@@volvo245 No need for me to imagine, I just about did that in training 35 years ago. I was young, and much more bendy than I am now, so got away with it.
I've never hang glided yet (one day!) but that looks like it takes a whole lot of skill to land that way and not bang the glider up doing it.. Impressive.
Have you made it yet? It’s been 5 years. I had my first solo flight 1yr ago and I’m loving every minute. Go for it. About this lading, this is a very advanced glider, and looks like he landed with some VG pulled (tight flat-fast glider), and nearly no wind. So yeah, hard to nail. But a beginner glider is very easy to land on the other hand.
I like your thinking! But for the most part, achieving a “No Step” landing is like the icing on the cake of a good flight. This is an aspect of hang gliding as a pilot, you will be working on your entire career.Landing is always mandatory, and a pilot that can consistently land in changing conditions with a no step, shows seasoned speed control on a very difficult wing to land. Counterintuitively, in no wind conditions can make it just as tricky to nail the landing. Especially the Aeros Combat 2. Those gliders are slippery fast. In hang gliding there is a give and take, you can have an easy to fly and land glider, but it won’t go very fast and sinks out quicker than a glider that goes very fast but is harder to fly and land. You as a pilot get to choose which type of flying you like to do.
I always wonder, hypothetically, is it possible to land like flying suite the same way? I mean it's for sure extremely dangerous and unlikely, but just hypothetically it should be possible?
The wing suit would require larger wingspan. The ability to Flare to stop the flight after proper bleed off of airspeed is based on wingspan and specific design if it’s for speed or more for ease of flight character. Notice that the wings get smaller with speed increase demands.
I flaired hard like that one time twenty feet before hitting a huge pomegranate tree/bush. Trying to land in lee side and finding myself suddenly in ground effect in a thirty knot tail wind. A bruised leg and a bent down tube was all it cost me.
If they could get airliners to land like that all the airports could be close to town and the taxi to the airport wouldn’t cost more that the plane ride itself.
@@aussiesam01 No but here is an “expert pilot” showing his skill while I had a student present. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-0vw9Zd-Wvac.html
That can happen on a no wind no step landing at the beginning of winter after landing all summer in variable winds, high temps, and thermals ripping off up the LZ. It takes an adjustment and a couple landings to get it just right. Seems that way every year transitioning from summer to winter conditions.
The thumbnail of this video shows exactly how you flare, or apply brake, however must be done after the pilot has bled off speed. Knowing where and when you apply the brakes comes with time and experience. The more you practice, the better you get.
I don't mean brake just before landing (that's part of it I guess), but braking in mid-flight high in the sky. Suppose you are 5000' in the sky, and you want to land asap, do you have the choice to do so?
+sfbluestar yes you can come down. you can simply spiral down, ceasing to search for lift to stay up or simply figure 8 again staying out of lift over the landing zone. Braking in mid flight is not something you want to do during flight. if the wing should stop flying it will be in the state of a "stall" no bueno. Also keep in mind as a beginner pilot, your flights are usually short as you learn to find lift to stay up. The glider as it flies is always on a steady decent based on the glide of the wing you are flying. the beginner glider typically has a faster decent glide, and is more forgiving than the glider in this video. The only "braking" you would want to do in hang gliding is what we call a "flare" in the landing phase of a flight.
I think you mean "descent." And pushing out to stall the glider at altitude is what people do if they want to go into a dive that is steeper than just pulling in on the control bar. It is what aerobatic pilots do to dive and pick up speed for a loop or "wang." (wingover: getting the glider to be beyond 90 degrees rotated. The kingpost (if the glider has one)would be pointing anywhere from just below the horizon to almost straight down. 3 to 6 o'clock. When the glider carves a circle and goes fully upside down, that's a loop. I wondered what the elevation was at this site where the video was shown. stall speed goes up at higher elevations, so the pilot would have to flare at a higher speed the higher the elevation of the landing field (aka: LZ, for landing zone) most of my landings have been within a thousand feet of sea level, and it is really easy to pop way up if you flare too soon. If you do, usually the best thing to do is keep it pushed out and stop the glider from rotating forward into a whack. Those can be ugly.
I’d normally let the “experts” answer that since they weren’t there, but in short no. In winter conditions, like this day, there was no wind calm overcast work on your flair landing then beer sled ride day. So you need to be prepared for your timing to be a couple seconds earlier and with more of a snap in no wind conditions. Most of the times at this site the left wing wants to drop during landing at the site. What Jay did was the best plan for a hot slippery wing like the Aeros Glider in no wind conditions. Stingers are replaceable, as well as tip wands should he have climbed any higher. Winter is a good time to practice different approach patterns, and base tube to down tube transfer, timing, when to snap the flair, when not to, keeping your speed up, bleeding off alt and speed, etc. The more you fly, the better you get, the more you fly, the better you get, the more you fly the better you get. Hope that works for you Patrick.
@@glendeco thank you for this explanation. As someone with zero knowledge about what you have described it makes sense now considering all the context you mentioned. But I guess this video will sadly be flooded with the typical experts and their judgement. Good flights to you Sir!
@@glendeco Yes, thanks. As a non-pilot, he looks hot and flares with too much speed- resulting in a climb of just a little bit too much, instead of a mush into pedestrian travel. And if I understand your insight, that's all the result of: tricky fast kite, anomalous no- wind conditions ( thus, airspeed = ground speed) a compact landing site and perhaps a pilot with low recent time in type?
@@danweyant707 Dan, “too much speed” is in most cases, will be better than cases with too little. Also, the term; “Mush” is also related to too little airspeed for conditions and doesn’t end well when you’re in aviation that doesn’t allow you to power up and go for an approach do over. There are three phases of this sport; Launch, flying, and the mandatory landing. Speed is control, and yes airspeed in no wind is ground speed , however in Hang Gliding and of its many different sites do you ever get a no wind landing. This is where the speed management comes into play. If you are mushing, or flying too slow, you will have no directional control, and at risk of a stall. The higher performance have a higher stall speed, therefore he has to come in with speed. Also take note that this pilot has no base tube wheels. Therefore his ability to speed control in no wind is just as critical in any other wind condition but he has to stick his landing. If he were to mush in, he has little to no control, he is a risk for a stall, or worse one wing stall, start to drag and the other keep flying him into a “ground loop” it would negate his flare due to not enough airspeed to compensate for the wing loading to lift him to the upright position, he would then come down on the base tube, having no wheels the base tube would dig in, and the remaining energy would then swing the nose into the ground, and the pilot swings through the control frame and hits his head on the keel. That’s refereed to as a “whack”. Basically speed = control.Jay at the time was a new father, and had not flown for months and was willing to take a sled ride (short flight, beer and burgers afterwards) to stay current. Aeros gliders are the hottest wings out there and that is the compromise. Jay was one of the best pilots at the hill. He always could find the thermals on the lightest days so you couldn’t count him out,offered great advice, and was a hilarious LZ drinking buddy. Performance comes with requiring experience, and skills, whereas the beginner and intermediate gliders are far more forgiving and easier to landwith a much lower stall speed. That said, more speed on approach and proper bleed off will always be better than low and slow.
This one is even better by a self proclaimed expert pilot. I was giving a student pilot a site intro and pulled out my phone; ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-0vw9Zd-Wvac.html
