What is up everyone? Welcome back to Paragliding
Atlas Podcast. In case you're new here, I'm
your host, Aninder Singh, and today marks the very first guest
episode of 2025. And guess what, guys?
I kid you not, the content that we have for you today is truly
one of its kind. Now I know I'm using some big
words and there are endless ways to hive up any episode that
comes out, but honestly, this one actually stands out from the
ones we have done before. And the reason why I'm saying so
is quite simple actually. Because the content that you're
about to hear can truly redefine the way we take to sky is in
years to come. And no, that's not because we
have miraculously stumbled upon some ground breaking technology
or experienced the sudden Eureka moment, but instead we are
learning how to better control our paragliders in a whole new
manner that only a few had thought about or visualized and
even fewer were able to do it. But finally we have someone who
says, hey, I'm going to go out and put it on public portal and
let everybody have access to this knowledge through the
medium of the show. Now to illustrate this a little
bit further, I want you to picture this.
Rewind the clock back about two decades when R&D on paraglider
wings and accessories was just getting started.
It was like more or less in its initial testing phases and hit
and try method was one of the ways to go.
But over the years we have seen significant advancements.
You know, wing designs have evolved dramatically.
New technologies have made them more efficient.
Harness manufacturers have redefined their products
repeatedly, going back and forth with new and innovative designs.
However, amidst all of these changes, there's one thing that
has remained constant, and that is the way we have trained
pilots to handle the wing. And to put it quite simply, the
SIV training, the safety training that we have for pilots
has quite simply not seen an upgrade except for a few tweaks
and turns here and there, which are basically done on a personal
level with an instructor. However, still, the core
principles of wing control have largely remained unchanged since
their inception. And that is why today's episode
is so exciting, because finally we have an instructor in the
industry who has stepped up to say, hey, there's a better way
of doing this. And this episode is all about
sharing that upgrade, a whole new innovative approach to how
we control the wing, feel its movements, and eventually make
the skies a more safer and more fun place to be.
And not to forget, a more intuitive place to navigate
while practicing the art of flight.
So even though this episode was required quite a while ago, we
purposely decided to release it as one of the first ones of the
years, quite simply because there could not be a better way
to kick off 2025 then something unique, innovative and inspiring
that sets the tone for all the exciting content we have lined
up for you guys in months to come.
So without further ado, let's dive right into this demo for
production. And as I always say, if you have
enjoyed the content that we have brought to you so far, do
consider doing your own bit, smashing that like and subscribe
button or dropping in a rating wherever possible.
As these small acts of kindness go a super long way in helping
us grow the show, reach more people, and eventually make
paragliding a more safer and more enjoyable sport to be.
And now let me introduce to you today's guest, Helmut Shrimp, a
dynamic coach, an innovator of some sorts, but most
importantly, someone who's passionately reimagining SIV
training as we know it. And this happens to be another
one of those unfiltered and honest discussions about the
future of paragliding safety training.
So, TuneIn, and I hope you like it.
Helmut Shrimp, what an honor to have you and paragliding
athletes welcome to the show. Thanks a lot, nice to get
invited. We're so thankful you took our
time from your super busy schedule and you're making lives
in the air better by training people at the pleasure's all
ours. Much to begin with, Helmut, 20
years of flying, 10 years of dreaming about this, and finally
last two of actually realizing this.
What is this brand new exciting thing that you have in the
industry? Just let our audiences know.
What is safety pilot coaching all about?
All right, let's talk about let's start in the what we was
10 years ago was just thinking about the maneuvers, what we do
teaching in SOS and realise people coming flying the
maneuvers and sometimes leaving an SOV be more scared than
before. And that's and that's the
thinking about what I have to change.
What can we do? And it comes from other sports.
In the end, if you think about skiing, mountain biking,
anything else sports with movements.
Their year was going back to the pilot, like how I move in a
harness and it's already 20 years ago when I start teaching
beginner courses and we have be sitting in a simulator and just
trying to show them how to do a turn.
And if you sit in a simulator like this and the people sitting
inside move and that just wrapped the arm and I feel the
tension in the muscles, what they have there.
And it was like for me with this tension, you can't do a turn
precised. And from this moment I start
thinking and I realized later on as well, it's happened in every
maneuver, every new maneuver, what you try to fly.
And so I start from the pilot up to the maneuvers.
This is the main idea. Let's first bring the pilot in
the shape that he can perform the Minervas.
And you need something of this to start slowly and going
further and further. This was the is the basic idea
of safety pilot coaching. That means every wing already
can do nearly every maneuver. The wing don't have to learn it
as well. Yeah, I don't already know it.
It's more the connection from the pilot to the harness and
this is the basic of safety pilot coaching.
Love it man. I think the way you explained it
is so beautiful that things are capable of a lot and what
eventually is made out of it depends a lot on the pilot.
And then this ideology of training the pilot to be good
enough or to handle those many hours or situations in flight.
I think it's such a wholesome way of increasing the safety for
that person in flight. Just since this is an audio only
podcast, I think the simulator that you mentioned is basically
hanging the harness with strings and then sitting in that and
trying to move it, is that correct?
Yeah, that's right. And there's giving some
something more together in this. If you think about if you're in
flight and stuff like this, it was like to explain a little bit
what I mean is we have we learned in early times, me too,
in the time when I start, there is something happen in the air.
You have to block it down that move your wing, keep it above
you. And then when I start flying a
Chrome, it was more like work with the system, not against it.
And we have to say like in certification tests, OK, we're
watching on ABCD certification CCC and get that information
from the wing. What directions are inside?
Collapse, speeded, collapse, front collapse spirals,
whatever. My job as a trainer is to create
a pilot who can reduce the reaction of the wing, like on
the side collapse in the certification tests.
That means you collapse, you release, you do nothing, let the
system work. And in the last years, it comes
more and more out that we should go into the collapse side with
the weight shift. I know there's a big discussion
about is it good or not? But in the end, we are based on
physics, so we can't work against physics.
And that shows us less reaction in the trainings.
And sure, we have to be careful because we simulate collapses
from pulling downside from down. In the true world, we are not in
the clean air. We are moving air in different
reactions. What should we train?
We can train the wing collapsing straight above us and take a
look how can we reduce the reaction.
And this is the most important thing at work with this, with
the system. Let let the system work for you
and take the time and realise when can you do a right input to
stabilise. And that's not all the time.
At the first moment it means you cannot react on something what
isn't happen. And there comes a lot of
reactions out, like what we see now.
We have troubles with side collapses where people assume
they can steering opposite side, shifting the weight and turning
in the opposite side. And I think that's getting more
dangerous than the collapse by themselves.
