The NEW Way to Full Stall

Paragliding full stalls have long been taught in a certain way, refered to as "the stall ball", and now The Paragliding Academy's own Kris Holub is here to show you a new method of entering stall that is easier, less violent and more productive! He also goes through other paragliding SIV maneuvers such as fully developed spins, and deep stall! These videos are crazy valuable and we're giving them away for free!
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[@AriintheAir]

Two spots still available for October 9-15 with Kris and Ari in Turkey!!! theparaglidingacademy.com/tours/turkey/

[@shacharliberman5084]

This is a great video! one small note: at 8:52, 'because I have some brakes it's not going to shoot so hard', actually having some brakes exactly at that time - when the glider shoots forward after it was on the cusp of stalling - that's just about the textbook description of how you do get the glider to overshoot and sometimes even getting yourself giftwrapped (or in a helico). That stall example is good to learn what to stay away from, at least for a pilot in his early stages of SIV and stalls, and it's why pilots should initially learn the 'full stall' first, with hands all the way to their asses - so they do not have their hands at exactly that critical range of the brakes and at that exact critical time. (Reason: after slowing the glider down until the point it starts falling backwards, the glider is in parachutal, and small changes in the brake amount can swiftly make either sides of the wing start flying either forwards or backwards.) It's important to learn your backfly position, and then enter the stall when your hands are definitely below that point (it's better to err on the side of pulling too much than too little), then - when you do release, release completely - let it fly out symmetrically (to avoid the risk of a dynamic overshoot or entering a helico) and then catching the dive (slowing the glider after it started flying forwards and passed the point directly above your head). Regarding the entire video in general, the way Ari teaches and stalls the wing here (moving away from the messy full stall stage with your hands to your behinds) is how its done in acro flying, and by proficient xc pilots. It's nice and smooth. And I would never want to try full stalling a two liner (unless over water maybe) - since the risk of cravats is much higher. Personally I am unease when I see my friends advance to anything higher than a high en-b wing without knowing how to do an advanced stall. Practice before you get into trouble! :)

[@alex-in-the-sky]

it is very much like spin into backfly indeed, i like it ! no falling back

[@Hemersonr]

thanks for sharing It is a different approach for the stall.... great content

[@markusfrank4549]

Very informtativ video, thanks a lot and keep it up :)

[@AriintheAir]

Thanks, will do!

[@steve_d]

Ari, your videos are just getting better man 😁 Great vid. Good to see you back

[@AriintheAir]

Such a nice comment! Thanks to Kris Holub!!!

[@josevega1793]

Gracias

[@SkidzFPV]

Yea, I’ve only done one SIV, really wasn’t a fan of the stall ball, was like the glider just disappeared behind me and thrashed around like i was fishing and had a shark on the line lol. I like the idea of just finding the stall point, and spin point, then just pushing them a little harder each time rather than just holding down a stall ball for your first stalls lol.

[@AriintheAir]

We're avoiding the stall ball around here, but we'll all experience it sooner or later!!!

[@SkidzFPV]

@@AriintheAir nice. I’d love to take an SIV with you guys, but I’ve spent way more money on paragliding the last 2 1/2 years than I have ever imagined lol. You think that the first kit and training is expensive, then there’s SIV and your second glider and pod harness and going to the mountains every weekend, then buying a Subaru so you can get to those launch sites and retrieve your buddies. Yes, paragliding has taken over my life, and I’m totally ok with that 🤷🏻‍♂️🤣

[@ooglek]

Cool concept! Difficult to hear anything during the demo at 4:48 to the end, maybe re-upload with a dub of what was being said? Or Close Caption that part? Cheers!

[@パウリシュテファン]

Hope you checked out for other paragliders dude, below there is the PG start Paolina and it is very common to thermal Rotwand.

[@AriintheAir]

Hahaha, you can imagine that before I jump off a cliff, I look down! ;) Soon you'll see my video of me thermaling up the face of the Rotwand!!!

[@evangarcia9698]

2step all the way. The super slow spin to stall seems like a hard "maybe" for me ;)

[@AriintheAir]

You gotta try it!!! Send videos!

[@riverrose3089]

7:41 that entry was silky smooth

[@AriintheAir]

Holub is a boss! Wait till you see his twisted infinities ;)

[@josephking7021]

Ari where in the country are you located base wise? Enjoyed the Stall gig.

