Luckily the glider did not spin and twist the lines. Had a similar collapse these days, with immediate spin and twist, and when the glider opened, it came under me and I had the canopy in my face. I wiped it away, the glider started spiraling. I pulled the reserve, but it got stuck in the lines of the glider and opened just a bit. I thought thyt my life is going to end. Luckily, a tree must have stopped the spiral and falling, and I landed mostly unharmed between bushes in steep terrain. My vario showed a max descend of more than 20 m/s, exceeding the range of the device. This corresponds to a free fall from 20 meters.
It just shows you how safe these things are, basically no input from the pilot initially, like weight-shift away from it, but he didn't fall into it either, or panic and start holding down the bad side. ;) A couple pumps and it's out. I just took an SIV and did big ones like that, but then I was expecting it so 2 different things.
@sandrainthesky1011 I fly a A wing and had a couple asymmetrical collapses slightly over 50%, this guy was over 60%. Luckily mine were 3K over ground, and by the time I looked up glider was already recovering. Both times I thought the left side had collapsed, cause I ended up in a 60+ degree roll to the left. When I did look up the left cells were folded. but I caught the big right side asymmetric with the corner of my eye , so I knew which way to lean. But as I started to lean left I could hear the collapse recover. This video is very helpful cause I can see the opposite wing fold under too.
Nach dem massiven Klapper ist der Anstellwinkel ziemlich hoch und er bremst noch zusätzlich beidseitig kurz und tief um den Verhänger zu lösen. Für mein Empfinden war der Bremseinsatz auf der linken und intakten Seite sehr riskant(Richtung Stall).
Ich denke nicht dass er willentlich links gebremst hat. Mir scheint eher durch die Pendelbewegung sieht das so aus. Wahrscheinlich hätte das bei einem Sitzgurtzeug besser ausgesehen .
Das selbe habe ich mir gedacht, und als ich einen ähnlichen Kommentar schreiben wollte bin ich auf Ihren zugestoßt. 1-2 Sekunden mehr mit diesen Bremsen, oder ein kleiner Böe, und es hätte zu einem Deep-stall führen können.
Good job recovering from this thanks for putting the video up you must have done a few things well otherwise the collapse would have been slower to recover. I’d guess that the initial pump reduced the collapse which gave it good chance to pop back out
@@jdsd_ Lol, its called active flying look it up. The pilot noticed his lines go slack and to recover faster he pumped the right brake real hard. Great piloting and nice response time.
@@psykx i think your correct, it appeared to be an asymetric collapse by pulling down hard on the A riser lines, but looking at it again, hes pulling down the brake line not the A riser.
Trotz der ganzen Kritik bin ich der festen Überzeugung, dass nur die wenigsten hier besser reagiert hätten. Es ist bequem vom Sofa aus Ratschläge zu geben.
Es gibt Ratschläge - wie das Aufrichten vor der Landung - die nix mit Sofabesserwissertum zu tun haben. Das sind harte Fakten, die die Gefahr reduzieren und die passive Sicherheit erhöhen.
Please go take an SIV and show them this video, you were so close to stalling it! Why would you even pump both brakes goes beyond me, only apply the good side brake enough to get directional control, then you can think about pumping the tucked side
Could he be trying to catch the dive, way to early? Let it dive , then catch it. That's what the teach us in SIV, otherwise there is a risk of deep stalling the wing. It is in vulnerable state when it didn't fully regained trim speed.
100%. Once frontal collapse happens on one side, hand up on the collapsed side and no pumping. Just lean to the good side and maybe tiny input on good side. He just ripped the collapsed side down with his input. Input needs to come before the frontal collapse happens or it is too late and just makes things worse.
The right side of the wing was unloaded right before the deflation, when it's bubbly like this you have to maintain the loading, I fly the same wing by the way, much more forgiving than my delta.
What caused the collapse? No active piloting. at 0:50 you can see pilot weight shifting to his left to induce a turn. Right hand is up. So, no pressure maintained on right side. Lesson: Doesnt matter which way you want to turn, always keep your lines taut (unless glider is completely behind you)
Мне кажется, что пилот сильно нажимал на тормоза и была маленькая скорость полета. Из-за недостатка скорости крыло ведёт себя крайне непредсказуемо и стремится к коллапсу. В сильных термиках с тормозами нужно быть осторожнее. Думаю, что это ошибка пилота.
guys i have a question: i see these things happening alot to paragliders. i fly paramotor. the load on my wing is much higher because gear is heavy. all together around 165kg which is on the upper limit of my EN-A wing. that means this is much less likely to happen for paramotor pilots even in gusty conditions right? cheers for the upload. everything went well and going deep in the brakes with such lightspeed reflexes made the glider continue to fly almost instantly. good job!
yes better loading should reduce incidence, but when it does go it will react quicker if its in the upper weight range. if its an A wing correctly trimmed within the weight range it should behave like an A wing, and relatively safe during collapses compared to Bs Cs, and Ds. (not overly dynamic, not too sensitive to incorrect pilot input, not normally requiring pilot input) Wing categories determine the behaviour of the wing from a collapse, not necessarily the frequency of collapses.