And for me, the collapse on the wing is more like a protection.
It's not a bad thing. Sure, it's not nice because you
can't sit straight anymore, but it's in the end it saves us.
We had many years ago we got an Acura wing which was closing the
cells when you go on the brakes. It stays inflated.
It was super nice for
connections, but when this wing starts shooting, you wasn't able
to break them to stop them. It was impossible.
If you wind shoots in front of you and you got a front
collapse, you have to say thanks in the end because if it will
shoot further, you can fall in the canopy and that's worse than
the collapse. So just out of curiosity, why
couldn't the brakes hold it? But was it like physically
impossible to prevent that kind of force?
The brake washer getting that hard and if the canopy cannot de
inflate the air cannot go out. It's staying a solid profile.
That means you can change the angle on the trailing edge, but
the movement the energy is still in.
That's the good thing. On the para can if the air
removes this, destroy a little bit the profile and you are able
to stall it. I think somebody told me
collapse is a safety mechanism for that modern day para level
exist. But this also brings me to a
point that I see more and more designers pushing towards
collapsed resistant wings. So are we all looking just for a
street spot where they're harder to collapse?
But then they should collapse? We have rust, we have reflex, we
have two liners which are making it harder.
So as a buyer or as somebody who wants to go out and have fun in
the sky, should you look for more collapsible, easily
collapsible wing or hard, more difficult to collapse wings?
Or is it like it's a trade off that you decide yourself?
There is a lot of things to talk about.
Let's start what you say Rust for sure the wing is able to
collapse in the front of the leading edge.
It means not he should. The wing should stay completely
up. It's more the training edge
should stay stable. Because I'm not a designer for
wings, I just see reactions, fly the wings and see what happened
in the trainings. And I only can talk about my
experience, what I saw and we want to see what has happened in
the developing. And we're talking about this
reflex profiles, especially in speedball flying as well what
the wings creating. We have to be careful a little
bit. If we talk about reflex, it's
not the true reflex like this. The what what has happened in
the last year is what I think is because I flow as well in the
beginning, the R11 and from ozone and the swings and it was
already happened in this time it was 2011, 2012 and we saw there
already some different movements of the wing and after in in the
time it comes down until the a sector that means 3A wings
showing us some movement was was happened 810 years ago only in
the high advance things. And what every manufacturer
tries to do is make the wings more solid to stay stable.
It's good as well, but it's a different flying style.
Now if I think back about 15 years in school, we teach the
people, if you keep brake pressure all the time, nothing
happens. You can control the wing.
It was maybe wrong at this time too.
So we as well learn something that means we have wings.
If you go on speed bump, we have to start with speed bump.
Let's go with speed bump in two liners and bring it down to the
lower sectors. OK, So what is let's talk about
the two liners. If you fly on speed bump, we
have to go on the B handles. That means you release the
brakes, they get us no brake on it, and then you go on the B
handles and try to correct your wing and stabilise it or react.
Honey, why we have to go back to the B handles because we create
in speed bar a little bit of an S shape profile.
That means the shark nose, the leading edge is working against
something what's pulling upwards.
They try to keep it nose down, but if something try to push the
leading edge downwards on the trailing edge, this S shapes
tree opposite movement and to stabilize the canopy.
And with if you if you go on the B lines, you help them to make
this asphalt bigger and stabilize and break it a little
bit. If you go on the brakes, you
create on the trailing edge on the trailing edge a ratio and
this ratio creates a lift. If you got a lift upwards on the
trailing edge, what will happen in front will collapse and this
is how it works. That means that's why we changed
to B steering. You can fly faster because
you're not going to break. You create not that much lift if
you go on the BS. That means you keep your wing
more solid, more stable above you.
The same movements are now sometimes already in the A
category. We have A wings that have a
little S shape and the same movements, but then the
thickness of the profile and the deepness of the profile is that
big that it makes not that big difference.
If you go shortly on the brakes in the high B sector, it's
already in. If you go on the brakes on the
wrong moment can create the call UPS, it's more solid.
It's tested as well in the certification.
You have to keep it and it's working, but it's different if
you test it in still clean air or urine.
In moving air, this S shape already is working as well.
If you're not on speed bar, it's a little bit tricky.
Let's let's talk a little bit about S shape for our audiences
who don't know what S shape is going to describe that and then
we can. All right, S shape means
automatic stabilisation from the wing.
If the nose tack downwards, that means the profile works by
themselves against the collapse. This profile, it's especially
more in the centre. Let's talk about 60% of the
centre and in the outside it's less.
Centre cells are maintaining yes profile more and the ring tips
are in your. Let's say depending on the
construction, how much of the profile have this shape, it's
sometimes more in the middle, it's more, it's going outside,
getting less and something like this.
Let's stay on two liners first. If you have two lines, A and the
B, if you if the airflow around you change the direction and
it's coming upward movement or downward movement of the air and
the wing try to go into the stream.
That means maybe the angle change and the wing try to go a
little bit downwards with the nose to to to change this angle.
If you especially it's not on speed by now I'm just talking in
normal flight. That means the nose go forward
and the end and try to if the A lines go a little bit down, what
will happen on the B lines? They try to stay up.
That means it's the same angle for a short moment like you stay
on speed bar. And we see that already.
We have a lot of videos on Instagram YouTube that you see
by people flying with different kind of jewel liners in a turn
and the outset wing try to correct the air is trying to it
feels like a movement forward on the outset wing go forward and
the pilot starts to stop it. We learned in all times, if the
wing moves fast given short hard input, that was the old
techniques like and this short input, if the this profile tries
to stabilize himself and use pilot react and give a short
input on the outside break you, you feel first there's not much
resistance, nearly nothing. And in the next moment comes a
lot of pressure because on the trailing edge, you create this
ratio and you get a lift upwards.
And this makes like the movement you pull, you feel the pressure,
you stop. And this short movements with
the hard short inputs creates the lift on the trailing edge
up. And then you got the collapse as
well injected by the pilot. Oh damn this is so fascinating.
I never thought that trailing the lift point goes back to
trading actually, because this makes so much sense now.
And, and this has happened on a lot of videos and they get a lot
of videos to watch and say, hey, can you take a look what has
happened? I said, yeah, it's the new
wings. And there is something you can
feel it. Maybe people flying in C
category, high B. And as well my girlfriend, I
told her you have two options now.
Fly with more brakes on both sides and you will feel it's
more solid, it feels stable. Or the other thing is leave your
hands up and let the profile work for you.
If you're a little bit on the brakes in toggling conditions,
you feel the wing is moving much more.
