Great advice there Dan, always fly with a reserve, and get it repacked regularly. It's better to have it and not need it, than need it and not have it. So glad you came out unscathed, the damage cost is nothing compared to your full health. What an experience!
The outcome would have been a lot different had I not have had my 2nd chance onboard. You know me, lots of practice but nothing could prepare you for this, scary shit.
@TuckerGott brought me here. Great work deploying your reserve and killing the engine quickly too. So glad to see you’re safe and sound! Whew, earned my sub! 🤘🏼🙌🏼✨
Daniel, I'm happy with the end result (no injuries) as you know I collapsed on March 23rd while training for the endurance competition which resulted in me falling 180m with numerous broken bones. Unfortunately my reserve didn't open and got stuck in the wing but by miracle I'm alive. I hope to meet you in the future for me, unfortunately the competition has come to an end and we will see if I will be able to fly again, but as I told you, the scoring system should be changed so that there is no need to depend on speed bar and very advanced wings to be at an advantage in the competition.
@@turkeyphant niviuk Kouger 3 20m I was within the limits of the wing.my problem was an A's line that broke in flight and made me go into sat immediately. I'm sorry I didn't film it because then maybe I would have been able to see if the line had some kind of damage that I didn't notice when it came off. or if perhaps it is a line with less load capacity as I had changed this line about a year ago. in the case of kouger, the lines do not have protection
@@iamparaloko foi em portugal. infelizmente vai demorar a curar. parti perna direita (tibia e peronio) 5 costelas, braço esquerdo, coluna L5, L4,L3, L2, L1, coxis, abas do sacro, bacia , resumindo uma longa caminhada para voltar ao normal
F*cks sake man, not happy to see this! So glad you escaped unscathed, and glad you got straight back on it. As others have said, you're a credit to the sport and an advert for responsible flying.
I wasn't happy to be living it 😅 but on a serious note, and as we've discussed in the past, whatever happens if I've got footage of it it should be shown to the community for learning purposes
@@PARANOOB Importance of reserves and XC flying safety etc height like dan was at am just glad that he was at height so he had the time to react................. C'mon ya know ya want too .
I am so happy you are safely back from the "journey" that happened to you! Chapeau bas for your ability to take the lesson, share your experience, including your mistakes and continue flying so soon!
I'm glad everything worked out as best as it could. I receive my glider from the repair tomorrow. I hope to fly this week to build my confidence again and then competing for Team GB at the worlds in 2 weeks.
Daniel, really glad to see you're okay after this! Thank you so much for sharing this accident, and your insights, with us all. This is really valuable information that will help others avoid similar incidents. I'm very happy to see you were able to get back in the air fairly soon after, and while I'm sure you'll be processing this shock for a while, getting back on the horse really does help a lot! All the best.
I've always said that whatever happens the good and bad will go public. I've always tried to give a realistic view of paramotoring and here it is, pushing hard and getting bitten. during normal flights I wouldn't be on bar in such conditions but, like i said in the video, it was several factors that lined up. Glider comes back from repair tomorrow and I just hope my brain doesn't freak out.
I’m sorry you had to go through that experience. I’m so very happy you were not injured, when the crash landing could have been a whole lot worse. High altitude saved the day. I am glad you got right back up into the sky. Thank you for sharing your experience. Complacency is the number one cause of accidents. Always know the weather before flying and always touch your safety reserve. Big HUG.
Hey mate, thanks for the honest, no bullshit video. I am happy to see you in one piece. Good to see you up and flying again. Lots to unpack in that video for me. Wishing you and everyone happy landings. Cheers.
Nice one Dan, a superb video with a solid interpretation. Great to see such a raw and honest reflection of the oversights and complacencies of the day - serious lessons and reminders in there for all of us!
I never really tried to dress up the experience I've had throughout my journeys, and if someone can learn something from my experiences i've always felt it has to be public for the greater good of the community. I just want to see everyone get home.
Glad you're ok Dan. Thanks for sharing this, it's very informative in many ways. Hopefully we can all learn from your "mistakes" without having to go through this terrifying experience. Thanks agin.
