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What is up everyone? 
Welcome back to Paragliding 

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Atlas Podcast. 
In case you're new here, I'm 

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your host, Aninder Singh, and 
today marks the very first guest

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episode of 2025. 
And guess what, guys? 

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I kid you not, the content that 
we have for you today is truly 

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one of its kind. 
Now I know I'm using some big 

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words and there are endless ways
to hive up any episode that 

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comes out, but honestly, this 
one actually stands out from the

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ones we have done before. 
And the reason why I'm saying so

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is quite simple actually. 
Because the content that you're 

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about to hear can truly redefine
the way we take to sky is in 

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years to come. 
And no, that's not because we 

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have miraculously stumbled upon 
some ground breaking technology 

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or experienced the sudden Eureka
moment, but instead we are 

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learning how to better control 
our paragliders in a whole new 

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manner that only a few had 
thought about or visualized and 

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even fewer were able to do it. 
But finally we have someone who 

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says, hey, I'm going to go out 
and put it on public portal and 

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let everybody have access to 
this knowledge through the 

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medium of the show. 
Now to illustrate this a little 

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bit further, I want you to 
picture this. 

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Rewind the clock back about two 
decades when R&D on paraglider 

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wings and accessories was just 
getting started. 

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It was like more or less in its 
initial testing phases and hit 

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and try method was one of the 
ways to go. 

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But over the years we have seen 
significant advancements. 

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You know, wing designs have 
evolved dramatically. 

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New technologies have made them 
more efficient. 

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Harness manufacturers have 
redefined their products 

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repeatedly, going back and forth
with new and innovative designs.

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However, amidst all of these 
changes, there's one thing that 

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has remained constant, and that 
is the way we have trained 

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pilots to handle the wing. 
And to put it quite simply, the 

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SIV training, the safety 
training that we have for pilots

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has quite simply not seen an 
upgrade except for a few tweaks 

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and turns here and there, which 
are basically done on a personal

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level with an instructor. 
However, still, the core 

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principles of wing control have 
largely remained unchanged since

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their inception. 
And that is why today's episode 

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is so exciting, because finally 
we have an instructor in the 

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industry who has stepped up to 
say, hey, there's a better way 

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of doing this. 
And this episode is all about 

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sharing that upgrade, a whole 
new innovative approach to how 

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we control the wing, feel its 
movements, and eventually make 

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the skies a more safer and more 
fun place to be. 

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And not to forget, a more 
intuitive place to navigate 

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while practicing the art of 
flight. 

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So even though this episode was 
required quite a while ago, we 

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purposely decided to release it 
as one of the first ones of the 

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years, quite simply because 
there could not be a better way 

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to kick off 2025 then something 
unique, innovative and inspiring

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that sets the tone for all the 
exciting content we have lined 

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up for you guys in months to 
come. 

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So without further ado, let's 
dive right into this demo for 

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production. 
And as I always say, if you have

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enjoyed the content that we have
brought to you so far, do 

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consider doing your own bit, 
smashing that like and subscribe

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button or dropping in a rating 
wherever possible. 

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As these small acts of kindness 
go a super long way in helping 

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us grow the show, reach more 
people, and eventually make 

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paragliding a more safer and 
more enjoyable sport to be. 

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And now let me introduce to you 
today's guest, Helmut Shrimp, a 

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dynamic coach, an innovator of 
some sorts, but most 

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importantly, someone who's 
passionately reimagining SIV 

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training as we know it. 
And this happens to be another 

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one of those unfiltered and 
honest discussions about the 

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future of paragliding safety 
training. 

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So, TuneIn, and I hope you like 
it. 

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Helmut Shrimp, what an honor to 
have you and paragliding 

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athletes welcome to the show. 
Thanks a lot, nice to get 

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invited. 
We're so thankful you took our 

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time from your super busy 
schedule and you're making lives

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in the air better by training 
people at the pleasure's all 

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ours. 
Much to begin with, Helmut, 20 

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years of flying, 10 years of 
dreaming about this, and finally

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last two of actually realizing 
this. 

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What is this brand new exciting 
thing that you have in the 

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industry? 
Just let our audiences know. 

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What is safety pilot coaching 
all about? 