I believe that not only the high loading would make a difference, but also that as a Paramotorist you have no reason to seek “active air” all the time (without which Paragliders can’t stay airborne).
Im nächsten Video, wo diese Szene auch noch mal zu sehen ist, kann man dann das ganze Areal sehen (hügelig, uneben, Wald). Einer sagte, fast an der gleichen Stelle wäre schon früher ein heftiger Klapper aufgetreten. Dass er das extra gemacht haben soll wie einige mutmaßen, ist ausgeschlossen. Hatte mit ihm gesprochen, er war angsterfüllt aber auch happy, dass nicht mehr passiert ist.
@@area28 Bin gespannt, wenn das in etwa vglbar mit dem Windenstartgelände ist, dann verstehe ich nicht warum die rechte Hand oben gehalten wird und der Pilot noch sitzt. Freue mich auf dein Video.
facile de donner son avis effectivement alors j'y vais 😇 le plus aurait été de contrôler aussitôt avec le coude sur l'élévateur pour un contre total et efficace mais pilote vivant à toujours raison 😉👍
The outcome was great 🙂. Almost all of the pilot actions could be better - sorry - so much to work on here. I'll say what they are if anyone asks but maybe others will comment.
OK - always easy to say from comfort of home but here's what could be worked on: 1) As the collapse is happening, the pilot's right arm follows the collapse and is out to the side. There is very little power in our arm when it is out to the side like this. Imagine lifting yourself off a chair, you can't do it with your arms extended out like this but it's easy with our arms next to us and our hand by our backside. Out to the side, we are also losing a lot of brake travel. 2) The pilot puts his right hand up whilst the collapse is still getting bigger. So the brake hasn't done its job at all of limiting the size of the collapse. 3) As soon as the collapse begins, it takes a split second to bring the legs in - this should happen as our hand punches down through the collapse, not 2 seconds into the event. 4) If we see that we are having a 70%er like this, throwing our weight to the open side can be problematic and risk a twist much more than going with it - but he is low so this might be the only option - hard to tell how low. 5) The collapse and subsequent cravat can be opened with one action - it doesn't take pumping like this on the closed side, all the while needing to pull what seems like a lot of brake on the open side. So what we should do: 1) Punch the collapse hard, however big it is, all the way below our hips with our arm next to us and hold it there until the collapse is almost all the way out. You can't spin the wing unless you hold on the brake until after the collapse is fully out. 2) Legs in immediately - it takes a split second. 3) Collapses and cravat cleaning should be just one action. Cravats cleaning like this needs to be trained on SIV to avoid spinning the wing too much though or know what to do if it does develop into a full spin. If this all sounds unreasonable to ask in such a short space of time, have a look at some of my later SIV videos - we train and train for exactly this. The passive safety of the wing helped a lot in this incident. The brake input to try to limit the collapse didn't do anything. Passive safety doesn't always have time to work for us if we are close to the terrain or there is less of it on hotter wings, so we need to train. Thanks for listening... Do SIV, practice a lot, fly safe... 🙂
Seems very odd. I noticed the right hand comes down hard as the collapse happens. Maybe that's just natural, but it almost looks like the pilot pulled the collapse. In any case, glad they recovered. Esp close to the ground like this.
@@PhilippeLarcher Thanks you. That is good info. We are always told "hands up" but i see more experienced pilots suggesting braking in these scenarios. Hopefully I never have to worry
@@huepix hands up contact by dfault but then you're piloting actively that is as much input as needed when needed and not more and not at another moment
Honestly, worst piloting. After the glider recovers from the right turn at 0:33, it pitches back. At this point when the glider is pitched back, pilot should be completely hands up. Instead, this novice pilot slams the left brake at 0:35. The wing then dives forward 0:37 and the pilot is hands up at this point. Thankfully at this time the glider has lost its energy from the turn so it continues to fly normally.
