discussing this problem about flying too slow with too much brakes on and releasing one side and spiraling into the ground. I'm a big fan of weight shift for your turns and don't use the brakes unless you are landing. If you're bumping along on a modern wing with 30% break and you throw one handle up you might well spiral into the ground before you can get her shut down. I mean it's a wonderful kind of turned for you you got all the experience in the world that's not going to get away from you is not going to spiral out from under you and you're not saying anything about the fact that you're two or three thousand feet in the air.I'm flying heavy on the epsilon 9 and I'm going to have my hands up and I'm going to lean for my steering and I'm not going to have any problems like spiral diving. I'm going to fly a trim speed just as fast as it'll fly with my hands up and then when it comes time to land I'm going to come in on a long approach unbuckle my chest strap lean forward. Between 1 ft and 6 ft off of the ground I'm going to slam it into flair without any chance for to get out of kilter on the roll access cuz that's all I'm going to pay attention to. That low-speed turn your recommended for people, is a real good way to lock yourself into a spiral if you're a Low hours. Got to take this video down. Flight at trim speed with the wing full of air and stiff.
Very hard to understand, pity. Pls try better microphone and more dampened acoustics (and, if possible, cleaner pronounciation). Thx! Left a subscription!
A low-B glider is (unaccelerated) the same forgiving than a A-glider. When you fly a A-glider you might think that you are safe for everything, but this is wrong. A low-B-glider lets you know that you should have care. When you did some hours of flying you will be happy about the better gliding and the better way against wind when you accelerate the wing. And the low-B mostly is better reacting and has a better handling than the A. When I started, I got a Low-B (that time DHV1-2) from my teacher. I tried some A-gliders, but was never happy with the slow reaction from them. I felt safer under my low-B. So I think that it depends on how the new pilot is under the glider. I think it is better to let decide your own teacher which glider he will give you.
Totally wrong! Well if gliders are tested to standards then A is always safer and will make sure you put the correct inputs in otherwise the glider wont allow so itt stops you getting into bad habits.
Thanks so much. I usually put only 1 brake and control sometimes the outer, just to equilibrate the wing. But I will your technique, let's see ! Thanks !
Thank you for the explanation. I wonder why you did not mention weight shift, something that I was taught about very clearly. It make the turn flatter and with very little input from the brakes and consecuently less roll. You do it on the video, as far as I can see. Correct me or comment, please, on this matter. Thank you again.
Thanks for great video. I have done P3 with 15+ hours and definitely going to buy EN-A after watching your video. But need your advice, manufacturer now a days market few EN A gliders as high performance gliders. e.g. Supair Birdy they call it as A+ (found few review, test videos) not sure if we should include that as an option considering safety & learning ?
after 15 hour and getting my brain bandwidth under control enough to enjoy my flights, I truly appreciate and agree with your advice. Enjoying my Nova Prion 4.
Thnk you for the advice. I totally agree. Are all A gliders sort of the same thing? Can you recomend some A gliders that you like? Or any video to use as a guide for choosing? Thank you.
You should try by yourself and ask your teacher for that. Noone can say which glider is the best for you, if he does not see and know how you fly and react. And so it could be a A or a low-B too...