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All right, let's talk about 
let's start in the what we was 

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10 years ago was just thinking 
about the maneuvers, what we do 

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teaching in SOS and realise 
people coming flying the 

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maneuvers and sometimes leaving 
an SOV be more scared than 

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before. 
And that's and that's the 

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thinking about what I have to 
change. 

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What can we do? 
And it comes from other sports. 

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In the end, if you think about 
skiing, mountain biking, 

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anything else sports with 
movements. 

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Their year was going back to the
pilot, like how I move in a 

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harness and it's already 20 
years ago when I start teaching 

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beginner courses and we have be 
sitting in a simulator and just 

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trying to show them how to do a 
turn. 

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And if you sit in a simulator 
like this and the people sitting

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inside move and that just 
wrapped the arm and I feel the 

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tension in the muscles, what 
they have there. 

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And it was like for me with this
tension, you can't do a turn 

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precised. 
And from this moment I start 

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thinking and I realized later on
as well, it's happened in every 

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maneuver, every new maneuver, 
what you try to fly. 

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And so I start from the pilot up
to the maneuvers. 

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This is the main idea. 
Let's first bring the pilot in 

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the shape that he can perform 
the Minervas. 

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And you need something of this 
to start slowly and going 

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further and further. 
This was the is the basic idea 

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of safety pilot coaching. 
That means every wing already 

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can do nearly every maneuver. 
The wing don't have to learn it 

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as well. 
Yeah, I don't already know it. 

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It's more the connection from 
the pilot to the harness and 

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this is the basic of safety 
pilot coaching. 

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Love it man. 
I think the way you explained it

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is so beautiful that things are 
capable of a lot and what 

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eventually is made out of it 
depends a lot on the pilot. 

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And then this ideology of 
training the pilot to be good 

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enough or to handle those many 
hours or situations in flight. 

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I think it's such a wholesome 
way of increasing the safety for

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that person in flight. 
Just since this is an audio only

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podcast, I think the simulator 
that you mentioned is basically 

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hanging the harness with strings
and then sitting in that and 

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trying to move it, is that 
correct? 

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Yeah, that's right. 
And there's giving some 

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something more together in this.
If you think about if you're in 

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flight and stuff like this, it 
was like to explain a little bit

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what I mean is we have we 
learned in early times, me too, 

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in the time when I start, there 
is something happen in the air. 

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You have to block it down that 
move your wing, keep it above 

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you. 
And then when I start flying a 

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Chrome, it was more like work 
with the system, not against it.

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And we have to say like in 
certification tests, OK, we're 

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watching on ABCD certification 
CCC and get that information 

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from the wing. 
What directions are inside? 

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Collapse, speeded, collapse, 
front collapse spirals, 

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whatever. 
My job as a trainer is to create

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a pilot who can reduce the 
reaction of the wing, like on 

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the side collapse in the 
certification tests. 

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That means you collapse, you 
release, you do nothing, let the

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system work. 
And in the last years, it comes 

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more and more out that we should
go into the collapse side with 

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the weight shift. 
I know there's a big discussion 

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about is it good or not? 
But in the end, we are based on 

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physics, so we can't work 
against physics. 

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And that shows us less reaction 
in the trainings. 

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And sure, we have to be careful 
because we simulate collapses 

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from pulling downside from down.
In the true world, we are not in

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the clean air. 
We are moving air in different 

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reactions. 
What should we train? 

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We can train the wing collapsing
straight above us and take a 

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look how can we reduce the 
reaction. 

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And this is the most important 
thing at work with this, with 

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the system. 
Let let the system work for you 

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and take the time and realise 
when can you do a right input to

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stabilise. 
And that's not all the time. 

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At the first moment it means you
cannot react on something what 

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isn't happen. 
And there comes a lot of 

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reactions out, like what we see 
now. 

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We have troubles with side 
collapses where people assume 

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they can steering opposite side,
shifting the weight and turning 

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in the opposite side. 
And I think that's getting more 

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dangerous than the collapse by 
themselves. 

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And for me, the collapse on the 
wing is more like a protection. 

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It's not a bad thing. 
Sure, it's not nice because you 

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can't sit straight anymore, but 
it's in the end it saves us. 

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We had many years ago we got an 
Acura wing which was closing the

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cells when you go on the brakes.
It stays inflated. 