Amazing - another “random” collapse video, with the comment section full of advice on how the “pilot” could or should have dealt with it. As if that is really an option. Stunning to witness the collective denial that these “wings” are airworthy.
Interesting comment - so many did write, it was done on purpose or his fault. I was there, I talked to him, nothing of it, a spring thermal collapse and he was lucky.
Doesn't look like that to me - pilot doesn't touch the As (only brakes) and the arm sharply going down is simply in response to the loss of tension in the lines caused by the collapse
it looks like that to me also. his left arm is bent (normal). the right arm is fully out as though he is preparing to pull an asymetric. i can't see what lines he is actually pulling but the trailing edge doesnt match it being brakes pulled right down on that side. i could be wrong but something strange is going on with that right arm before the collapse.
Hallo Volker, nein. Das war nicht bewusst. Ich war an dem Tag dabei. SIV auf keinen Fall. Das passierte alles beim Landeanflug auf ca 50 Meter über Grund. Weswegen der die Bremse zieht? Wahrscheinlich weil der Steuerdruck nachgelassen hatte. Es waren keine einfachen Bedingungen. Die meisten Menschen wären wahrscheinlich drauf gegangen. Er verdient Respekt denn er lebt.
Hallo Burak, ok, sieht so für mich aus. Im Video zieht der Pilot deutlich die Bremse tief direkt vor dem Klapper, das verschlimmert eher die Situation. Ein SIV-Training kann ich hier nur empfehlen. Mit zu viel Bremseinsatz kann viel verschlimmbessert werden, besser m.E., Hände hoch, Gewicht auf offene/tragende Seite verlagern und erst beim Anfang des Wegdrehens auf offener Seite gegensteuern und die Flugrichtung damit erstmal stabilisieren. Der Schirm fliegt auch mit großen Klapper normal weiter, sofern man wie beschrieben reagiert. In der Regel öffnet sich die geklappte Seite dann von selbst wieder.
@@volkerl.9584 in dem moment wo der steuerdruck schlagartig nachlässt und der schirm einklappen will, solltest du einen schnellen und kräftigen input geben um den klapper zu verhindern oder abzuschwächen. nennt man aktiv fliegen. genau das macht der pilot, reagiert also erstmal richtig. vllt hätte er sogar noch tiefer ziehen können bzw nen tick länger halten aber manche klapper lassen sich kaum verhindern
Good camera man keeping it on the frame!
Luckily the glider did not spin and twist the lines. Had a similar collapse these days, with immediate spin and twist, and when the glider opened, it came under me and I had the canopy in my face. I wiped it away, the glider started spiraling. I pulled the reserve, but it got stuck in the lines of the glider and opened just a bit. I thought thyt my life is going to end. Luckily, a tree must have stopped the spiral and falling, and I landed mostly unharmed between bushes in steep terrain. My vario showed a max descend of more than 20 m/s, exceeding the range of the device. This corresponds to a free fall from 20 meters.
It just shows you how safe these things are, basically no input from the pilot initially, like weight-shift away from it, but he didn't fall into it either, or panic and start holding down the bad side. ;)
A couple pumps and it's out. I just took an SIV and did big ones like that, but then I was expecting it so 2 different things.
@sandrainthesky1011
I fly a A wing and had a couple asymmetrical collapses slightly over 50%, this guy was over 60%. Luckily mine were 3K over ground, and by the time I looked up glider was already recovering. Both times I thought the left side had collapsed, cause I ended up in a 60+ degree roll to the left. When I did look up the left cells were folded. but I caught the big right side asymmetric with the corner of my eye , so I knew which way to lean. But as I started to lean left I could hear the collapse recover. This video is very helpful cause I can see the opposite wing fold under too.
Nach dem massiven Klapper ist der Anstellwinkel ziemlich hoch und er bremst noch zusätzlich beidseitig kurz und tief um den Verhänger zu lösen. Für mein Empfinden war der Bremseinsatz auf der linken und intakten Seite sehr riskant(Richtung Stall).
Ich denke nicht dass er willentlich links gebremst hat. Mir scheint eher durch die Pendelbewegung sieht das so aus.
Wahrscheinlich hätte das bei einem Sitzgurtzeug besser ausgesehen .