Mine was the exact same age, I've been meaning to get it done and in the moment things went bad I wished I had the confidence to know it was going to open but because I couldn't see it It was an unknown in the moments before I felt the reduction on decent.
Please show them this video. It's not necessarily a scenario they will be in but when things go wrong, they go wrong quick and you'll be damn glad you've got a 2nd chance along for the ride with you.
I'm very impressed by this video. This came up in my feed several times and I ignored it assuming it would be exaggerated and sensational. But it was calm, reflective, honest, and insightful. I'm glad you're OK, and thank you for sharing so that others can learn.
Thank you for giving it a watch and I'm glad it was better than expected. I've always tried to give an honest view of paramotoring and my flying in general. Sure I have had some yehaw moments but it's usually the reflection of my legitimate feelings at the time. Sometimes things go bad and I've shared every one of them.
I had a very similar collapse on my old Freeride, luckily for me I dumped the speedbar and managed to recover it! I don't bother with a speedbar anymore... Glad you landed safely!
I honestly can't remember if I dumped the bar but being twisted so quickly it was over before it started. During normal flights I wouldn't be on bar when it's thermic but competition pressure sets in to perform. Dangerous at best to be doing something you wouldn't normally do
glad you walked away, thanks for the full and honest review that was emotional, scary and very thought provoking, some really good points to take away for the rest of us. Good luck.
I'm glad so many pilots are taking the information on board. It has sparked a lot of conversation within my local flying group and are getting reserves repacked and inspected.
So glad you had a successful landing Dan. Thanks for uploading this important information for fellow pilots. Keep up the amazing Channel 👍🏻 Happy Flying 🪂
Thats a very scary one. Very happy you're alive and well. Thanks for the analysis, its always good when you can learn from an experience like this and pass that experience on for others. Hope to see you back out soon
I've made some mistakes in my time but this one was something else and the shocking part is how unexpected it was. So many things lined up for this to happen but i'm glad the video is proving useful for other pilots
Glad you are ok! What the manual says about using brakes when fully accelerated is correct just like any paraglider. However the only thing that could be done to prevent this is to come off bar and punch the brake on that side to keep it open. I fly PG and have flown PPG in the past and the principle is exactly the same. In normal accelerated flight using the brakes can induce a collapse as it puts a huge arch in the wing, but when it’s collapsing you would punch as much brake as needed to keep it open and feel pressure, might not stop a collapse but will reduce the violence / size of the collapse. Although when flying a PG your always holding the brakes / rear risers when accelerated so your more ready for this. But when flying PPG and tip stearing with brakes stowed this isn’t an option. So SIV might help learn some of the above but still won’t help unless you have the brakes to hand (not pulling any) whilst using tip steering ready to catch a collapse.
Glad you’re ok Daniel , something i’d not like to experience . The speedbar puts me off ever trying it after what has happened to yourself and Anthony Vella.
Two different scenarios but ultimately speed bar pushed it to the point of being an incident. It's a tool, if you have need to utilise it then it's perfect but if you're generally flying then there's not much need apart from getting yourself out of strong winds. Apply steadily whilst paying attention to the glider, with height and you give yourself more room for error. Even after this incident it's a tool I will continue to use.
Great Video Dan. I am planning to take a course this year and take up PPG as a sport. Although your incident shows there is an element of danger, if respect and pre planning is given in every aspect of a flight the worse case scenario can be saved. I have learnt allot watching the video and taken away some great pointers. I am really pleased you survived this incident, it could have been far worse if not for your reserve.
I'm glad the video has provided you with a positive lesson than a sense of fear. The truth be told a lot of pilots won't encounter the exact same issue because when it's more turbulent you'd be sensible to be off bar. I was head down into a comp flight where speed is worth more points. In normal flight I wouldn't have been using speed bar, just trims. It's given me valuable experience and I will be safer because of it. When you get training, I hope it all goes well for you ❤
@@DanielJonesParamotor I am planning my training course mid September or the first week of October. I planned to do the course last year in October but had to put it on hold due to work commitments. With retirement planned at the end of 2024 it will fit nicely to start fully in 2025.