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It stays inflated. 
It was super nice for 

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connections, but when this wing 
starts shooting, you wasn't able

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to break them to stop them. 
It was impossible. 

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If you wind shoots in front of 
you and you got a front 

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collapse, you have to say thanks
in the end because if it will 

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shoot further, you can fall in 
the canopy and that's worse than

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the collapse. 
So just out of curiosity, why 

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couldn't the brakes hold it? 
But was it like physically 

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impossible to prevent that kind 
of force? 

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The brake washer getting that 
hard and if the canopy cannot de

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inflate the air cannot go out. 
It's staying a solid profile. 

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That means you can change the 
angle on the trailing edge, but 

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the movement the energy is still
in. 

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That's the good thing. 
On the para can if the air 

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removes this, destroy a little 
bit the profile and you are able

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to stall it. 
I think somebody told me 

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collapse is a safety mechanism 
for that modern day para level 

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exist. 
But this also brings me to a 

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point that I see more and more 
designers pushing towards 

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collapsed resistant wings. 
So are we all looking just for a

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street spot where they're harder
to collapse? 

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But then they should collapse? 
We have rust, we have reflex, we

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have two liners which are making
it harder. 

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So as a buyer or as somebody who
wants to go out and have fun in 

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the sky, should you look for 
more collapsible, easily 

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collapsible wing or hard, more 
difficult to collapse wings? 

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Or is it like it's a trade off 
that you decide yourself? 

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There is a lot of things to talk
about. 

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Let's start what you say Rust 
for sure the wing is able to 

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collapse in the front of the 
leading edge. 

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It means not he should. 
The wing should stay completely 

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up. 
It's more the training edge 

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should stay stable. 
Because I'm not a designer for 

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wings, I just see reactions, fly
the wings and see what happened 

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in the trainings. 
And I only can talk about my 

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experience, what I saw and we 
want to see what has happened in

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the developing. 
And we're talking about this 

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reflex profiles, especially in 
speedball flying as well what 

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the wings creating. 
We have to be careful a little 

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bit. 
If we talk about reflex, it's 

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not the true reflex like this. 
The what what has happened in 

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the last year is what I think is
because I flow as well in the 

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beginning, the R11 and from 
ozone and the swings and it was 

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already happened in this time it
was 2011, 2012 and we saw there 

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already some different movements
of the wing and after in in the 

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time it comes down until the a 
sector that means 3A wings 

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showing us some movement was was
happened 810 years ago only in 

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the high advance things. 
And what every manufacturer 

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tries to do is make the wings 
more solid to stay stable. 

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It's good as well, but it's a 
different flying style. 

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Now if I think back about 15 
years in school, we teach the 

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people, if you keep brake 
pressure all the time, nothing 

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happens. 
You can control the wing. 

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It was maybe wrong at this time 
too. 

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So we as well learn something 
that means we have wings. 

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If you go on speed bump, we have
to start with speed bump. 

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Let's go with speed bump in two 
liners and bring it down to the 

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lower sectors. 
OK, So what is let's talk about 

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the two liners. 
If you fly on speed bump, we 

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have to go on the B handles. 
That means you release the 

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brakes, they get us no brake on 
it, and then you go on the B 

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handles and try to correct your 
wing and stabilise it or react. 

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00:14:21,000 --> 00:14:26,600
Honey, why we have to go back to
the B handles because we create 

227
00:14:26,600 --> 00:14:29,800
in speed bar a little bit of an 
S shape profile. 

228
00:14:30,120 --> 00:14:34,360
That means the shark nose, the 
leading edge is working against 

229
00:14:34,360 --> 00:14:36,520
something what's pulling 
upwards. 

230
00:14:36,960 --> 00:14:40,840
They try to keep it nose down, 
but if something try to push the

231
00:14:41,240 --> 00:14:45,680
leading edge downwards on the 
trailing edge, this S shapes 

232
00:14:45,680 --> 00:14:49,640
tree opposite movement and to 
stabilize the canopy. 