[@thirtysixverts]

If you have an asymmetric in the wild - would you try to spin the collapsed side or the flying side to clear the cravat? I'm guessing it's the clean side but.....I'm not sure!

[@thirtysixverts]

BTW it's Sky in Santa Barbara! Holler at me if you're doing any SIVs either in Turkey or Garda next summer!

[@beyondsiv]

Most asymmetric collapses clear on their own, and it's generally better to do nothing unless you know exactly what you are doing, the one exception being counter-steering to avoid a turn developing into an auto rotation. The first priority is always to avoid an auto rotation, and then to establish some sort of straight and level flight. Most cravats even can be cleared with a couple of quick, deep, but short pumps on the collapsed side (AFTER gaining control of heading). People learn about the stabilo during their initial training and promptly forget it, but it is surprisingly effective even for very large cravats - you just may need to hand over hand multiple armloads of slack until it pops out. If you're going to use a spin to clear a cravat, you should be very comfortable with spins and stalls because it is easier to inadvertently stall the glider when it has a huge cravat. You have to spin the side with the cravat so that the airflow comes from the backside and blows the fabric off the A lines. If you brake the open side too much you have a very high risk of full stalling the glider, which is why you should use mostly weightshift to control the heading and only as much flying side brake as you have to. The other risk when spinning the cravatted side is if you are not decisive enough on the spin input, you will just encourage the wing to enter an autorotation/SAT which makes the situation much worse - this is why I recommend people to use the stabilo first until they are very experienced and confident with spins and stalls or have no choice but to try (and plenty of altitude left to throw your reserve if it fails).

[@thirtysixverts]

@@beyondsiv I've definitely done all that in the wild before - kept asymmetrics from spiraling in with weight shift, pulled cravats out with the stabilo and such. Just never had something that stuck so hard that I couldn't clear it, so was just curious about the worst case scenario. All that makes sense, many thanks for the input.

[@AriintheAir]

@@thirtysixverts This kinda thoroughness of explaination is why @beyondsiv is The Paragliding Academy's SIV and Acro boss. Also, HI BUDDY!!!

[@markmcgoveran6811]

I understand more and more after you wrote and you said that you enjoyed my comment Ari. I just have no desire to stall. I'm flying and epsilon 9 high-end e and I just want to be like a tourist sailboat I don't want to be a racing sailboat. I wanted to get some altitude and try to fly around and then land. In today's lesson we mentioned flying overweight which I think is a source of trouble but each can do what he wishes. Are you sitting on a special seat bored or something because that harness looks like the attachments are very wide. It would seem you have a lot of buttocks roll control authority. It would seem like you would have a greater resistance to twist. The thing I find most sad about your commentary is you don't like to mention the downside of flying heavy. When you fly straight, the glide angle is the same. When you fly heavy and you make a turn you turn the same angle but you drop farther. This is nonlinear it is not easily grasped through intuitiveness or instinct. It is too bad that as just a potato I can't get a pilot to list everything in order of """requires a great deal of active flying or allows the brakes to be stowed.""" From this video we learned that stable vertical descent was extremely difficult with high aspect ratio wings and it required a great deal of active flying. From other videos I have learned that flying downwind with the brakes stowed was ok. In between there are various kinds of misery called stalls and spins and twists. How much is this can I avoid on the epsilon 9 and what is ugly on the skill level in the active flying but required?

[@flyingplm]

I honestly don't get what's the point of doing this other than adding a factor that could easily destabilize the whole manouver. At the moment I'd say that there's not benefit in doing a spin before actually doing the stall. A classic stall is way more straightforward if we talk about doing only that. We could easily do a stall after a heli but would that be another WAY of doing a stall? Of course, but would it make any sense? Well no

[@AriintheAir]

Love the dialogue here. As SIV instructors, we disagree. Since we work everyone through a spin progression before stalling, this gives people a bit of a bridge into their first stalls. In a 'stallball' stall, the student has to respond with good timing while there is significant stimulation (big falling sensation, no glider in view, wind noise, etc). This technique is slightly easier, slightly less stimulation in the way of sensations, and slightly less demanding. We still teach full stalls and dynamic full stalls, (and twisted infinty if you get there;) but this is a nice way to warm people up to their first stalls, especially after they've really worked their spin progressions first.