WOW! So glad that all ended well and you were able to give us a very detailed incident report. Just shows how it can all go tit's up in a heartbeat. Height was certainly your friend on the day.
Wow mate this was intense, so glad you walked away from it! 🙏 thanks for sharing it with the community, my reserve is due for a repack 😬 happy flying and I hope you get your gear all repaired soon 😊
Please make it a priority, I had a moment of "I hope this reserve is opening" because I couldn't see it with my head pinned forward. I had neglected to get mine done because of time and thought 'it will be alright, it's not that old' (4 years) but in reality it should be like having an MOT. My glider is back tomorrow and hoping to get my first proper flights back this week, I'm pretty nervous about it.
Agreed, you did well with the situation! I hope you can calm the nervs and get back on the horse. Paramotoring is no joke but so challenging and fun! Fly safe mate :)
So, what i would change in your scenario (flying midday thermals).. i would definitely enable PA. Flying fully accelerated, when shit hits the fan you release bar and you are on full closed mode. In your case, you lost only 50% of speed, other half was still in the trimmers. And like you said, pulling brakes on open trimmes could have made it even worse. Second thing I do, when I fly fully accelerated on bar, my hands are always on controls and grabbing D risers. I case of deflation, I can then quickly pull D risers back and increase AOA.
@@turkeyphant not risers, warp2 only has one set of risers. You just need to enable PA (or PK, same) by removing white cord on bottom of risers. For your style of flying, how you use trimmers and speedbar, you would be better of on H3.
@@turkeyphant Also, third thing i would change.. if you look at your elevation from ground to base of a cloud.. you were at height when lift and downdraft is strongest. In midday I would fly lower, where towers are not formed yet and they are just sort of scattered around in smaller fragments.
Pk has been discussed with me a few times and is something I'll look at using for the future. I think the thing is on long competition flights of 3hrs+ being 100% ready for collapse all the time isn't realistic at which point I'd be just flying trims out instead of with bar that then doesn't really use the benefit of PK. I have feed all my experience back to the competition (of which I am a committee member of) and really if we had an earlier window to fly within we wouldn't be in the situation of having to make the decision of being on bar in questionable conditions.
Thanks for the video Dan Very Educational I'm really glad your ok ! im so glad i have a reserve too esp after seeing the sh*t hit the fan !! Also i'm sure after seeing the video had you not had a reserve you wouldn't be telling this tale today !! Fly safe fellow pilot !! stay safe everyone and get a reserve as this saved this lads life and health !!!!!!!
Jesus Dan..thank God you're ok mate!! Some invaluable knowledge for all thank you so much for sharing...and so glad you have been up again. Chat soon mate.
Thanks mate, It was probably easier already being in the deep end and being caught up in competing but it's been 4 weeks now and glider comes back tomorrow. Hoping for a flight this week but I think it'll be a tough one.
Glad you walked away without injury. As a cross country paraglider pilot myself, I’ve never used a motor, but I do use speed bar quite a bit, and even though I can only use my rear risers for control while accelerated I always stick have the toggles in my hands. Flying mid day I have taken pretty substantial collapses, one was at least 70% but I was able to recover and continue flying. Obviously I don’t have the added complexity of a heavy motor on my back, but I’m always surprised by seeing how PPG pilots seem so comfortable flying with the brake toggles stowed, maybe because I’m always flying mid day in quite turbulent conditions, but i almost never let go of my toggles for more than a second, and most times I hold both with one hand and use the free hand to do whatever I need to do. Have you taken any SIV training? I have found it extremely beneficial, I would go as far to say it has at least saved me from having to throw my reserve, and possibly even saved my life. So, anyway, you seem very experienced, but got lucky, if you haven’t taken an SIV I would suggest taking one. I don’t think it’s necessary to do one every year, or for every wing like a lot of people do. But I would suggest doing one, then maybe doing another after a couple years or so, whatever you can.
