Fight for live. Two cravattes. Berga paragliding. Ozone Rush six

[@7up-weee]

I read a few comments below - I'll try to address what I've read - I don't know the full story of course. Sorry if it's a bit more critical sounding but these are the reasons behind the violent autorotation and the steps to take, in the right order. 1) The cravat you ended up with on the right that ended in the autorotation (first spiral then SAT) is cup shaped which creates a lot of drag, even if it looks quite small compared to some cravats, these are the types that create the most drag and the most violent rotations. You can (and should) stop this rotation by applying enough opposite brake. 2) You have to stop the rotation before you try to clear a cravat. Even if it feels like a huge force, just pull until the rotation stops, when it stops, you can ease up and you will then need much less brake to keep the wing straight and level. It is very difficult and very inefficient to try to clear a cravat whilst you are still in a rotation. You burn through height super quickly in autorotation. If you were only 100 or maybe even 200m above ground, well, don't even think about that. 3) You can stop any rotation within 90 degrees (1/4 turn), even with this type of cravat. You just have to pull really hard - don't worry about stalling the open side - you can ease up when the rotation stops, you can't stall a wing whilst it is facing the ground and going really fast. 4) Once the rotation has stopped and you have regained level flight then take a breath and you can assess what type of cravat you have. With this type with the cloth draped on the front of the lines, you can use a deep pump and hold until the cravat flies off the lines (one deep punch with the brake, not pumping the brake) - but you really need to have fully stopped the rotation to do this, and preferably roll the wing the other way first. Best to learn this on SIV. 5) I saw a comment about this is how it goes for ordinary pilots. But if you don't have enough height that's no good. It's complicated to throw the reserve once the wing is in SAT, it usually goes in the lines. As Russ Ogden says, if the wing goes into rotation, it's because we have let it go into rotation. We can all stop it and if it has already gone in, you can still stop it - within 1/4 turn or 90 degrees - just pull really hard. 6) Any wing can get a cravat, all that happens is the chances of getting one go up with aspect ratio. It's best to just learn the above order of dealing with them. Very few pilots stick with EN-A for very long and you can even get one on an A given the right conditions. Don't focus on the wing - the differences between them in each class are very subtle, you won't change the chances of getting this type of cravat by anything significant by changing wings within a class (e.g. high B)- even if some wings do seem to have so called 'sticky tips'. 7) I didn't talk much about the cravat on the left, it wasn't the one causing the problem - i.e. the rotation. Whatever has happened before - forget it - you have to focus on getting back to straight and level flight first - whatever mess the wing seems to be in. 8) I recommend FLYEO - they will show you the way to have all this in your toolbox at all times - and much much more. SIV is expensive for sure - but not as expensive compared to when this happens low down.

[@mikehopemar]

Thank you for posting. Thanks for you time to explain the issue, so professionally. I'm very happy that you shared with your experience! So it explains why process was so violent. "Innocent" cravat. So I didn't stop rotation. And I should to do so for all cost! >you can't stall a wing whilst it is facing the ground and going really fast. Thanks for knowledge! > It's complicated to throw the reserve once the wing is in SAT Yes, I saw it many times failure to open parachute in SAT >- just pull really hard. Thanks >Whatever has happened before - forget it - you have to focus on getting back to straight and level flight first - whatever mess the wing seems to be in. Thanks again for taking a time to write professional post in order to help me. Those words are not critical at all! They are words of truth. Thanks!

[@bens.33]

Well spoken :-) i just want to add a little something i experienced. Once with my old spice 1 i got a popper cravat ( witch hardly ever happened with this wing). It realy surprised me how mutch drag that one had. Felt like 10 times the drag i experienced with slightly smaller cravats.( guess it was a cup shape as you Mentiond) pulling and holding down all A is nothing compared with this one. Since i was facing the mountain i did let it turn a bit.( to avoid stalling as well) but didn´t expect to end in deep spiral after 1/4 turn with propper pressure on the outside. Did another 360 to avoid exiting towars the mountain. The plan was to fly a way a bit and then pump / stall it out. Just exiting did need almost all my strength. I think i did have hands up already before i was going horizontal. Nevertheless the glider stalled the moment i was going horizontal with a schitload of energy and speed. That was a perfect reset but still surprises me how it could be with that much speed and energy... However i was relay glad i did 2 days of stall training at lago di garda some month before.

[@7up-weee]

@@bens.33 Yep - higher performance wings can start to go mushy while the wing is still in front. Have to feel it as well as looking where you are in the pendulum. It's still better to stall than allow the rotation to keep going. The second XC Magazine Masterclass with Malin Lobb covers this. It's on the website and here on KZbin somewhere. He used the video of my 'stall' exit from a rotation on my Alpina 4 to show that the stall exit is no problem and is the same if you just go hands up as it goes mushy. As you say, easier in training than in the wild though!! But I'll take a stall any day over a 20 m/s spiral to the ground!