This is a very important thing. Now keep a little bit of contact
in flying. That's important to do it, but
it's depending on the wing for sure.
But if you go a little bit on the brake, it means.
You you get a little pull on the trailing edge.
That means a little pull removes this little S shape so it cannot
work anymore by themselves. But to stabilize the wing, it's
too less break. That means the this little break
way, it's not nice anymore. It can it make you more nervous
in the air, more movement than it is in the air.
So there is not any more the time to fly a little bit on this
brakes. The second thing is if you go a
little bit more on the brakes, I'm talking about 2025% of
brakes in top line conditions. We have to learn steering
differently. We have to learn steering more
with releasing brakes to make a turn with releasing outside.
Because if you go on tumbling condition and you're already on
25% of brake and then you enter a turn with pulling more brake,
you create a very tiny pendulum outside of yourself, right?
Because you have no energy anymore in the system or less.
Please explain creating pendulum outside of yourself.
What does that say? If you that means if you if you
have about 25% of brake, you shift your weight to the inside,
then you go a little bit more on the inside brake.
That means the wind goes low along the inside and tries to
make your movement left side forward on.
If you put on the left side, you are working on the opposite side
with your body. That means you're going outside
right side. It's a double bendalum.
But if this bundle lung is going outside and it's too less and
you can't do the turn anymore because you're going to the
little bit outside to the right side.
If you do a left turn and if you want to turn further, your
pendulum is working again, your pendulum into centre of the wing
all right. And then the pendulum is working
against you because it's not stopping in the centre.
It tries to go to the other side.
Then you feel why is it not turning and you pull more on the
inside and then you are close to a stall point with about 50% of
brake because your pendulum is not working anymore and you lose
speed in the whole system, not just in the wing as well in
yourself. And and this thing is like, we
have to learn more With releasing, you're only able if
you control your body. If you're sitting with full
tension, full muscle power, it's super hard to release because
you have to work against your muscles.
And now it comes together. You understand why we have to
change the movements, what we do and we have to go back to basics
and learn in basic maneuver our own body movements, All right.
I somehow feel it is so important for for us to bring
out this point. We as pilots in our community do
not spend enough time on a wings.
Everybody is so keen to upgrade to a high B as soon as they
start flying that those wings bring more anxiety into flying
than they bring value, at least in the early hours.
And A wings are the ones which will allow you to fly as relaxed
as possible, sometimes hands free as well, which I do not
recommend by any means. I'm just letting you know the
the relaxation behind flying a wings.
So I think inherently ES community just made it that
first fifty hours have to be on a or some certain threshold.
Then pilots will be much more relaxed as the progress in their
own flight because they've seen the the easy side of flying as
well in the beginning of their career I believe.
Yes, OK, because for me we have some a wings.
Let's talk about this. We have some a wings that that
long steering ways and everyone have his own sense of movements
and say, OK, if I pull them out my hand down about 25
centimeters like this and I was waiting for react, I'll be I'll
be waiting for a reaction. If I do something, I want to
have a react. If the first 25 centimeters have
happened, nothing. I pull more and then I learn I
have to pull a lot and more and more that there's moving
something and there comes a swell something together.
What we what to say about harnesses And for me, if I think
about if I have to calculate how a system works, 60% is the
harness, 30% is the wing and 10% is the pilot.
And that's not what I say about skills.
I say just the system is working.
The harness is much more important for how a system is
working. And for the pilot, the 1010%,
what I say depending a goal with 50 kilos, it's much more harder
to shift the weight than if you have 100 kilos.
It makes more reaction and the swell.
This is all you have longer arms, shorter arms.
It's different layers on the arms.
And if we think about harnesses and the schools with the no and
the German Austrian market style, it means a lot of weight
shifting in schools means we do a lot and say rolling winger,
little winger was we fly come on, shift your weight and pull,
shift your weight more. I think a lot of pilots out in
the out there know already the harnesses are blocked.
They are not a they're you're not any more able to shift that
much weight. Yeah, we have cross here, we
have the harnesses. If I think back in the time when
I start flying into my first acro flights, we had carabina
attachment about 3236 centimetres above the seaport,
much lower than now. And in the competition harnesses
the cross lines block your harness for flying on speed
bump. What's block me hard?
The amount that means if you go on the pot harnesses for
competition as well like in the lightweight harnesses, one or
two to have it already that you can just align to block your
weight shifting for flying on speed bar.
I agree there's a there's a setting in the harness that
makes it more or less sensitive. And all the new harnesses, I
have to pick out one now. It's like very easy of what one
if you try to weight shift in this harness, you will see
there's not much happen for weight shifting.
And the question for me was we talking in the schools, tell the
people shift more weight and the manufacturers go there and block
more and more. The harnesses for me was the
everyone was talking like Mickey Mesler say, wow, that's hard.
Yeah, because they block it more and more.
We can't move the body more and more.
It's harder to move the body to to shift the weight and then
say, OK, you're right, that's maybe not good.
And then I start thinking what was happened about efficient and
guide range the last 10 years, a lot.
We're getting faster, we're getting more dynamic in the
wings. Maybe there was a communication
problem. The manufacturers see if we
leave the harnesses full on with weight shifting, the wings get
too dynamic and are unable to control.
And now we come to the problem we learn in school, shift full
weight, shift your weight, shift more your weight.
Then you try it with your harness in the air and try to
move your body. And then you come to a point
where the harness say and to this point you can do it and
then not and sure you can press with full muscle power over the
harness and get more reaction. What has happened if you go over
the harness from the weight shifting, you need muscle power,
you need tension in the body. How precise can you use your
brake and and then it's it's and the people learn blocking and
blocking and instead to learn using the brake to pull it
right. If you have to, if you have to
think like in a little roll, like a little wing knows if you
have more, someone with a wing is a little bit of feeling for
the brakes and you tell them shift your weight, pull a break,
do a little bit on it and change to side.
If you do it three times, you are higher than 90° and you're
starting wing overs. If I sitting down as teacher,
I'm scared. Sure.
If it's the fourth, fifth flight and you start with this little
wing overs and someone with a feeling and do it right, he's
super quick, goes to 90°. We have the problems.
OK, I'm scared of it as teacher. And that's right because after
90° it's easy to get collapses out of his drawers and stuff
like this. But you're not learning the
right movement of pulling a brake and more important is
releasing a brake. If you think about nearly let's
let's go back to a collapse because I think that's a
movement, but a lot of people know what has happened.
If you think for a collapse, you got a 50% collapse, you go on
the side, the wing starts rolling and got a nick moment
and moving forward and you start breaking the opposite side.