I do approach the SIV subject in the video and yes I advise people take one but personally I haven't due to either time or money getting in the way. In terms of flying hands on all the time would be pretty rough on my high hang point machine as i'd been flying 2 hour prior basically on bar for most of that. the glider manufacturers state that you should add any brake input when trimmed out because it'll cause a collapse in it own right. Because I was twisted almost instantly I don't think anything would have made the difference. I do hope to do an SIV. Yes I also got lucky.
Hi Daniel, well done for getting the reserve out and landing safely. Came across your footage whilst watching a Tucker Gott video and immediately recognised it as South Coast. The first thing that struck me was that you almost certainly flew through the convergence line of the prevailing wind and an incoming sea breeze, something I've done many times, many years ago whilst flying PG XC from Southern Club sites. Its not something you want to do as the point where the two airmasses meet is always by far and away the roughest place for miles around. Just inland of the convergence line (narrow band of 50 metres or so) the air will be rising smoothly and strongly and on the sea side of the convergence sinking strongly and sometimes very turbulent. A few metres closer to the coast and the air is damp, cool and smoothly sinking. The actual boundary is literally a metre or so wide and crossing it can feel like going over a waterfall. On days like the time of your incident it's very hard to actually spot the convergence line between prevailing wind and sea breeze but even from your video there are clues that one is there. First clue is simply the forecast. A light wind from inland blowing towards the coast and thermic conditions forecast means a sea breeze convergence will develop. Simple as that. The sea breeze will start on the coast by as early as 9am and by 11am will already be several miles inland. Second clue is the location of the clouds. In your video, the cumulus clouds inland show that there is thermic activity building and the lack of them nearer the coast shows that a sea breeze is already suppressing the thermals on the coast and several miles inland. The air towards the coast also looks slightly "milky" which is often a sign of the sea air mixing with the prevailing wind. The boundary where the two airmasses meet is usually very narrow, literally a matter of metres and on older wings it was often an almost guaranteed full frontal collapse if you inadvertently flew through it. With more cumulus the boundary is usually very clearly marked, often by "curtain cloud", but on days like the time of your incident it's much, much harder to spot. The trick is simply to realise that in those weather conditions, there will be a convergence line, even if you can't see exactly where it is. Depending on your flight plan and options, its sometimes not something you can avoid completely, but I'd certainly avoid going through it on full speed bar and be ready for and expecting a big collapse.
Hey Ian, great summary of what happened and others should definitely also read what you've put. The problem I encountered happened as a result of inflight decision to head slightly more south to collect two more turnpoints. At that point speed = points and like you said, if the front was more developed with cumulous I could have spotted it much easier but truth be told I don't come across many mixing fronts like this regardless that I fly out of Wingland 98% of my flights which is right on the coast. I'm happy that there isn't an unexplained element of the crash because otherwise I think the whole thing would have been much more traumatic than it already has been.
Having flown in sea breeze convergence a few times from SHGC sites, I'm not sure that was what was going on that day. There was sea breeze but not until a bit later in the day and the really rough bits airmass stretched very far inland and for a wide patch of air. It was still very thermic at 12 and there was also wind shear around cloudbase too unrelated to sea breeze.
@@DanielJonesParamotor Hi Daniel, thanks for the comment, I've had a better look at your footage tonight and without the distortion of beer goggles this time around :-) You can take comfort in that I'm certain you flew through the convergence boundary and 99% certain this was the likely cause of the collapse. The views East and especially West just before the collapse quite clearly show the boundary at cloudbase and indicate the sea breeze is already underneath you and at ground level some distance to your North. Given the usual slope of the front and your height below cloudbase, the collapse comes pretty much just where I would have expected it. It's a shame the video quality isn't the best as you can often see ground indicators of the position of the front at ground level, (smoke, dust from tractors, ripples on lakes etc - Always key indicators when navigating XC along or near a sea breeze front.). Knowing where both the cloudbase, and ground level boundaries, of the convergence are, allows you to judge the slope of the convergence zone and estimate its more precise location at your current altitude. When unpowered paragliding your aim is to locate the narrow band of lift just inland of the convergence and so stay airborne whilst at the same time avoiding the turbulence and sink at and beyond the boundary. Despite the lack of ground indicators in your video, the footage of you under reserve suggest you are descending in the sea breeze based on your drift relative to the sun angle. So from this, it looks certain you crossed from thermic dry inland air to the sea breeze airmass sometime between the point of collapse to being under your reserve. - most likely at exactly the point of collapse. Sea breeze convergence is very much a part of flying in the South East and I'd reckon plays a huge part (sometimes beneficial, often not) in the vast majority of PG XC flights from Southern sites. I've got extremely limited PPG experience but I imagine being able to navigate sea breeze convergence could sometimes be very beneficial. Especially with regards to using altitude and timing to take advantage of tailwinds and avoid headwinds whilst also using lift zones to reduce fuel consumption and increase range and endurance. Not to mention avoiding the sometimes severe turbulence and strong windspeeds you often encounter on the front boundary.