Das selbe habe ich mir gedacht, und als ich einen ähnlichen Kommentar schreiben wollte bin ich auf Ihren zugestoßt. 1-2 Sekunden mehr mit diesen Bremsen, oder ein kleiner Böe, und es hätte zu einem Deep-stall führen können.
er bremst insgesamt sehr viel und sehr tief
Good job recovering from this thanks for putting the video up
you must have done a few things well otherwise the collapse would have been slower to recover. I’d guess that the initial pump reduced the collapse which gave it good chance to pop back out
Great recovery management, Bravo!
it appears to be a purposeful pulled asymetric collapse from what i can see from the right arm movement. 0:26 to 0:28 watch the right arm..
True, he does a very hard pull, this was on purpose for sure
@@jdsd_ Lol, its called active flying look it up. The pilot noticed his lines go slack and to recover faster he pumped the right brake real hard. Great piloting and nice response time.
watch at 0.50 to see this arm movement was in response to the collapse.
@@psykx i think your correct, it appeared to be an asymetric collapse by pulling down hard on the A riser lines, but looking at it again, hes pulling down the brake line not the A riser.
@@marco1987warr ye, he moving into a thermal, probably a really good one too looking at the cloudpicture overall, what a day :)
Brilliant recovery, well done
I had the same on Tuesday. Spring thermals. 5ms up and down. Not for the faint of heart. Fly safe
Trotz der ganzen Kritik bin ich der festen Überzeugung, dass nur die wenigsten hier besser reagiert hätten. Es ist bequem vom Sofa aus Ratschläge zu geben.
Es gibt Ratschläge - wie das Aufrichten vor der Landung - die nix mit Sofabesserwissertum zu tun haben. Das sind harte Fakten, die die Gefahr reduzieren und die passive Sicherheit erhöhen.
Da hast du recht 😊
Fake, pulled in asumetric
Please go take an SIV and show them this video, you were so close to stalling it!
Why would you even pump both brakes goes beyond me, only apply the good side brake enough to get directional control, then you can think about pumping the tucked side
Could he be trying to catch the dive, way to early? Let it dive , then catch it. That's what the teach us in SIV, otherwise there is a risk of deep stalling the wing. It is in vulnerable state when it didn't fully regained trim speed.
@@360turns2 nah, he way trying to pump out the collapse... And even if he was doing what you are saying, he would still urgently need the SIV
100%. Once frontal collapse happens on one side, hand up on the collapsed side and no pumping. Just lean to the good side and maybe tiny input on good side. He just ripped the collapsed side down with his input. Input needs to come before the frontal collapse happens or it is too late and just makes things worse.
Especially for beginners with forgiving wings. Frontal collapse -> hands up. Nothing more needed.
The right side of the wing was unloaded right before the deflation, when it's bubbly like this you have to maintain the loading, I fly the same wing by the way, much more forgiving than my delta.
Calm col and safe!! Bravo ,your lucky day 🙏
Did you use collapse lines? ;-)
What caused the collapse? No active piloting. at 0:50 you can see pilot weight shifting to his left to induce a turn. Right hand is up. So, no pressure maintained on right side. Lesson: Doesnt matter which way you want to turn, always keep your lines taut (unless glider is completely behind you)
Man sieht gut wie er kurz vorher richtig angesaugt wurde. Starke Bodennahe Frühjahrsthermik. 😅😬
There's a nice thermal nearby.....
weight shift to the left und right hand fully up just before the collapse
Was a proper one! (Just be glad you weren't on a CCC wing 😜)
I can see clearly that pressure was bad on your right side. Have you been on the very top of the weight range?
yeah, you see the hands go up on the right side before the collapse.
Steht so aus,als hätte der Pilot die Turbulenzen mit der rechten Hand selber ausgelöst.
A video from the future
That gets your heart rate up.
what wing is that? is there anyway to see something like that ahead of time?
Its Ozone Rush 5 or Rush 6 I can't read it well, but I have also Rush 5 and it looks much like it, but not sure
Good idea to have pressure on right brake to prevent this
Мне кажется, что пилот сильно нажимал на тормоза и была маленькая скорость полета. Из-за недостатка скорости крыло ведёт себя крайне непредсказуемо и стремится к коллапсу. В сильных термиках с тормозами нужно быть осторожнее. Думаю, что это ошибка пилота.
guys i have a question: i see these things happening alot to paragliders. i fly paramotor. the load on my wing is much higher because gear is heavy. all together around 165kg which is on the upper limit of my EN-A wing. that means this is much less likely to happen for paramotor pilots even in gusty conditions right?
cheers for the upload. everything went well and going deep in the brakes with such lightspeed reflexes made the glider continue to fly almost instantly. good job!
yes better loading should reduce incidence, but when it does go it will react quicker if its in the upper weight range. if its an A wing correctly trimmed within the weight range it should behave like an A wing, and relatively safe during collapses compared to Bs Cs, and Ds. (not overly dynamic, not too sensitive to incorrect pilot input, not normally requiring pilot input) Wing categories determine the behaviour of the wing from a collapse, not necessarily the frequency of collapses.
