HOW SAFE IS YOUR HIGN B PARAGLIDER ?! WITH THE NEW MENTOR7 LIGHT! 

Just like me, today's en-a's fly very well.

EN-C it's very very near to the High B

@@oliviermerlin5689 even so, it'd be interesting to see

This hard to make for EN C and D wings because they now need folding lines which are not often given with the wings therefore it's almost impossible to make a clear video about it...

@@theoflies you could try older EN C/D gliders, just to show up the difference in difficulcy of stabilizing the flight after a collapse

Well said..

I find your comment extremely interesting. The advanced company said that the epsilon 9 will fly better in turbulence then you can fly it if you put your hands up. They recommend active flying. I see most of the time pilot error causes the accident. If it can't fly with your hands up by itself very well it's probably pretty easy to be forced into a situation where you're going to make an error or no matter what you did you're going to crash

...plus flying a lot😉

As I said in the video I am not putting weight shift. I am just letting my body be "pushed" to the direction the glider wants and I am not fighting. Basically I am just being a sand bag under the wing in order to simulate as accurately as possible the behavior of a person not doing anything.

And the full stall performed by Theo is far from being just a "dead body" reaction. Anyone trying to do the same without training will be _slightly_ surprised.

Thats theo under the wing, dont try to copy the full stall movements same like he did, you will be amazed. I believe he did a good job being a sandbag whole time, but when he full stalled, his muscle memory and instincts came naturally thats why you saw such a smooth exit of the wing.

Hi, simulated collapses and real collapses are always a bit different that's right. But even with simulated collapses u can get a good feeling for the behavior of a wing. Usually we fly in turbulent messy air many times during the development of our Gliders. Thats a way to get "real" collapses and a feeling for the safety of the glider.

@@fabiangasteiger4335 that's why SIV cources meaningful. But I'm sure that in twisted autorotate spiral after cascade of collapses in turbulent air under stormy cloud you will not feel same as in such simulations

Also the specific characteristics of the M4 add up to this. It is known for having relatively "instable ears"/ small side collapses, but they don't really do much to your flying. With the high tension on the A lines on the M7 this looks like a compöetely different story. Big ear release are going so much quicker with no input!

@@EARAISED im not really sure if u understood me correct? I was talking about simulated collapse(by pulling down as a Pilot) and collapses which appear because of turbulence. And both we try to test as much as possible during the development. "Under stormy cloud" like u describe.... usually u should not get in these kinda situation what u are describing here! If u do so.. there where many mistakes made before.

@@GroundCRow Ye, I've already cached it few times :D

Yes the norm says that you have to release the bar at the same time of collapse almost. Normally you try to release as you pull. Once again I am just trying my best to reproduce the norm :)

@@theoflies Thanks for you reaction. Then it seems like you did well!

@@jaapsmit1969 It's the best idea to release the bar in case of any trouble. It puts the glider to neutral position which is the most stable and best for recovery etc.

@@TheGrundigg Hi, I've heard (don't remember where), that with high end wings (D and CCC), sometimes is better to keep the speed bar "on". Forgot the reason why (I fly "B" and release it every time I'm in trouble 😁)

@@micinvit that would be interesting to learn more about, but whenever you get a collapse you usually want the leading edge as open as possible to get the air in faster and in stalls you don't want that energy shooting forward (unless you're planning to do an infinity haha). So I'm not sure how it would benefit the glider anyway :p

A good pilot will relase the bar almost instantly on a colapse. There's plenty of videos showing that.

@@TheGrundigg therefore a bad example. Not every, including good pilots, will see hear or feel an impending frontal in time to stop it. Depending on the strength if the turbulence even feeling it coming may not be enough. As a fair example if its recovery, the wing should actually collapse while on bar.....then bar released. Releasing the bar the very same time you induce the collapse is unrealistic in any measure.

Always tricky to discuss in forums and so on - sometimes (often) it's difficult to say exactly what you mean but I'll have a go. For certification, the test pilot does also come off bar simultaneously with pulling the collapse. Jocky Sanderson has a video on the testing process if you want to check it out. The glider is still flying faster and the wing's reaction is more dynamic than for trim speed collapses even when coming off bar instantly. I have videos on my channel of accelerated collapses if you want and you can hear the instructor's commentary - the one from April 2019 is more impressive as it was before I had learned the proper techniques of dealing with accelerated collapses. If you don't come off bar instantly, you can easily get EN-D results - or indeed failure results - as I do in some of my simulated accelerated collapses. Malin Lobb covers this concept in his Cross Country talks (free from XC mag website) and in his podcast on the Cloudbase Mayhem- definitely worth checking out. It would be impossible for Theo to cover all the types of reactions that pilots have during incidents. And it's not just this manoeuvre but every simulated or real incident. We are not test pilots and we make unintended inputs that we have to train ourselves out of - I've done 6 SIVs and I'm still working hard at this and also trying to see every collapse I have - it's really hard to do but I'm improving slowly. I hope this doesn't come across wrong - really enjoy your videos :). some might find it useful - dunno.

@@7up-weee In my first SIV I was not taught beforehand to release the bar when doing accelerated collapses. I held the bar in and went for a wild ride on my Calypso (Low B)! The next flight I was told the proper way to do it, and it was much calmer.

@@nickrenold9725 yep - any wing can produce very impressive behaviour with either bar - or some well timed inputs! I’ve seen someone tumble a low B, just from a simple spin exit. Most people in the SIV briefing have had a near miss and then decide to do a SIV. I think because at our home sites, everything is generally peaceful. I’m hear in Annecy again for my 7th SIV and have been chilling out at the lake watching the mayhem above the SIV box. So many interesting shapes! Not seen a reserve ride yet though

You are flying in stable air. The glider doesn't always recover in turbulence unless you know how to work the breaks and the main line. Your video is misleading and dangerous to noobs.

💖

It’s supposed to be pretty standard. Minor differences of course and some mistakes sometimes pass by in certification but overall it’s standard

@@theoflies Thanks for the answer. I believe what make the différence is also the pilot who should have good skills and never panic... some wings are known to be more "agressive" or powerfull, and they're nice to fly for pilots who are easy with that, but may be also more surprising in case of problem. I like your tutoriels, particularly actually the one to practice wings over ( small for the moment) because you tell the rythm very well. 👍🙏🤙

Your waist strap length must be too tight. The carabineers should be an 'elbow apart' distance. Sometimes it can be the wing also, an old & low aspect ratio wing can sometimes seem to have problem of difficulty in weight shifting.

Also if your shoulder straps are too tight it can make weight shifting nearly impossible. Unfortunately most full harnesses have fixed shoulder straps that when tight enough to lean back into also make it too tight to really weight shift well. I had to make a whole new shoulder strap system for my AD "Le Slip" harness that allows the shoulder strap length to change a little on both sides to allow for proper weight shift and even on my bus of a low A wing the difference is night and day. And before anyone freaks out about me modding a harness, the Le Slip just has little strings as shoulder straps that are only ment to hold the harness up when on the ground, my new system uses climbing webbing and 550 cord so might actually make the harness safer than originally made.

I believe he use the 360 camere (either insta360 or gopro max) with invisible stick attached on the harness... #am I right @theo?

That wing is incredible safe!

Yes...and not. Even if the "geometry" is the same, the light version (lighter materials) behave a bit differently (easier to launch, less "inertia", in the air, because the wing mass is different). Because of the lighter materials used, you need to be a bit more careful with it (on the ground!). Someone will prove me wrong 😉