so many things came together to get you down safely Dan, the Swiss Cheese effect need not only be a negative! Look forward to flying again with you soon. One question though - what are your personal lessons learnt from this, i.e. how do you think your flying style may change, if at all?
You're absolutely right and I hadn't thought of it that way round, I was extremely lucky. How will my flying change? I for sure will be more sensitive to changing rough conditions, particularly during competitions because that's when flying bar become a necessity to gain more more points but for me now It will be in the back of my mind that pushing too hard isn't worth it if you don't make it back.
Yep that was part of it, the two mixing air masses combined as well really drove it home. Definitely prioritise a repack if it hasn't been done recently 🙏
Wow Dan. Your details about the incident are very clear and precise. Well done for sharing and although I’ve only seen your vids of you flying, I think you’re a very safe pilot. How are you feeling now the dust has settled?
Analysing the situation has helped a lot. I still don't know how I'm going to feel flying again because I'm still waiting for my glider. I think it's going to be a tough return given that I've got the worlds in two weeks. Lots of lessons learned, unfortunately the hard way.
As someone who has made quite a few of my own RU-vid videos I honestly can't imagine doing something dangerous that required a lot of thought and making a video at the same time. I would say recording even a simple video requires about 50% of your focus. In a situation like that I'm not sure I would want 50% of my focus to be elsewhere.
I can see what you're saying however, I wouldn't say it was taking 50% of my attention. Some for sure but not 50%. Thing is I just leave the camera rolling, I haven't made a proper video in years. I've kept the camera going throughout but most, if not all, of the footage gathers dust. I can understand going out with an intent to making a video taking much more capacity away though.
@@DanielJonesParamotor That makes sense. Yeah whenever I'm recording I'm intentionally making a video so it's pretty distracting :-) anyway glad you're okay It was definitely a fascinating video to watch.
Any thoughts on front mount reserve rather than side mount given the issue with your risers? Maybe not feasible for comps with a mapboard but for the average pilot?
I made a video a while ago about reserves and front mount is definitely the best place you could have one. Visible, accessible by both hands, enough distance either side for half an arms length to pull it out of the container, less chances of it getting caught and accidental deployment.
Only issue with front mount reserve is it also needs to be secured tightly or else when you go to pull it out of the bag the bag will come up and you won't be able to get the bag open in time. They have to be super secure and tight@@DanielJonesParamotor
hi, when doing comps. are you allowed to access weather reports for certain areas? Can anyone do open comps? Can Axa be allowed to do open British comps? Or is it just for BHPA members even though? it states it's open. glad your are safe and sound.if I don't ask.i don't learn. a bit like Dan Burton. he was a BHPA member. and we all are still waiting. and he's family.
Yes of course, weather reports are given by comp director and it's at your own discretion if you fly. British pilots are required to be BHPA members because it's the BHPA that enable us to hold these comps with insurance coverage. Dan's accident is a tragedy, a real loss to the sport. As far as I'm aware it's not the BHPA holding up any incident reports.
@@DanielJonesParamotor years have past.and no inquiry. something isnt right.is the bhpa asking the same questions I am asking as he was a bhpa member.its as if there's a total shut down on media.