I believe that not only the high loading would make a difference, but also that as a Paramotorist you have no reason to seek “active air” all the time (without which Paragliders can’t stay airborne).
Wow
Wäre toll einmal die Umgebung zu sehen, ob es da Wald etc. gibt. Stark angebremst war die rechte Seite nicht, als der Klapper kam.
Im nächsten Video, wo diese Szene auch noch mal zu sehen ist, kann man dann das ganze Areal sehen (hügelig, uneben, Wald). Einer sagte, fast an der gleichen Stelle wäre schon früher ein heftiger Klapper aufgetreten. Dass er das extra gemacht haben soll wie einige mutmaßen, ist ausgeschlossen. Hatte mit ihm gesprochen, er war angsterfüllt aber auch happy, dass nicht mehr passiert ist.
@@area28 Bin gespannt, wenn das in etwa vglbar mit dem Windenstartgelände ist, dann verstehe ich nicht warum die rechte Hand oben gehalten wird und der Pilot noch sitzt.
Freue mich auf dein Video.
@@area28 Alles auf den Landeanflug bezogen.
Ist ja Windenstartgelände am Biggesee, oder was meintest du? Danke für Rückmeldung
facile de donner son avis effectivement alors j'y vais 😇 le plus aurait été de contrôler aussitôt avec le coude sur l'élévateur pour un contre total et efficace mais pilote vivant à toujours raison 😉👍
Vor der Landung immer: raus aus dem Uboot! Aufrichten! Das so deutlich verringerte Trägheitsmoment um die Hochachse reduziert die Eintwistgefahr...
clearly massive...
Ein Video aus der Zukunft. 😂
Endlich einer, der es verstanden hat 😂
Ist mir auch direkt aufgefallen. Kann man ja noch ändern.
Eu não voaria em colchão inflável
The outcome was great 🙂. Almost all of the pilot actions could be better - sorry - so much to work on here. I'll say what they are if anyone asks but maybe others will comment.
I’m interested 😊
I ask you to thoroughly comment your observations, so that others may benefit from them
OK - always easy to say from comfort of home but here's what could be worked on:
1) As the collapse is happening, the pilot's right arm follows the collapse and is out to the side. There is very little power in our arm when it is out to the side like this. Imagine lifting yourself off a chair, you can't do it with your arms extended out like this but it's easy with our arms next to us and our hand by our backside. Out to the side, we are also losing a lot of brake travel.
2) The pilot puts his right hand up whilst the collapse is still getting bigger. So the brake hasn't done its job at all of limiting the size of the collapse.
3) As soon as the collapse begins, it takes a split second to bring the legs in - this should happen as our hand punches down through the collapse, not 2 seconds into the event.
4) If we see that we are having a 70%er like this, throwing our weight to the open side can be problematic and risk a twist much more than going with it - but he is low so this might be the only option - hard to tell how low.
5) The collapse and subsequent cravat can be opened with one action - it doesn't take pumping like this on the closed side, all the while needing to pull what seems like a lot of brake on the open side.
So what we should do:
1) Punch the collapse hard, however big it is, all the way below our hips with our arm next to us and hold it there until the collapse is almost all the way out. You can't spin the wing unless you hold on the brake until after the collapse is fully out.
2) Legs in immediately - it takes a split second.
3) Collapses and cravat cleaning should be just one action. Cravats cleaning like this needs to be trained on SIV to avoid spinning the wing too much though or know what to do if it does develop into a full spin.
If this all sounds unreasonable to ask in such a short space of time, have a look at some of my later SIV videos - we train and train for exactly this.
The passive safety of the wing helped a lot in this incident. The brake input to try to limit the collapse didn't do anything. Passive safety doesn't always have time to work for us if we are close to the terrain or there is less of it on hotter wings, so we need to train. Thanks for listening... Do SIV, practice a lot, fly safe... 🙂
@@SebaHamaBeats thanks - please see above 🙂
@@riconjos Thanks - please see above 🙂
haha. See his right hand go down... That would definitely create a collapse...
