Solid advice; My local trainer preaches this relentlessly. Generally I'll lean forward and pull the glider up then begin running. Once I feel the tension I expect on the lines and nothing feels off I'll start winding up my motor and straighten out my posture letting the motor push me instead of my legs. Once I start feeling the glider lift me I lean back as far as I can which with immediately lifts me off. The whole process is usually about 3-5 seconds. On higher wind days you'll gain lift earlier and will want to lean back way earlier. Kiting in a variety of conditions really helps develop the instinct to know when it's ready to fly.
The maths was way beyond me but it's great to see theory confirming actual good practice. The demo shows that the lean back technique isn't personal opinion but proven fact. Oldies may recall "Keep on Trucking " posture!
I’ve noticed that after flying a few years that “proper” form breaks down slowly over time. You have to make conscious effort to practice these correct motions each time you go out👌 Good video Matt and thanks for sharing
Great video. As a new pilot with only nine flights there definitely is a trust issue while leaning back into the power while running. Thinking maybe you just have to get used to the throttle and thrust and get used to the technique of running with your hips forward. Love your videos! Excited when I see a new video from Midwest ppg !
Great video, I enjoyed it and learned a lot. However, in your calculations I believe that "a" should = the force of gravity (9.81m/s^2) and not a climb rate. Therefore L = F = 130kg * 9.81 = 1275N. That makes V = 7.52 m/s or 16.8 mph with no vertical component of thrust. The number seems high so maybe cl should be higher or there are some other effects going on during launching and landing.
Kiting...a school that includes lots of kiting would be good. My local school only offers quads as they know old guys will have a tough time foot launching. This means almost zero kiting as they let the quad pull the wing up. I finally found a school that includes much kiting. Thanks for this informative video.
@@midwestpoweredparagliding2706 I agree - this has a place right next to KyleO in the world of analytical paragliding. Some of these equations have been floating around in my head as I learn the sport, but I've never taken the time to sit down and solve any of them for my situation. Thank you for doing it and showing what they bear out! I assume those trim speeds (based on your assumed climb rate) are calculated for hands up rather than some brake pulled. Would be interesting to add that factor in, though it would take away the impact of the simplicity of this comparison. Thanks for making a great video!
Thank you so much for uploading this! Even though I've had a few flights, I have had a REALLY tough time getting into the air. My wing usually comes up good, but running as fast as I can it usually isn't even lifting the motor. I'd been wondering what take off speed should normally be. My GPS showed my running speed as 6mph. I know my posture is not good, but I'm realizing just how bad it must be. Looking forward to spring!
In other videos emphasis has been put on the angle of attack of the wing during launch, in other words to apply power when the wing is at the same AOA as it would be in a climb and not let it overshoot (of course). What are your thoughts about this? It seems a full inflation with wing overhead actuallys has to fall back slightly under power to assume proper AOA for climb and creates (even if small) a lag. Would adding power at that precise moment when the wing is at the climb AOA not make a smoother transition to flight?
Yes, I think the most efficient launch is as you describe. Full power as the wing reaches the top. Newer pilots I think benefit from a more patient launch and a short 'taxi' to make sure everything is ready before committing all the power. There is a bit of lag as the wing falls back then catches up when you taxi a short distance, but that's easier to deal with than full power on an off-center wing, imo.
One other thing I might add is the beginning images (3:22) showing two body positions one wing is in a different attitude (further back) than the other.
Very interesting video - especially the math involved. I was curious... (and I'm not a math wiz at all - so forgive me if this sounds dumb) - If you had 150lbs of thrust, and you change your thrust angle to 15 degrees, shouldn't the H and V thrust components, when added together, not exceed 150lbs? In your example you had 144.8lbs for H and 38.8lbs for your V, which is more than the 150lbs delivered parallel to the ground. It just seems like there's a net increase in total thrust? Please school me :)
Obviously, this is solid advice. Where it goes wrong for me is the idea that you only lose 5.2 lbs of horizontal thrust but gain 38 lbs of verical thrust. Add the 2 together and we have a magical extra 32.8 lbs of thrust. My guess is that the math is not adding up. Again, great advice despite my gripe.
Force vectors don't add together that way. Think of the thrust as the hypotenuse (C) of a right triangle with horizontal force on the adjacent leg(A) and vertical force on the opposite leg(B). Using Pythagoras’ theorem: √(a² + b²) = c². √(134.8)² + (5.2)² ≈ 150.