Lap mounted isn't really an option for comps because you have a map board on your lap, maybe there's an solution in having a flatter wider reserve container that would enable you to have both but from my knowledge that doesn't currently exist. 2 reserves would be the ideal for this instance. I'm not aware of anyone that does currently.
You had full gear and knew when and how to use it. Air is fluid. You were supposed to be ok; it's called a rescue parachute. 2 kg and 600$. Less fuel though...at least 30 minutes of fly and distance wasted...Stay safe and fly man!
Glad you're all good, mate! That shit was scary! That's one of the reasons I never got into competitions - I know I'd do everything to try to win and I might end up in a similar situation or worse. I have huge respect and admiration for people like you, who push the limits of the sport! Great honest and humble review of the accident too! Fly safe! 🪂🪂🪂
Unfortunately these 3 hour flying windows are starting to become 'who has the biggest balls' the 5 hour windows are much better because it requires you to slow down and be more economical.
Have you ever done an SIV? No way in the world I’d have my hands off the brakes in anything but smooth air. Have to be ready to catch a dive or rotation. After that collapse you were just a passenger cos your brakes are stowed. Of the bar, stop the rotation and check the dive. A lot of paramotor pilots flying small fast wings and dont have any SIV training worries me.
No, it's something I've said I'd do time and time again and it's either been money or time that has stopped it. In the configuration I was flying I wouldn't have been able to use my brakes as it would caused a collapse even without any thermal intervention. In fact the manual states in turbulence to trim out and let the glider take it. However, the issue here is I was also on bar when I flew into that air mass. Yes I was definitely a passenger but it happened so fast as twisted nearly instantly that brakes wouldn't likely have done much anyway. I'm interested in your experience, are you a Paraglider pilot? What's your experience level? Have you flown reflex gliders? Do you think an SIV would have changed the outcome of this scenario?
I was flying a Dudek Warp 2. but I could say with quite a bit of confidence that if I had of been on any other manufactures glider in the same speed configuration the results would have very likely been similar.
I will answer here: cameras have always been prohibited during classic competitions, and besides, in this case, the wing lines could get caught and this is not a good situation
lojak I had an accident at the beginning of the year with a full speed bar because it blew me up on the A's line. I think the problem in the competition is changing the type of scoring so that it is not necessary to use a speed bar and you can compete with safer wings and have the chance to win
Agree lines could get caught, but I've never been challenged on flying with a camera in the 4 years of competition. Not that I ever edit videos anymore
Well, as I mentioned in the video I was on speed bar because that's what the competition flying window really requires to score highly. In everyday flying I wouldn't have been on bar because I'm not in that much of a hurry to get places. So in reality would many people be in a similar situation as this? Maybe the wind shear and sea breeze front but also being on bar at the same time is unlikely and there every possibility a collapse wouldn't have happened if I was just trimmed out. I'm no tech expert but I would assume being more loaded would have also made the glider more collapse resistant. We are basically the same weight. On paper I should be on a 15 or 16m but to gain a bit more economy back I fly a bigger glider
@DanielJonesParamotor I'm a florida guy and do a lot of island hopping. Currently fly a 16m drifty and love it. I'm on bar A lot of the time. That's why I'm a little concerned. On the weight ranges, I fall under a 15m also. But my motor would hate me. Glad you are OK
dude im not trolling by saying this , is it even worth it , just chuck it away , you have an epic story from it but seriously if this happens again there no way your getting out of it alive
I'm not sure i fully follow. Do you mean is it worth getting repaired or is it worth competing again? the repair is much less than buying a new Warp and it'll be pretty damn close to a factory finish once it's done. The other thing is, I'm competing for team GB in the worlds in 2 weeks time and really it was the only option to get back in the game, as expensive as it was.
This one of two of the most advanced gliders Dudek make, in a small size compared to beginner wings. The collapse was always going to be violent. Beginner wings are usually bigger in size and much more passive safety. Very likely you won't be in the configuration I was in and with the rough conditions but be mindful that the more you advance the more you'll need to pay attention to the smaller details. Read your glider manual, learn weather conditions and always keep learning.