That means you have to pull the opposite side.
The wing is a little bit in front of you and then when your
puddle and works and you understand that you have to
release the brake, right? What is the exit of the
maneuver? It's not the pulling, it's the
releasing moment, OK? Letting it fly, basically.
Yeah, depends. Because if the column stays
still in, it means you have to precise your releasing.
If you stay too long on the break, you immediately turn to
the opposite side. That wasn't happened 15 years
ago, OK, This is the moment, this is the efficience of the
wings change our movements, what should we do?
Why should we react differently? And it's more important the
releasing part, if you think about as well, if you do a turn
right and just a normal 90° turn for landing approach doesn't
matter. You go in, you pull the exit of
the turn is releasing. For me, it's like barricading is
A4 dimension sport. It sounds a little bit crazy.
Maybe it's not important where to entry a turn, but it's more
important where to exit right, the United Degrees turn.
It's more important where I come out of this turn and this
steering is the releasing moment on the brake.
It means the releasing is much more important than the.
Bullying, yeah. Before we move on to the next
topic, I just want to quickly touch up on the fact that when
you were giving advice to your girlfriend about flying either
with a little bit of brakes on or no brakes on 2 liners.
This does make a lot of sense 100%, but first question before
we go to lower category wings. How do you?
The second sorry because the semi girlfriend it wasn't it was
a mentor 7 it's not an high expected.
Ratio in, but I just want to look at this direction from A2
liner perspective. They are super stable which
don't talk back to you that often.
How do you anticipate collapses or rough air or how do you stay
in the best possible position to have ideal reaction or close to
ideal reaction when it happens if you're not on the brakes at
all, if you're letting the profile do the S shaped thing
all throughout the slide before the collapse happens actually.
We're talking about active flying, exactly.
In the trainings with Haldem, stay relaxed, follow the
movement of the wing. It doesn't matter if it's a
collapse and negative spin. Go with the wing, go with the
flow. And I focused on myself lying in
rough conditions on speed bar. No, I'm not that relaxed in the
harness. I keep a little tension on my
body. I stay in the harness leaning
back, stay connected to the harness, try in the position
with tension to realize when is something happen.
And as soon I feel I lose tension, maybe on the left side,
I release my tension in the body and follow the wing admit I stay
on tension and I feel my left carabiner drop down.
I lose the tension. I release my tension in the body
on my hip and and let the wing take from my body what he needs.
OK and there is somebody say I go actively.
If I feel I lose the brush, I press in and saying yeah, it's
working. But the question is do you think
with active pressing inside this side, the wing get exactly that
what he needs? Most of the time not.
And this is where people get a lot of roll moments or wing
rolling moments and pitch moments out in flying on speed
bar. And I hear a lot I cannot fly
straight on speed bar. I start rolling all the time.
This is especially these tension.
Makes a lot of sense, but let's say when you're connected with B
risers, your own bar B riser is the most efficient way of
handling it. With brakes it's a whole
different way of active flying. With these.
Also you have to put in a lot of effort in correcting or
anticipating distortion of S shape is a little less on the B
risers. I completely agree with that
because they're connected at a different point in the trailing
edge or or in the canopy. But does it make sense to stay
more active on B risers otherwise as well when you're
not on the bar because they distort the shape a lot?
I fly a lot of time just on the B risers without bar because
it's the same. It's depending on the conditions
for sure and I use the BS as well just going straight away if
I want to have the full efficient of my wing.
I fly on the BS as well without speed bar because it's working
well and there is no reason if it's normal air why I should go
on the brakes. It's a changing of the flying
style and it changed. I go on the bees as one.
They use it like brakes, just in a shorter way.
And on the two liners depending I I use it in a little bit ratio
pulling it back or go a little bit on tension.
On the B rises, you get more give you get more rough air.
I got a little bit more intention to be on point if I
have to do something. And sure there are moments where
there is too rough and you got a collapse.
If you got a collapse, you need the B rises.
You have to change to the brakes.
That means that's a training moment to change it.
But if you have a collapse, most of the time in the first moment
your angle of attack get higher and you create a pendulum.
If the wing is behind you, you can say thank you because you
have time to release your B light risers and go on the
brakes. That means the lump is a good
movement because it gives you time to A. 100% but what I'm
wondering is especially high expectation wing is B liner, B
line the new brake line for optimal flying performance.
It's the option to help the wing stay solid above you.
Yeah, it's not. It's not the same like a brake
line because you're not really breaking down or pulling down
the trailing edge. It's more to help the wing to
create more of this technically features what you have.
Does Hazop flying exist in real world flying conditions or is B
Riser flying the most optimal way because it lets you connect
more with your wing and the corrections are easier than
hands up flying or anticipation of the corrections needed?
What's your take on that? Be careful because if you go
straight and want to fly on efficient you are go on B and
let the wing fly. If you go on three liners or 2
1/2 liners, it's important that it it has APC bridge about
connection because there is the idea like because you have to.
It's a little bit hard to explain without showing.
That means if you have a wing who is ABC and there is no
connection from C to B, that means you're just pulling down
the C and you have a deep profile before you and you make
it hard Nick inside there is a possibility to stall your wing.
OK, this is the hard thing like to which wing I can which would
I can use the sea steering and normally the manufacturers say
in the manual this wing is constipated for sea steering.
I cannot say for all yes use the sea lions.
When you do your license, you should learn steering on the sea
lions. Important thing is if you go for
sea steering without the BC bridge, a connection between
these two risers, you have to be very gently on the sea lions.
Makes sense. Another question just popped up
in my mind about the minimum sync.
A lot of times while I was progressing in the sport, there
was a point of minimum sync with a little bit of brakes and
flying, that kind of a thing. How do we apply the concept of
minimum sync when we are on two liners or on BB risers?
It's interesting because I think the minimum sink rate is not
anymore on this 20% or 15% of break.
If you look about, I think we should start from best guide
ratio that's in the middle category of BC that change the
position of minimum speed. A lot of pilots are now using
weight shift on the outside keep more brake on the inside or some
of them as well steering with BC on the outside because yeah this
has happened now because there is the more efficient minimum
sink rate on it. So that change a while the
techniques on a high expected ratio.
I'm sure it makes sense to make the best guide about 40 fifty
60% of speed and not precise. I didn't test it.
That means nearly is no brake is minimum sync rate.
If you go a little bit on it in the first moment you change
something, that means you create speed to altitude.
In the first moment you have to check on which position of the
brake is it, but it changed and it's different which when you
have. Where is this?
