Apart from all the other stuff that has been commented so far, you have your risers attached wrong to your harness. The accelerator has to point outward, away from the pilot! You did it on both sides, which i assume is a sign that either you do it wrong every time or it has even been taught wrong. Second, don't work against the glider, give it some time to turn, use weight shift as much as possible. Your normal brake position is way too low, it should be at about half of the travel of what is seen in the video. Just look up next time you are flying straight. There shouldn't be almost any trailing edge deflection. Third, dont ever touch the risers. You should get used to not touch the risers, even when it gets unconfortable in the air. All your feel for the glider is lost, and your glider is prone to collapses. Start with easy conditions (not too demanding conditions) to get used to that feeling, even if it's at first uncomfy to not touch the risers anymore when experiencing turbulence. I bet you will improve your active flying skills a lot, as soon as you start doing that. Good luck!
I agree with all the other comments. The glider was on the point of spin for a while before it actually went. Far too much brake all the way through the video.
depends on the glider. When you fly with weight shifting maybe 20cm of travel should be enough in most of the cases. Even more important: you have to fly actively. Whey entering a thermal, let the glider go, decrease the angle of attack. When you drop out of a thermal it's the opposite -> break.
Go on a safety training and do a few exercises to improve prestall/stall sensation. There are a few good ones. The correct amount of brake is not travel length but a force which is changing with the dynamic changes of airstream on the wing. It gets sometimes more sometimes less depending on angle of attack and momentary load. (As in swings you can unload/unweight your glider momentarily)
A lot has been said, but perhaps one more detail to note. The amount of brake to maintain a stall is much smaller than the amount of brake to induce a stall. So if you induce a stall at 40 cm brake, don't expect it to fly if you reduce to 30 cm. You must reduce to almost 0 cm for the glider to begin flight again. Stay safe.
@@forrestallison1879 im no expert but i was told if you stall you let off the breaks but get ready for the wing to surge forward. once it does try to catch it with a little break
@@forrestallison1879 Yes, that is about it. You should not give 0% break as the glider will shoot aggressively forward. Instead you should gradually decrease breaking until your glider is starting to fly forward again and building up speed, then you can put your arms up.
@@goddamn_i_love_flying The problem with doing it that way is the glider may very well enter a spin. I understand the latest thinking is to go hands half way, than all the way off.
Parakostas thanks for sharing this video! Happy to learn from it and I'm sure you did too with regards to brake pressure and stall point. Happy flying!!
next time you go for heli entry try pulling both breaks more symmetrically, then release, then catch in deepstall, then let one hand up and start the rotation. In my opinion when learning this is easier than a spin entry.
Thanks for posting this and thanks to the commenters. I am learning about paragliders and I did wonder about the brake position early in this video. I imagine that is a habit we can all fall in to? I know I like to have a little pressure on both rudder pedals in a powered aircraft on approach - makes me feel more connected to the plane.
That thermal had a nice big stable highspeed core, which you made no attempt to center correctly. If you had, you would not be flying in and out of the thermal all the time, and you would've had no collapse-problem either.
Strong thermals require strong but active brake. Pods require a longer brake and the appearance of way too much brake... but yeah he had a lot of brake for me... most important is his grip of the toggles is easily lost with a proper cascade and therefore very problematic...he certainly spun it a little which is common and no big deal at height alone in a thermal he is so rigid he did not let up and tipped into brief backfly which was clearly not intentional but possible saved him... must let the wing fill and fly and keep active... must never grip the risers because active flight disappears instantly when brake and risers become a single unit... blaming some knot in A lines as suggested by some is just silly ... u spun it bro... pilot mistake not equipment... no big deal...the ugly rag can catch in speed system and does not inform me of anything and risers rotated 180 degrees incidental really...great lift and beautiful spot. Good to analyse. Great video. Thx for post. Really great spot. Get some good instruction bro u got a couple of piloting problems that can bite u. Your wing is a beauty
i just found out that the turns get more shallow with more break instead of weightshift, used mostly weightshift before and lost all of the slow thermals because i did turns like an acro pilot lol....... now this video shows me that too much brake can end in a disaster and on the last flight i was already around this point with my brakes...... now i'm confused 🤦
Way too much brakes bro...u had both brakes pull down almost to the carabiner. ..thermalling that slow u got no safety margin to stall.....try more weight shift....and way less brake......fly safe.