233
00:14:50,320 --> 00:14:55,360
And with if you if you go on the
B lines, you help them to make 

234
00:14:55,360 --> 00:14:58,880
this asphalt bigger and 
stabilize and break it a little 

235
00:14:58,880 --> 00:15:01,720
bit. 
If you go on the brakes, you 

236
00:15:01,720 --> 00:15:06,240
create on the trailing edge on 
the trailing edge a ratio and 

237
00:15:06,240 --> 00:15:10,160
this ratio creates a lift. 
If you got a lift upwards on the

238
00:15:10,160 --> 00:15:15,000
trailing edge, what will happen 
in front will collapse and this 

239
00:15:15,000 --> 00:15:18,320
is how it works. 
That means that's why we changed

240
00:15:18,920 --> 00:15:21,840
to B steering. 
You can fly faster because 

241
00:15:21,840 --> 00:15:24,280
you're not going to break. 
You create not that much lift if

242
00:15:24,280 --> 00:15:26,960
you go on the BS. 
That means you keep your wing 

243
00:15:26,960 --> 00:15:28,760
more solid, more stable above 
you. 

244
00:15:29,480 --> 00:15:33,800
The same movements are now 
sometimes already in the A 

245
00:15:33,960 --> 00:15:37,040
category. 
We have A wings that have a 

246
00:15:37,040 --> 00:15:40,840
little S shape and the same 
movements, but then the 

247
00:15:40,840 --> 00:15:44,480
thickness of the profile and the
deepness of the profile is that 

248
00:15:44,480 --> 00:15:47,280
big that it makes not that big 
difference. 

249
00:15:47,280 --> 00:15:51,720
If you go shortly on the brakes 
in the high B sector, it's 

250
00:15:51,720 --> 00:15:54,120
already in. 
If you go on the brakes on the 

251
00:15:54,120 --> 00:15:57,720
wrong moment can create the call
UPS, it's more solid. 

252
00:15:57,720 --> 00:16:00,040
It's tested as well in the 
certification. 

253
00:16:00,200 --> 00:16:05,280
You have to keep it and it's 
working, but it's different if 

254
00:16:05,280 --> 00:16:08,360
you test it in still clean air 
or urine. 

255
00:16:08,360 --> 00:16:13,680
In moving air, this S shape 
already is working as well. 

256
00:16:13,680 --> 00:16:17,160
If you're not on speed bar, it's
a little bit tricky. 

257
00:16:17,920 --> 00:16:20,880
Let's let's talk a little bit 
about S shape for our audiences 

258
00:16:20,880 --> 00:16:23,400
who don't know what S shape is 
going to describe that and then 

259
00:16:23,400 --> 00:16:27,000
we can. 
All right, S shape means 

260
00:16:27,120 --> 00:16:30,880
automatic stabilisation from the
wing. 

261
00:16:31,240 --> 00:16:35,880
If the nose tack downwards, that
means the profile works by 

262
00:16:35,880 --> 00:16:41,120
themselves against the collapse.
This profile, it's especially 

263
00:16:41,120 --> 00:16:44,400
more in the centre. 
Let's talk about 60% of the 

264
00:16:44,400 --> 00:16:47,800
centre and in the outside it's 
less. 

265
00:16:48,560 --> 00:16:52,040
Centre cells are maintaining yes
profile more and the ring tips 

266
00:16:52,040 --> 00:16:55,760
are in your. 
Let's say depending on the 

267
00:16:55,760 --> 00:16:59,800
construction, how much of the 
profile have this shape, it's 

268
00:16:59,800 --> 00:17:02,800
sometimes more in the middle, 
it's more, it's going outside, 

269
00:17:02,800 --> 00:17:05,119
getting less and something like 
this. 

270
00:17:05,760 --> 00:17:10,160
Let's stay on two liners first. 
If you have two lines, A and the

271
00:17:10,160 --> 00:17:15,800
B, if you if the airflow around 
you change the direction and 

272
00:17:16,160 --> 00:17:19,880
it's coming upward movement or 
downward movement of the air and

273
00:17:19,880 --> 00:17:22,960
the wing try to go into the 
stream. 

274
00:17:23,560 --> 00:17:28,240
That means maybe the angle 
change and the wing try to go a 

275
00:17:28,280 --> 00:17:32,680
little bit downwards with the 
nose to to to change this angle.