Point got it. The more you fly it out, the
better you are able to answer this question for your own
flying and your own wing. I guess that is the conclusion
here. All right, let's start with
saying that pattern lighting kind of started modernizing
itself about 10 to 20 years ago. Sometime in between that is when
the wings were getting super efficient, we were seeing leaps
and bounds in performance. A little bit of R&D started
coming in a professional manner. However, the word SIV, I'm
pretty sure 90% of the pilots don't even know how to say it
because it's so. The word SIV has stayed as it is
regardless of how difficult it is to pronounce it, and there
has been absolutely no changes compared to the advancements in
technologies. Why did this happen?
What's your take on this? Like why?
Links have gotten better. Pilots have changed their hands
off flying, yet nobody basically gave a damn about safety.
So why? Why did we never see an
evolution in safety training all this while?
Why? I think it's hard because in
this sport we teach a lot the based on the wing, the wing
shouldn't do this, the wing should do this.
You have to do this. And no one explained why we
forgot about the pilots. We have a super hard analytic
stuff for body movements because if I bring it on the airplane, I
never saw an airplane. But the main tale is working
opposite to the wings. If the airplane goes in the
turn, the whole airplane is turning to the side.
For me is the body of the bylot is part of the aircraft.
And then you have to think about the steering part of the wing.
That's your two arms and your hand and you steering a wing who
is 9 meters away from you. You are changing angry of the
deck on the trailing edge and you're waiting for an
aerodynamic reaction. That means we have to separate
focus and it's super hard to explain what are the body
movements in different situations.
That means we have to learn steering the arms separately of
the body and sometimes the body on tension and sometimes
following the movements. Then about tension in the
shoulders and back, and there was no one who was thinking
about this complicated movements of the pilots.
Everyone was saying you have to pull there, you have to pull
there and that's it. And it works.
It's not a problem, it works. It's not wrong.
What we did until this time, everything, what we are, what we
create in this sport, it's a learning process.
And now we think about one of the first part of guiding, 1989
or 1987 were to start with parachutes running down from the
mound with a greater ratio from one toe.
And it was a big development. And now we are in around 40
years of power guiding, getting better and better in everything.
We learn something, bring something from other sports into
it. It was a pioneer sport like it
was more explorers who go there, go power guiding, introduce
themselves and if you try a long time in paragliding and you be
focused on yourself to getting better and better, you will find
only one solution to perform it in a perfect way.
You learn your body movement automatically and no one thinks
about what I'm doing that I can perform that perfectly.
And this is sometimes so precise.
Small movements makes a difference from the huge call
ups to smaller columns. This takes time and then it
comes commercial. A lot of people starts flying
and the time to get your license was getting shorter and shorter.
We have short time to bring the same into it than before.
And before Gaia wasn't that efficient.
And so they give you more backup in the end because there was not
so much dynamic inside. Sure, it was more risky about
stalls, spins, because it was not that efficient, OK, but that
was like, OK, you should block everything and work with your
body because if you stop the collapse with a 20 year old
being full on the brakes, you will stall them.
So that means the fashion exchange.
And this takes time to bring out to the wall because we have a
lot of park having teachers to teach already 2025 years and
they see my old technique still is working.
Yes, it do they do the technique.
The old techniques are still working.
It's not the big problem if you have to be pre if you're
precised on your weight shifting.
OK, if you learned that a long time, you can do it.
But to learn it faster and more precise.
There's other way we can do it. And for me, if I tell someone,
shift your weight 15% to the right side, super hard, right.
If I tell you take your right side, breakdown 15 centimeters,
take it 5 centimeters deeper, release it slowly.
It's easier to teach. That means there's a lot of
teach techniques inside. It wasn't developed in this
sport. If you go back to skiing, you're
not starting with the high advanced carving skis, you're
starting with basic skis. And if you watch the ski
instructor, he will adjust your movements in the legs, your
tension in the knees, your movement of your upper body to
stay in the right position on the skis.
Then you Start learning the first movements.
So that means to spend a lot of time on body movements.
We never did that in the sport. We did it just in tiny things
like installs where we say keep tension and and the old thing
was as well. Like if something happens, go
upright, make yourself tiny in the wing that you will not get
twisted. And this was a swell because I'm
flying in my my trainings. I try to teach all my nerves
this one importantness with straight legs and.
Wow. Yeah, because it's like you fly
the harness in this position, so learn to use it.
And it was last week I got a guy a guy comes out and try to fly
sat sure with straight legs and he over pulls the entry.
He get full spin a full spin in with straight legs no twist at
all because the twists not coming from straight legs.
Sure there is more resistance and stuff like this it makes a
difference, but the most twists are coming from a block tip.
It means if I have a negative spin and if I say OK I have to
follow now because it's happened.
You can't change it in this moment, it's happened.
And if your hip following a negative spin, remove the
pressure from the positive side, that means you're following with
the wing or say go with the wing.
You can't change it now and now you have to exit it.
And that cause releasing and not just hands up, it's bring your
hands up, bring it from negative to positive flying, controlled
releasing. And what happened with this is
we got a lot of problems in spin stalls, speeded collapses until
we change the techniques we had. I had this year about 2020
trainings weeks. I have about 5 or 6 rescues.
OK. And really I would say 8085% of
this students as well fly stalls and spins.
If I think at the old time we had three to four rescues per
training weeks, that's. Quite a difference.
This is and this is the result. There is much more behind than
just to do the maneuvers like this.
For me it's more like start with super small collapses, learn the
movement and to learn you can react on it.
You can change direct with your body movements and this changed
in the last years more and more and they can see the results.
I get the response from people outside to say hey I'm still
training. I used the store to clear
cravat. Someone told me last time more I
get the huge collops close to the wall and it was so hard to
get into it because of he say I go into it as well if I fall to
this wall where I'm flying. But I got it corrected and
wasn't a problem. And Tennessee it makes sense in
the trainings. It's not about to destroy the
ring and hopefully it's flying again.
No, you got the chance to repair it.
Not all the time depend on the situation of the metrology about
the double Lancers and rough air.
But you've got chances if you train yourself and not doing.
That makes so much sense. I think I'll let our audience
process that for a minute. What I'm wondering is, I think
we might have covered a lot of the points for this question in
our talk earlier, but fundamentally, the normal SIV is
teaching us to control the wing, and safety pilot coaching is
teaching us to control ourselves and the wing.
What's your take on the define? Hold on please with this there
are there are a lot of good Sovs.
OK, then what I see is that doing good things and for me was
it to change the name precised on that to give a wake up call
and say don't pull Justin Manerus think more about the
pilots go to each pilot where he has to step on his next step.
I see some trainers are not flying anymore.
