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

EN B are all certified the same way, wether they are high B or low B does not matter in the norm, therefore it's difficult to really decide what's the difference between a low B and an high B as this difference is mainly on what kind of feedback the wing is giving to the pilot in flight and how fast and aggressive it is while staying on the B class.
The Mentor7 light seems to be well fitting in the B class category in term of safety while having a more precise handling and better performance than low and mid Bs.
Most of the paragliding accidents happen because pilots tends to overreact to any problems in the sky and they are just doing everything wrong. When I teach SIVs I try to show to pilots that their EN-B wings are actually very safe and that they can rely on it. If they don't understand or are in doubts it is better quite often to just let it fly and do its job.
For this test I have been using the very latest MENTOR7 Light XS (70-95) from Nova at a TOW of 94kg
You can visit our flight school for information about our SIVs at : www.riseparagliding.com
Pilot : Théo de Blic
Wing : Nova Paragliders - MENTOR7 Light XS
More infos on the Mentor7 light : www.nova.eu/en/gliders/mentor-7-light

[@patrickswitzer628]

Great video that highlights the importance of letting the wing fly. That being said, I was hoping Theo would clarify that collapses, spins etc in real life can be much more energetic than the same maneuvers done in a controlled testing protocol. For instance, if you pop out the side of a strong thermal into strong sink, you might get a frontal that balls the whole glider and flicks it way behind your head out of view. Very different than the "testing" frontal which collapses only part of the chord evenly, and recovers in still air. So to be totally honest with lower airtime pilots who might not know this already, I would like to see this concept expanded upon- that in real life, in turbulent air, you need to do active piloting and active recovery to keep a margin of safety. If you think your glider will save you in all situations, it won't end well.

[@imambm5638]

Well said..

[@markmcgoveran6811]

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

[@FlyWithSergio]

Always is a pleasure to see how you do all with calm and no worrys.

[@ALHJ1997]

I'm on an EN-A and have no intentions on moving up BUT I wanna see one of these videos for EN-C and EN-D wings!

[@CuervoRC]

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

[@oliviermerlin5689]

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

[@ALHJ1997]

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

[@theoflies]

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...

[@EARAISED]

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

[@sadunbandara8771]

This video explains very clearly. Thank you very much. I am a Sri Lankan pilot. I have a desire to fly with a B wing.❤❤❤❤

[@shaobopan5851]

Thanks Théo show this to us! BUT a VERY important thing we must know is a well-trained pilot like Théo has a quick and automatic reaction to his weight shift in such unstable conditions, even if he does not use his hands. So, SIV Training is therefore still essential.

[@darios.6036]

...plus flying a lot😉

[@theoflies]

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.

[@Abdomit]

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.

[@MikkelsenR]

Thanks for this, nice to see it played out live with explanation :)

[@sandrainthesky1011]

That's formidable! What a great wing, no shoot after stall? Impressive!

[@sandy1989ize]

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.

[@pierreolsson588]

But you let go of the full-speed-bar just before you pull front and side collapses?! Shouldn't you hold the full speed-bar thru the collapse, to see how it works...

[@bdtrauma01]

Great stuff... love your videos

[@paulbishop7399]

Hello Theo, best openin gline of your videos :)

[@bradleybeck9978]

Thanks for the info!

[@rdwanefly8232]

We really loves you bro 💓💓

[@theoflies]

💖

[@dikootr2471]

Thanks for everything!and I am So expecting the deepstall tutorial😝

[@paraglidingflyer]

Are any wings safe? Or are there pilots who safely fly their wings?

[@safranpollen]

looks delicious at all:-))

[@EARAISED]

I don't know, looks specific. I have Mentor 4, it's safe glider of cource, but this tests don't show the real behaviour of the wing

[@fabiangasteiger4335]

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.

[@EARAISED]

@@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

[@GroundCRow]

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!

[@fabiangasteiger4335]

@@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.

[@EARAISED]

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

[@alejandroyasinacostameza281]

hello Theo, thanks for all your videos, they are awesome, I have a question, what wing would you recommend to begin acro? I have already 100 flights, like 75 hrs in air, saludos desde Mexico p.d. you are amazing

[@jaapsmit1969]

Hi Theo, is it mandatory for EN-B testing to go off the bar once you pulled a frontal collapse or a assymetric collapse. I notice you go from the bar almost directly after pulling the collapses. I can imagine some pilots flying this level of a wing don’t have this in their system yet and rather brace (and tension the legs) rather than releasing. Looking forward to your answer

[@theoflies]

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 :)

[@jaapsmit1969]

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

[@TheGrundigg]

@@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.

[@micinvit]

@@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 😁)

[@TheGrundigg]

@@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

[@Ripstop_pilot]

Not a single fully accelerated collapse. Theo anticipated every A line pull and released the bar instantly. Not really a fair test imo

[@TheGrundigg]

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

[@Ripstop_pilot]

@@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.

[@7up-weee]

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.

[@nickrenold9725]

@@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.

[@7up-weee]

@@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

[@ParaglidingClub]

Hi Theo, how do you record your voice so clear and with no wind noise?

[@Labassijsui]

All right, nice video. But the title let me think it's the same behaviour for all High B wings... not sure of that. I am a pilot "in progression " under a Mojo 5 and if I change for a Iota 2 or other Swift 5, will it be the same ?..

[@theoflies]

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

[@Labassijsui]

@@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. 👍🙏🤙

[@xbob1919]

I have just switch from an Alhpa 7 to a 777 Knight 2. But after releasing the big ears, the gliders don't re-inflate so fast as in this video. So, question: Is this because of the glider or the loading of the wing? In which weight range are you flying this glider?

[@bernhard3939]

Hello Theo! Your test Videos are great! What are your experiences with the nova sector compared to the Mentor ?

[@CoIoneIPanic]

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.

[@markmcgoveran6811]

I need your input. I have an epsilon nine and I'm flying heavy on the way if I shave my head I'm just inside the top end of the weight range. I'm still in the ground handling stage. If I go up in the air and just stow the brake handles and let it fly, what will happen? I thought I could just get up in the air a long ways stow the brake handles and lean for my turns. I can avoid a spiral dive this way. Everyone has said it is unsafe. One person said if I was just sitting there in the harness no speed bar no brakes nothing that the glider would pick up speed and possibly have a front collapse or begin to oscillate. What do you think will happen?

[@fype]

Alright ? All Right ?! All right.... ;-)

[@markmcgoveran6811]

It would seem maintain roll control what is the only thing you can do that is never a mistake. All the people who tell you you were going to fly into a thermal and do this wild dance and all these things if you don't exactly pull the brakes at the right perfect time, are they lying?

[@trianafernandez-conchadevo5603]

Hi !! What camera are you using ? And where did you put it ?? Thank you

[@imambm5638]

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

[@Novafred1]

what are the reactions of a maestro from Hannes Papesch, father of the Nova company! the wing is also a HighB, are the reactions the same?

[@theGoldenification]

hi - love your videos thank you. I really struggle with wight shifting in a xc harness to properly role or do wingovers. Do you have some tipps ?

[@panther-xc8929]

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.

[@bikerdude923]

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.

[@Denzofang]

can someone explain to me what's the difference between a normal and a light paraglider? is it just the weight?

[@micinvit]

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 😉

[@inderida2000]

can you do this on the Rush 6?

[@gabifellini9830]

That wing is incredible safe!

[@milanmilan7879]

You Are releasing speed just before the colapse :). What a cheater :)