276
00:17:33,240 --> 00:17:37,000
If you especially it's not on 
speed by now I'm just talking in

277
00:17:37,000 --> 00:17:39,640
normal flight. 
That means the nose go forward 

278
00:17:39,640 --> 00:17:42,920
and the end and try to if the A 
lines go a little bit down, what

279
00:17:42,920 --> 00:17:45,800
will happen on the B lines? 
They try to stay up. 

280
00:17:46,360 --> 00:17:51,240
That means it's the same angle 
for a short moment like you stay

281
00:17:51,240 --> 00:17:55,600
on speed bar. 
And we see that already. 

282
00:17:55,600 --> 00:17:59,560
We have a lot of videos on 
Instagram YouTube that you see 

283
00:17:59,560 --> 00:18:03,880
by people flying with different 
kind of jewel liners in a turn 

284
00:18:04,000 --> 00:18:08,240
and the outset wing try to 
correct the air is trying to it 

285
00:18:08,240 --> 00:18:13,600
feels like a movement forward on
the outset wing go forward and 

286
00:18:13,600 --> 00:18:17,200
the pilot starts to stop it. 
We learned in all times, if the 

287
00:18:17,200 --> 00:18:21,560
wing moves fast given short hard
input, that was the old 

288
00:18:21,560 --> 00:18:27,200
techniques like and this short 
input, if the this profile tries

289
00:18:27,760 --> 00:18:32,160
to stabilize himself and use 
pilot react and give a short 

290
00:18:32,160 --> 00:18:37,760
input on the outside break you, 
you feel first there's not much 

291
00:18:37,760 --> 00:18:41,480
resistance, nearly nothing. 
And in the next moment comes a 

292
00:18:41,480 --> 00:18:45,360
lot of pressure because on the 
trailing edge, you create this 

293
00:18:45,360 --> 00:18:48,360
ratio and you get a lift 
upwards. 

294
00:18:49,040 --> 00:18:53,240
And this makes like the movement
you pull, you feel the pressure,

295
00:18:53,240 --> 00:18:57,040
you stop. 
And this short movements with 

296
00:18:57,040 --> 00:19:01,320
the hard short inputs creates 
the lift on the trailing edge 

297
00:19:01,360 --> 00:19:03,960
up. 
And then you got the collapse as

298
00:19:03,960 --> 00:19:08,760
well injected by the pilot. 
Oh damn this is so fascinating. 

299
00:19:08,760 --> 00:19:12,120
I never thought that trailing 
the lift point goes back to 

300
00:19:12,120 --> 00:19:14,080
trading actually, because this 
makes so much sense now. 

301
00:19:14,240 --> 00:19:16,840
And, and this has happened on a 
lot of videos and they get a lot

302
00:19:16,840 --> 00:19:19,320
of videos to watch and say, hey,
can you take a look what has 

303
00:19:19,320 --> 00:19:22,520
happened? 
I said, yeah, it's the new 

304
00:19:22,520 --> 00:19:26,400
wings. 
And there is something you can 

305
00:19:26,400 --> 00:19:28,800
feel it. 
Maybe people flying in C 

306
00:19:28,800 --> 00:19:32,480
category, high B. 
And as well my girlfriend, I 

307
00:19:32,480 --> 00:19:34,760
told her you have two options 
now. 

308
00:19:35,360 --> 00:19:40,760
Fly with more brakes on both 
sides and you will feel it's 

309
00:19:40,760 --> 00:19:45,720
more solid, it feels stable. 
Or the other thing is leave your

310
00:19:45,720 --> 00:19:48,080
hands up and let the profile 
work for you. 

311
00:19:48,920 --> 00:19:51,720
If you're a little bit on the 
brakes in toggling conditions, 

312
00:19:52,000 --> 00:19:54,280
you feel the wing is moving much
more. 

313
00:19:54,920 --> 00:19:59,560
This is a very important thing. 
Now keep a little bit of contact

314
00:19:59,560 --> 00:20:02,560
in flying. 
That's important to do it, but 

315
00:20:03,240 --> 00:20:05,120
it's depending on the wing for 
sure. 

316
00:20:05,800 --> 00:20:09,520
But if you go a little bit on 
the brake, it means. 

317
00:20:10,240 --> 00:20:13,400
You you get a little pull on the
trailing edge. 