OK. If I'm not flying by myself any
more than Minervas and go with the techniques and try to think
it's for me as well. It's hard because I work a lot
and I have to stay on time with the Minervas and try to new
things and try how it reacts. Especially I can't fly all the
combinations we have on the market.
And it would be great if we could create something
international to bring experience together and find new
concepts to create it better and teach the peoples better for
safety. That means it's not just this
SPC is the maximum of everything.
It's just a beginning of thinking differently, more for
the pilots. OK, And this is, for me, very
important message. I don't want to stay there and
the shrimp is SPC or something like this.
This is a very important message because there's so many good
trainers out there and we start slowly get connected to each
other and talk about discussions.
Podcasts like this bring us together because it's super hard
to talk with French, so we train us, or with other ones because
about language as well. Like English is not my native
language. It's hard for me sometimes to
find the right words. But in Turkey I saw some
trainers teaching nearly the same concept with movements to
show it. But if they do it intuitive or
on purpose, what do you think about?
But there are a lot of potential what we have to bring together
to bring sport up and make it more safe. 100% agreement, and
that is one of the reasons, as you mentioned earlier, that
paralleling Atlas exists to bring out such knowledge to the
audiences, regardless of where they are in the globe.
So massive thank you to you and all our listeners for being a
part of this tribe I'm building here.
Keeping on with the topic, how do you assess when a new pilot
comes to you? Let's dive right into the action
of how SPC works. So day one, somebody has signed
up, shows up with all, let's get what is your To Do List?
How do you take it from there on?
And then in short, the 1st is I take a look at the adjustments
of the harnesses, that's all the pot harnesses.
I explain how this works, the different of weight shifting
about releasing tension in it, how to work to deal with the
different layers in this harness.
And for me is I think a lot of peoples fly with too much
tension in the Botanus. I showed them the different
movement in a simulator, how to follow in a turn.
What's the difference? If you block the hip, you will
feel it immediately. They see a lot of them that go
1st and show them the difference.
Now let them press on this like press on this like see the
difference and see what it's really completely different.
Then I show them the body movements, the right pull
movements for the difference. Every pilot has a different
movement. Somebody have a problem with the
shoulder, can't do this movement.
OK, let's find a way to sort it when it comes together.
And then the next thing is we go to theory.
And I do a lot of theory because it's for me, it's not important
that you can remind everything I talked about because I tried to
talk about the 20 years of flying in short time.
For me it's important that you understand why it is like this
and then begin for flying. Watch the videos on and start
basic maneuver speech pandalong this maneuver you can learn so
much. You have to fly it in as slow as
you can to see your own body movements and to realize where I
am in this maneuver. And then we going step up from
collapses to negative spins to stalls.
For me, every maneuver I step up, it says I create this word
pulling. It's 30% flying, releasing a
brake in the right movements, different speeds, it's 60% of
flying. To bring this together gives you
the option to fly clean, spins, stalls.
It's falling and releasing together and this brings your
skid levels higher and the rest 5% maybe. 10.
We are passenger. Makes so much sense.
Let the Destiny players fart. OK, but there is this one super
thing like because if you have the high angle of attack with
the grand pendulum, the wing is behind you.
Yeah. OK, just one thing.
If the wing in the pandem, you swing forward, the wing is
behind you. That's what.
I've heard so far. The question is why for me?
So then if some somebody told me something, I ask why?
I think my answer was I am pretty sure I can speak for
majority of my listeners as well as do you.
Don't stall it even more or deform the trailing edge even
more so that the energy with which the wing has gone back
doesn't build up even more. So when it shoots, it's not
going to shoot like crazy. The answer of most people is
because if I break it behind me, it stalls.
This is the answer of 80% what I get.
All right. Because in school, if the wing
is behind you, don't break it because you stall it.
That's super interesting. It comes from acroparaguiding.
If you try to stall the wing in the high end with a pendulum you
get longer breakaways if longer steering ways.
It's super hard to explain without a video but there is I
tried. OK, I tried this last Panerva to
explain. OK, you create a pitch pandalum
by yourself, you break, keep it release and as long your
pendulum is working, you have a lot of reserve in the system.
OK about stars, if you ever had on the takeoff, you lift up your
wing with less wind, you keep on walking and you try to stop this
takeoff. OK, I think just in mind, bring
the wings above you. Less tension, less pressure.
How deep you have to break that Your wing fall down again a lot.
Maybe their arms are too short. OK, when you have to pound
alone, you go forward. The wing is behind you.
In the moment when this movement stops, how much weight is on the
wing of you? Less.
It's almost wages. That means you have longer
steering ways, but if you break too early, it means you stop
behind you. They're moving wing forward and
then you try to stop the wing straight above you.
What has happened with your pendulum?
Your pendulum from the pilot will as well stop.
And if you stop the pendulum from the pilot and the wing, if
you break too early at the wing above, you go straight a little
bit forward. It stays a little bit of
pendulum. You go under the wing.
You have still the brake on it. Now you have to release because
you you reduced with this movement the speed from the wing
and the pilot. That means the speed in the
system is less. If you go on a little turn, your
wing will spin in a negative spin because you have no speed
in the system anymore. Yeah, the.
Air state is OK. What is happened?
If you leave your hands behind up, the pendulum is working OK
and then the wing comes above you, you swing back right.
That means if you start breaking your wing when your pendulum is
you are in the center, the wing go forward, you swing backwards,
then you go on connection point and then forward moving.
You go deeper on the brake faster.
You stop the forward flying movement of the wing.
You can go full on because the angle of attack is slow.
You have a long breakaway again. If the pendulum change like
this, you start releasing and you keep the speed in the
system. This is the reason why we should
stop the wings above a little bit in front of us.
This is important for the new wings with the S shape.
If you use the brake, use it right and more, but in an angle
where the wing can take more breakaway.
Most people break too early. If the wing is just about 10-15
degrees behind you and coming forward and you brake already, I
all them ask the people on which part of the brake you have the
best reaction in, which part of the brakes you have reduced the
most speed. Think about landing.
If you come in nearly open brakes, you go a little bit on
it, you go straight away, You change speeding altitude right,
you make a nice flare and you lamp.
If you come in with already pulled 40% of brake.
We all did it already, but it hurts if you start to freeze
something. It's nothing of freeing, it's
just a dropping. Down the whole different world
with two liners. I I I paid the price not too
long ago so I I couldn't walk straight for next two days.
And this is for me as well. This is if most efficient brake,
they are the 1st 30% of brakes and this 30% of brake to use in
the moment when the wing starts really creating speed forward.
This moment you have to use this way specially now and then.