1.Not a great way to hold the brakes. 2. Too much brake. 3. Stall and still on brakes. 4. Lucky it recovered at all. 5. Active piloting goes a long way in this sport. You looked very much like a passenger. Hope things have improved and your still enjoying flying.
at 2:37 to 2:38 the white ribbon on the carabiner goes backwards, indicating negative air speed, and at the very same second you can see a massive right hand brake input.
Did someone mention already you have too much brakes applied while flying and that your risers need to twist 180 degree and that the white thingy is not really handy if it gets pulled in your pulley, and that the knot has nothing to do most likely with the stall, and that a reverse launch and checking your canopy and lines be4 take off is a good thing so you dont fly off with knots in your lines????? fly save txs for share..
After a 2 years of your flight, I believe, now everything is OK. I mean, with your flying skills. As far as I can see in this flight you were very tense. You did not control your instincts and let the glider to fly, to do its job. That was the problem. Also, if you continue to use this white strip, be careful. in the event that stuck in pulley, you will not be able to pull/release speed bar on that side. It can be very dangerous. Thanks for sharing.
The knot in the A's probably safed him from stalling at lower altitude. Please don't hold the brakes like this and never keep them pulled as low as the main-carabiners for standard flying. Really scarry to watch, could have stalled any time before it actually did. Also both risers are the wrong way round (the speed pulleys have to face away from you). The break asymmetry is no excuse for this stall. How can sb. even hold a NOVA glider's breaks, which are known for having a lot of break pressure, this low for such a long time?
Kevin Short well I hear u contacts opinion but in 40 or so wings I never found a wing with max glide and minimum sink at the same brake position ... IMHO it never occurs... never.
HOLDING that much brake is the problem. It's fine to brake that much in a climb/thermal like that. What's going on here is not enough active flying, when the climb drops out you need to stop holding that much brake and go hands up to compensate and avoid that stall.
I'm not saying anything about the brakes as I wouldn't know how much slack you have in them but this looks like that slap you can get leaving a thermal, could be an asymmetric, could be a frontal into a stall. Mentor 2 might be an intermediate wing but it has teeth and is quite happy to show them to you if you don't let it fly. Sing a song, chill out, grab the giggly bits, turn tighter, keep your hands limber and the wing moving......hard to do if you are a bit anxious.
There was no collapse, just stall because of too much brake and the glider pitching back. The Mentor 2 is happy with the brakes down to the karabiners but in this case I went too far, the right brake was much lower. This glider has teeth as you say but I think it looked after me well. On a C the outcome would have been different.
use another grip method to hold the brake lines or close your hands, otherwise you are gonna loose them during similar rough conditions and thats the worst thing than can happen.
The only knot I saw was the one between the pilot's ears! I had a mentor 2 for years. I wouldn't have risked flying it so deeply into the breaks. This pilot needs to learn to listen to the glider and let the damn thing fly!
Doesn't ''to much break pressure'' depend on the wing you have? It seems to me min. sink on my glider is at the carribeaners,. granted it is a nice safe EN A... this looks like a much higher rated one
There is typically about 10 cm of slack and minimal sink is about another 10 cm further down (on an EN-A/B). At the karabiner you are most definitely too low. How old is your glider? Is the trim OK? Cheers
If you release your brakes immediately after a full stall, the resulting surge of the wing forward and down can be very violent and extremely dangerous. So if for whatever reason find yourself in a full stall do not release your brakes immediately; wait until you have swung back under your wing. (I have a hard time telling whether the guy in the video actually fully stalled his wing though, so there's that)
Christoph Stich Chris your right and no this is not FS. He spun it a little and slipped into backfly briefly then flew on... it’s a victory for mentor design over piloting that he got away without a cascading event... nice video...beautiful scenery
substantial knot in the a lines? there was simply way too much break applied - and even after the wing was stalled on one side, the breaks were not released. Let it fly :)
When it stalls you should keep your hands down at first and then slowly let it fill with air and let it go. If you release too fast it will shoot under your ass.