Why would you even think that
"out of the blue"? :D
It is not the yellow of the egg
maybe he is green behind the ears
Esa plegada es provocada por el mismo piloto tirando de la banda A
Schau das Video auf 1080 p und du siehst dass das Gegenteil der fall ist
Seems very odd.
I noticed the right hand comes down hard as the collapse happens.
Maybe that's just natural, but it almost looks like the pilot pulled the collapse.
In any case, glad they recovered. Esp close to the ground like this.
When you lose pressure you pull as much brake as needed to prevent the collapse. Here it was not enough.
The pilot didn't pull the collapse! To pull a collapse, you must take the A. He only pulled the brake and that is the right reaction.
@@PhilippeLarcher
Thanks you.
That is good info.
We are always told "hands up" but i see more experienced pilots suggesting braking in these scenarios.
Hopefully I never have to worry
@@wolfgangreitze3389thanks.
I appreciate the observation
@@huepix hands up contact by dfault but then you're piloting actively that is as much input as needed when needed and not more and not at another moment
30.5.2023? 😂
Oh yes, saw it afterwards - future view
@@area28 Good, now the pilot has 30 days to get ready for that collapse.
That looked intentional. Like he was trying to whip a big spiral & completely deflated it.
The pilot consciously collapses on one side of the wing. Good exercise but a little low
That was a passive movement as he looses all support on that side.
Honestly, worst piloting. After the glider recovers from the right turn at 0:33, it pitches back. At this point when the glider is pitched back, pilot should be completely hands up. Instead, this novice pilot slams the left brake at 0:35. The wing then dives forward 0:37 and the pilot is hands up at this point. Thankfully at this time the glider has lost its energy from the turn so it continues to fly normally.
You have to laugh about collapses out of the blue, and flying a wing with no rigid structure 🤣
😄😄😄😄yeah
Well staged
Amazing - another “random” collapse video, with the comment section full of advice on how the “pilot” could or should have dealt with it. As if that is really an option. Stunning to witness the collective denial that these “wings” are airworthy.
Interesting comment - so many did write, it was done on purpose or his fault. I was there, I talked to him, nothing of it, a spring thermal collapse and he was lucky.
I might be wrong, but it looks to me, that the pilot brought the collapse intentionally.
You are wrong
Doesn't look like that to me - pilot doesn't touch the As (only brakes) and the arm sharply going down is simply in response to the loss of tension in the lines caused by the collapse
You are wrong - I witnessed the case and he was far too low to do such bullshit intentionally.
Yeah you are wrong.
it looks like that to me also. his left arm is bent (normal). the right arm is fully out as though he is preparing to pull an asymetric. i can't see what lines he is actually pulling but the trailing edge doesnt match it being brakes pulled right down on that side. i could be wrong but something strange is going on with that right arm before the collapse.
Try Swing Nyos RS 1!!!!! That wing never does this. 😊 Max 700 euros a good secondhand one.
He pulls the collapse himself, good SIV training ;-).
Hallo Volker, nein. Das war nicht bewusst. Ich war an dem Tag dabei. SIV auf keinen Fall. Das passierte alles beim Landeanflug auf ca 50 Meter über Grund. Weswegen der die Bremse zieht? Wahrscheinlich weil der Steuerdruck nachgelassen hatte. Es waren keine einfachen Bedingungen. Die meisten Menschen wären wahrscheinlich drauf gegangen. Er verdient Respekt denn er lebt.
Hallo Burak,
ok, sieht so für mich aus.
Im Video zieht der Pilot deutlich die Bremse tief direkt vor dem Klapper, das verschlimmert eher die Situation. Ein SIV-Training kann ich hier nur empfehlen. Mit zu viel Bremseinsatz kann viel verschlimmbessert werden, besser m.E., Hände hoch, Gewicht auf offene/tragende Seite verlagern und erst beim Anfang des Wegdrehens auf offener Seite gegensteuern und die Flugrichtung damit erstmal stabilisieren. Der Schirm fliegt auch mit großen Klapper normal weiter, sofern man wie beschrieben reagiert. In der Regel öffnet sich die geklappte Seite dann von selbst wieder.
@@volkerl.9584 in dem moment wo der steuerdruck schlagartig nachlässt und der schirm einklappen will, solltest du einen schnellen und kräftigen input geben um den klapper zu verhindern oder abzuschwächen. nennt man aktiv fliegen. genau das macht der pilot, reagiert also erstmal richtig. vllt hätte er sogar noch tiefer ziehen können bzw nen tick länger halten aber manche klapper lassen sich kaum verhindern
What a joke....it was self induced