This is not above you, it's a little bit in front of you and
that means any connection point in the pendulum and when he
starts really pulling forward. In this moment I used 30% of
brake reduce, the maximum I can reduce on the brakes and if the
pendulum goes further, I can brake slowly deeper and support
him. It doesn't matter if it stalls
in front of me, but when the pendulum change I'm going back
under the wing. I have a long way to releasing
and keep the speed in the system and on the pendulum back and
releasing the brakes the angle of the deck get higher, that
means the chance of the collapse is less OK.
Interesting. It's a lot that maybe that your
podcast. Yeah, this has to be.
I can try and publish this video as well if it works on Spotify
platforms, but we'll see. I feel like I should meet you in
person with all my camera gear and stuff like that to make this
more enriching rather than just an audio one minute.
I think a lot of this like this French exit 1 in this trainings
from exit from high winger was in straight climb up.
Yeah, you have a long time to think about what they're doing.
Do you have a new climb up? It feels like a minute, but it's
a free 4 second climb up and the people break to stop the wing
too early and get more shootout that tell them hey wait and most
of the time they go and contact a little bit break 15% of break
and the adult stops. They can't believe it's it.
OK, sure, it's clean situation of a delay for me.
I'm lazy. I want to have this last
reaction the most efficient out of it.
Of course that's the way. To be honest, I think
competition flying must have helped a lot in this kind of
thought process because that is all about efficiency and
maintaining the energy and not wasting it.
I think we should be thankful for two liners and all the comp
players for coming into the sport in a structured way.
R11 era was a whole different time, but today's flying, as you
said, people are controlling BC rises on the outer end of the
terminaling core and all of that.
That helps a lot in my opinion. But for anybody who's listening
to this, if they have to start preparing for this kind of
thought process and glider handling, what are the steps
they can take to try and inculcate this?
Of course you are doing your own bit and people are in different
possibilities where accessing you or a trainer like you, the
possibilities are only so much. So wherever they are, if they
want to try and fly towards this direction, what are the steps
that you recommend people follow so they can become a safer pilot
overall? First I think is take time.
Really give yourself time and try basic maneuvers.
That means go for pitch pandalum, not like what we did
early times. Pull it until you get a frontal
cut up. OK, that's not to sense out it.
Really realize your movements, the movements of the wing.
Fly it slowly, take time for it. The next thing, if you go in two
liners, it's important to get a little bit of consequence in
negative spins because this is the fastest and efficient way to
get Kravitz out. There's maybe one very important
thing for me because I saw a lot of time to get Kravitz out with
a negative spin or pulling brake.
The important thing is do it on a high angle of attack.
That means when the wing is behind you, not in front of you.
I see a lot of accidents where people try to pull out the
Kravitz and going in a turn in a spiral dive going into they get
out there to get out. Maybe they grow up but the angle
is so the wing is in front of them and got the opposite
collops like a cascade. The only right way in my opinion
is clean a wing in when the pendulum is working, it is
behind you. You can pull long breakaways,
you have less pressure in the right moment, and the wing
cannot enter in a turn when the pendulum is working behind you.
Get confidence on this one because that's the fastest way
to clean it. And for my opinion is it get a
little bit confidence in flying stalls with the swings.
This is the only thing we have. It's not about to do a clean
stall to get perfection. I want to have a perfect stall.
No, it's not the important things.
Get confidence if you have a big cravat you are you are able to
stall it and maybe get this crowd out.
This is the only things we can do 2 liners.
We have folding lines for two liners and in my trainings
before we go to foldings line folding lines, you have to get
some practicing on stalls because foldings line folding
lines are not easy to use. You have to learn how to use it
and there are maybe some backups on it because you put it in the
wrong direction. Too hard, too much out, too much
inside. You don't release.
It's it's super easy to get line overs to get this out.
You only have a chance with Storm.
Full Stone Yeah, yeah. As we are approaching the last
four of the show, Helmut, the thing just came to my mind that
as a trainer, as somebody who who, who is responsible for
people's lives when they're teaching them safety, how can
SIV trainers develop this kind of mindset or outlook on on SIV
trainings? And how can they learn from
safety pilot coaching and bring that into their current SIV
trainings? Think about your own skills,
your own movement, what you doing, how have you your how
your attentions. Try new things, try flying the
maneuvers straight by yourself with straight legs.
Teach Tipper to deal with the harnesses. the Super interesting
thing was one year ago I did private coaching, more like a
learning process for myself too. There was Adi Giseka is a well
known photographer I think, and there was Melanie.
And there was as well, Michel Maura, the brother of Triggly.
I told him about his movements and he tested flying collapses,
balls with straight legs. He was super scared at the
moment because say, what's new? And I was super scared to teach
him because I'll say how I have the right to tell him a 10 years
experience test by that to do something new.
It's me on the radio. I can't tell you anything.
And he was like, well, I'm flying now out like a Stew.
That for him was as well scary in this moment.
And he tried it. He tested the speed.
It collapsed with AB wing mid B wing with straight legs.
And he says I'm impressed because it's not anymore to
react to what we get when we test it, stay on speed bar
different things. And then he go for stalls and
helis in straight legs and he say, oh, that's working.
But here's one. But he on the other hand, he
says, well, I'm not sure normal pilots, people, they learned it
in a different way, can change the mindset to this setup and
say, OK, that's my job. This is one like try new things,
try to fly the straight legs, try to think look on your hips
what you doing, how your attention where you move.
Important is let people do mistakes.
Don't be oh that was bad. That was not perfect, but you
have to do mistakes that you can learn something out of it.
And this mistakes should be not on a rescue.
It should be possible to clean up.
That means look at the people precise what they're doing with
their arms. And I think everyone who is
already some years in flying find himself like me.
I see like a sea star, the arms and legs spread out and in here
because something happens. It's happened to me.
Like if you're going upright from the heartless, your legs go
anywhere, your hands stay anywhere.
If you get a because it's a stress moment and then you go ah
what I'm doing and that's OK to see human reaction but then tell
them it's OK. Find back in a controlled
position to realise it faster. Start slowly with the maneuvers
and give them a step up that. Makes so much sense.
I think staying calm for instructor is so important.
I've seen so many instructors abusing their students.
Not like does not make sense. The student is anyway shitting
his pants and you transferring that anxiety through radio is
not helping the situation as an instructor and student
accommodations. I was saying I think no one
lying out of the lake and say heli now you will shit your
pants off Now I fuck up no one go out with this mindset over
the lake and so my if someone fucked up anything I want to hey
come on keep calm. I want that he's keep on turning
again to doing something and if it's back to basics but he have
to keep on going. The TC OK it was a mistake it
happened. I got this few weeks ago.