Looks like you just went out of the strong thermal downwind. It doesn't really show the wing at the moment of the collapse, but it looks like you had a frontal collapse, not a full stall. However, I would agree with opinion that you use brakes too much. Work with your weight and just help with the brakes. Stay safe! P.S. here is a similar situations from one of my flights ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-eFEisySZvGQ.html
Sergey, I share your opinion. Being not an expert in paragliding, just recreational leisure pilot, I have experienced a similar situation in Bassano last year. Enjoying thermals just about everywhere you flew - then you run straight into a nifty high speed core (there was no reason for other things like lee rotor at this place)… ooops. You can probably anticipate it if you are an old stager ™. If you are just a free time pilot, there is only one way to avoid the worst: fly active _and_ let the fine thing namens paraglider fly! This was what I got imprinted in my learning time over and over again - so happy to have learned paragliding here in Germany. Of course you have to listen to what your glider tells you all the time; but this won't necessarily help if you run into a surprise like this. :) In my case, the glider (BGD Epic) collapsed just like the Mentor in the video, tried to overshoot then. I am not sure whether it was me or the glider or both who/which re-acted if not correctly, then at least not entirely wrong. After 20 m altitude loss in free fall (according to GPS), I have parked outside for a while or two, took a deep breath, gained some altitude and then went to the same place again, just to see what happens. This time I was aware of the invisible express lift and could get in softly. It turned out as a stable 6 m/s elevator, I had much fun. :) Anyway, I do agree that the thing with the brakes is essential. Brakes on contact in thermal are fun and save lives.
bcp trop de frein.... et petit détail: elevateurs mal connectés: les avant doivent etre vers l'avant et l'exterieur. ca doit bien froter a l'accelerateur.
Stall is impossible in strong thermals due to the extreme reduction of the incidence angle. The stall happen as soon as the wing exit the thermal like in this case.
I fly with brake too, but not quite so much, active piloting involves a little brake but not quite so much. I get it, in rough air you want some brake but it seem like you had about twice what you should use. Anyway, your wing is a good one, but in my opinion, give it a little less brake so it has more speed to fly. In rough air, pull a little brake unless you are geting big collapses, then pull a little more brake but not so much as you had. It is up to you how you fly, I wasn't there and don't know the conditions but based on your little white scrap, you were not going very fast, maybe 10km or lower. Lesson learned, you are safe.
First thing, Keep "Nodding" (ie : looking down and at the glider), when it goes wrong. You could have hit the ground and died in the time it took to sort it out. If it doesn't immediately recover, you need to look down and throw the reserve if you are too low to recover. As everyone else said "The glider was innocent", it was FAR too much brake.
You were too deep on the breaks and essentially began a helo acro maneuver. It had very little to do with the thermal. A better title for this video would be "How to Enter a Helicopter Acro Maneuver"
Peut être un peu trop de commande intérieure... la vrille arrive ... Sur-pilotage quand le sketch commence... Le secours n'était pas loin ... Heureusement que c'est une B qui pardonne les erreurs.
Also, that looked like a big wide thermal. No need to be slowing down that much. Where I fly the thermals are small "pizzas" and require a little more finesse with the brakes to slow down to make tighter turns without diving into the turn too much. I overdid one today and stalled the inside wing trying to maintain brake pressure as the thermal disappeared. Had to release 100% and to let it reinflate followed by a huge brake input to catch the surge to prevent a spin in the opposite direction. Glad yours turned out okay. Fly safe friend.
Don't know how you stand that damned variometer?! All that noise when I'm trying to escape the noisy world would drive me crazy. Seems like you would start listening to that vs listening to your senses. Well over 3K hours and never used one, w/ lots of flight time above 10Kft, due to thermal action and the seat of my pants. To each their own.