[@mikehopemar]

@@bens.33 It sounds like a scary story. It's like winning the lottery. But you know. Sometimes, as Forest Gump says - shit happens:) I hope it never happens again. I was so surprised by the force I had to use. I didn't have time to get out of the first half, and here in a moment the second half. The left half had not yet had time to fill, Hence, instead of waiting for the left side to inflate, I threw myself into untangling the right. This was a mistake. I should have waited a while and stopped the rotation at all costs. Thanks for sharing your story

[@mikehopemar]

@@7up-weee >t's still better to stall than allow the rotation to keep going. Yes I was afraid to stall. But it was huge mistake. I should to pull left trigger, even to stall point. As you said. No matter at cost >He used the video of my 'stall' exit from a rotation on my Alpina I saw it and you are very good at it. Just cold action. No visible emotions. Impressive!

[@sza1985]

Next time stop the auto rotation first. Maintain a direction, quick check altitude to decide whether it's time to throw Reserve. After that try to clear cravet. Have safe landings!

[@mikehopemar]

Exactly in order you mentioned. Thanks! You too. Fly high., landing safe

[@sergiourquijo4000]

YESSSS please. You got your priorities the wrong way hahahahah Good video!!

[@Dreams-and-Castles]

Thank you for sharing your experience, I'm sure you learned a lot from it. Too many pilots don't share their scary moments for fear of criticism and end up learning nothing.

[@schmohawk_]

Glad you are okay! That looked harsh. Always happy landings Mario!

[@mikehopemar]

Thanks a lot!

[@SuperAnatolli]

Thanks for posting! I think you handled it quite well. Probably a lot of sofa-pilots who think they could do it better. But this is about how it goes for an ordernary pilot. It takes some time, reactions are not perfect (perfect reactions requieres a LOT of practice) but good enough. Glider behaves well as well.

[@mikehopemar]

I hope next will be better. Practice, practice. Thanks for warm comment

[@SkidzFPV]

I’ve heard that the rush and swift have very “sticky” tips, as in they seem to cravat quite easily, I’m just moving up to a high-B and I picked the maestro 2 light, I feel like a little less aspect ratio will be better for my first high-B, still will be more dynamic than my UP Dena, but I feel like it will be a little less likely to cravat with a slightly lower aspect ratio.

[@mikehopemar]

@@SkidzFPV Seems that rush six a much more demanding than everybody says. Regarding tips - yes. They are very sticky. Big ears requiring dynamic handling

[@SkidzFPV]

@@mikehopemar yes, and with all that said they are probably the highest performing gliders in the high-B class, but with higher performance comes higher pilot demand.

[@mikehopemar]

@@SkidzFPV Exactly! After more few hours i feel better with it. And performance stays. It's really amazing. I can lift from almost ground!

[@dariuszmular1051]

Tak bardzo bym chciał zacząć latanie ale patrząc na paralotnie, to widzę wieczną walkę o przeżycie. Chyba będę skłaniał się ku lotni, lub lotnia+mosquito żadnych krawatów, podwinięć front stall i co tam jeszcze jest w tych paralotniach. Lotnia jednak jest takim prawie stałopłatem. Jedyny problem z kursem na lotnie , mieszkam w wielkopolsce a kursy na południu ponad 500km i naście wyjazdów bo nie wiadomo co z pogodą.

[@mikehopemar]

Z lotnią jest dużo większy problem logistyczny. Dużo wyższe prędkości lądowania, co przekłada się na potrzebę większej ilości miejsca do lądowania. Znacznie mniej startowisk przystosowanych do startu

[@cabanford]

Didn't look too bad. You didn't panic & sorted it out - well done (I fly an Enzo3 and understand what a big collapse + cravat can do 😜).

[@mikehopemar]

Enzo 3 sounds even more demanding. Respect man!

[@cabanford]

@@mikehopemar amazing machine, but it demands a lot of respect 👍

[@mikehopemar]

@@cabanford rush is enough for me. I never thought that performance is so different as I never thought it will happen in first fly. Hit like fish in a barrel:)

[@mikehopemar]

@@cabanford Thanks for warm comment!

[@paraglidingSafety]

what is your siv experience?

[@mikehopemar]

None, at all

[@pablox11NEW]

Przesiadka z 5.4 na 5.7 takie atrakcje 5,7 to już nieciekawie mimo że to B

[@mikehopemar]

Rush, to do grzecznych nie należy. Potrafi kopnąć i to ostro. Szybuje pięknie. Performance miodny. Jednak to wszystko wymaga trochę pokory i umiejętności

[@wojtys76]

Latasz większość PPG?

[@mikehopemar]

A to zależy. Teraz obecnie większość swobodnie