It was like 2 guys were coming with Alpena and something else
and there wasn't a training. They had pulled all heart
collapses in from the first moment on and I could see on the
movie he take the A riser and you can see the A riser was
lower than his ass. Man, that's not a reaction you
will have outside there. Sure, there are sometimes super
hard collapses, but not like this.
But with this hard input, there must be very rough conditions.
And then you have to think about should I fly in this condition?
It takes me three days to remove them, to get little bit less, a
little bit confidence because they were so scared of the
collapses. And they say after the last
training, so it was like, I, I'm still alive.
That's not the idea of training. Slow down.
Find a way to push them up. Rise them up, rise, push them
together. I think this is a topic which is
hard to navigate and in the sport of Fahrenheit, I think
where there's so much adrenaline involved, but staying calm is
the key. The moment you let your heart
rate shoot up is the moment you start losing the game.
And that is what I have discovered over a period of
time. But I'm going to talk quickly
about maneuvers, the philosophy we have understood and how to
have a mindset while getting into this new style of coaching.
When it comes down to actual maneuvers, are there any new
ones? Are there any different physical
activities that you make your students do?
Or is it still based on the same usual SIV syllabus that we have
had over the period of years? I'm sure there is them and
nervous are still the same. We have to winger was we have to
side collapses. We have the ears.
We still have to be stall. We have a lot of different kinds
of spots. The stalls we create the spin
stall to get into a flying back position.
We have what I removed from the trainings.
It's the full negative spin just to keep it on over pull one
side, keep on going and thriller the same negative spin because
the SIM movement what is what I needed from going to acrobatics.
OK, we have the normal winger was we have the SAT.
It's a movement for me. It's the SAT at this moment
going to basic manner for normal SPCS or SO ES because it's the
only movement what we have what can simulate a little bit of of
an outer rotation proverb. It's the same moving direction.
And if I have seen it once, I can realize where I am easier.
Then we have the P steering, PC steering on speed bar.
They're trying to start on the PCs to work on the PLA and the
two liners as well. How can I stop?
What has happened if I pull the PS a little bit outside?
What has happened if I put it inside, go on wing or some speed
bar On the P lines that we have, sure pitch bundle pitch, but
alone we have pitch bundle long with speed bar and P lines.
How to change from P to breaks in which time moments,
movements, if someone get clean stalls, snap stalls so the
maneuver's still the same? I think you almost gave us the
blueprint of SPC without charging you Penny.
So that's very kind of you. Just to some curiosity of some
listeners that might be there. The easiest way to check out
more information is head over to his website, which grows LE
minus SHREMP f.com. Be sure to put.
That. Link in the show notes below
there. It's mostly in German I believe.
Is that the language? It's all in German at the moment
because I get the certification of my school in Austria this
autumn, this spring. And so it's all in the beginning
really to to where we want to grow up.
We want to do something in English as well.
The idea is maybe if I get the time to do some tutorials about
it, but. Before I wrap up the AI norm of
the one everybody's excited about it.
I was just looking at this PDF which was launched in the
skywalk in their sky bait harness in case you heard about
it. It detects collapsing.
I think it's about organs say rescue injection all of that for
literally they'll have a separate episode coming up very
soon for other students. Well like to do any thoughts
about future of airlining safety training?
What are what's your take on that ever be any of the sport
this? You choose hard to explains
depending what happened on the wings, but still it will be
basics because will be basic moments.
People say bomb. I don't want to go into it was
by swan into a draining because it destroyed my stuff and
they're right. We'll start what to say because
there could be some scratches that could be a harder impact if
a snap opening or something. But what I can say from my
wonder, if you step up slowly, the risk is less or maybe we get
any time, some certified trainings where some companies
say, hey, I will give you 3X1. Like if you're 2 Antos, I give
you that. People come and train with the
swings. We tried something with Nova
last this year or we say, OK, we want to introduce the codex, the
C2 liner for people who want to change to do an SOE or an SPC
with the this wing. And we got this wings from Nova
for using it for the SPC for the pilots.
It's a question of money because if you spend 1015 wings for
training, it costs a lot about if there's a pool of wings we
can order and say I need this wing with for some maybe
selected trainings. This will be maybe a future that
people are not scared to destroy their own wings.
Give them an option. Maybe something like this as one
was a question about if there's a possibility like the German,
Austrian or Swiss league, because there are a lot of
pilots who are changing the wings every year or every two
year and what use it wings to keep them in advanced for using
it next year for trainings. Maybe it's an idea to bring
people to go for a training. 100% love your point of view.
How do? Community feel a bit more.
Involved more safe first, but of course capital rules stall the
decision. So a lot of it comes down to
money. So we'll keep our fingers
crossed with that to be how cold to the end of the show.
Any closing pods before we say goodbye for now?
For me it's important if you try something out there, be careful,
do it slowly and for me it's very important to help my
students. If we go out and explain what we
have done, be sure you can explain as well why we have it
done. If you are not understand it
right or you forget something could be as well dangerous for
someone else. It means if you're not
understanding, clear what we mean of this angle of attack and
break there, there, there, there, there.
Think about take your time, make it sense for yourself.
If it makes sense, try try it slowly, but don't go out and say
he say that and do that. You know, it's really this is
what I say in my trainings. Say guys, I told you I explained
to you based on physics, it's good.
I know. Now you have to go out and prove
what I told you. Test it.
Let's watch the videos. Let's find if there is a wrong
angry, a wrong body movement, why it was happen, if we can
find it that you can understand it.
Let's repeat it. If there were some movements
maybe a 1/2 times in every training or saying sorry, can't
see on the movie, I can't see it on the analytics, I'm sorry, I
don't know, but important this. You have to understand it.
If it makes no sense for yourself, don't do it.
That's the important thing. Someone comes to me and say,
Eddie, do it like this. I say why and if there's no
sense behind, don't do it. This is the important thing.
Ellen, listen to your intuition. That is the key here and that is
what you're bringing out because of course, if you have the
knowledge to follow up your actions, then it's a lot more
intuitive. And then the confidence levels
and the end results are much, much higher.
Got it Heli, on that note, heartfelt thanks for bringing
out this brand new concept to our audiences and to the
paragliding world out there. Needless to say, kind of wait to
dive deeper into this with a more holistic manner in a video
tutorial or some sort of like that which we will connect on.
But for now, it's been an absolute honour.
Haley, it was a. Super nice, super pleasure to be
in your show in the podcast and thanks for trusting me, for
listening to me and hope to see you soon.