318
00:20:13,480 --> 00:20:19,840
That means a little pull removes
this little S shape so it cannot

319
00:20:19,840 --> 00:20:24,200
work anymore by themselves. 
But to stabilize the wing, it's 

320
00:20:24,200 --> 00:20:28,360
too less break. 
That means the this little break

321
00:20:28,360 --> 00:20:32,720
way, it's not nice anymore. 
It can it make you more nervous 

322
00:20:32,720 --> 00:20:35,960
in the air, more movement than 
it is in the air. 

323
00:20:35,960 --> 00:20:40,480
So there is not any more the 
time to fly a little bit on this

324
00:20:40,480 --> 00:20:44,120
brakes. 
The second thing is if you go a 

325
00:20:44,120 --> 00:20:47,280
little bit more on the brakes, 
I'm talking about 2025% of 

326
00:20:47,280 --> 00:20:51,200
brakes in top line conditions. 
We have to learn steering 

327
00:20:51,200 --> 00:20:53,960
differently. 
We have to learn steering more 

328
00:20:53,960 --> 00:20:58,720
with releasing brakes to make a 
turn with releasing outside. 

329
00:20:59,360 --> 00:21:02,120
Because if you go on tumbling 
condition and you're already on 

330
00:21:02,120 --> 00:21:07,320
25% of brake and then you enter 
a turn with pulling more brake, 

331
00:21:08,040 --> 00:21:12,800
you create a very tiny pendulum 
outside of yourself, right? 

332
00:21:13,280 --> 00:21:16,040
Because you have no energy 
anymore in the system or less. 

333
00:21:17,200 --> 00:21:20,600
Please explain creating pendulum
outside of yourself. 

334
00:21:20,640 --> 00:21:23,200
What does that say? 
If you that means if you if you 

335
00:21:23,200 --> 00:21:27,640
have about 25% of brake, you 
shift your weight to the inside,

336
00:21:28,240 --> 00:21:30,360
then you go a little bit more on
the inside brake. 

337
00:21:30,360 --> 00:21:33,880
That means the wind goes low 
along the inside and tries to 

338
00:21:33,880 --> 00:21:35,840
make your movement left side 
forward on. 

339
00:21:35,880 --> 00:21:38,800
If you put on the left side, you
are working on the opposite side

340
00:21:38,800 --> 00:21:40,920
with your body. 
That means you're going outside 

341
00:21:40,920 --> 00:21:43,560
right side. 
It's a double bendalum. 

342
00:21:44,160 --> 00:21:49,400
But if this bundle lung is going
outside and it's too less and 

343
00:21:49,400 --> 00:21:51,960
you can't do the turn anymore 
because you're going to the 

344
00:21:51,960 --> 00:21:53,760
little bit outside to the right 
side. 

345
00:21:53,760 --> 00:21:57,000
If you do a left turn and if you
want to turn further, your 

346
00:21:57,000 --> 00:22:01,000
pendulum is working again, your 
pendulum into centre of the wing

347
00:22:01,680 --> 00:22:04,920
all right. 
And then the pendulum is working

348
00:22:04,920 --> 00:22:08,840
against you because it's not 
stopping in the centre. 

349
00:22:08,880 --> 00:22:10,960
It tries to go to the other 
side. 

350
00:22:11,480 --> 00:22:17,000
Then you feel why is it not 
turning and you pull more on the

351
00:22:17,000 --> 00:22:21,120
inside and then you are close to
a stall point with about 50% of 

352
00:22:21,120 --> 00:22:24,280
brake because your pendulum is 
not working anymore and you lose

353
00:22:24,280 --> 00:22:28,600
speed in the whole system, not 
just in the wing as well in 

354
00:22:28,600 --> 00:22:32,200
yourself. 
And and this thing is like, we 

355
00:22:32,200 --> 00:22:36,320
have to learn more With 
releasing, you're only able if 

356
00:22:36,320 --> 00:22:39,040
you control your body. 
If you're sitting with full 

357
00:22:39,040 --> 00:22:43,200
tension, full muscle power, it's
super hard to release because 

358
00:22:43,200 --> 00:22:44,960
you have to work against your 
muscles. 

359
00:22:45,680 --> 00:22:49,520
And now it comes together. 
You understand why we have to 

360
00:22:49,600 --> 00:22:54,200
change the movements, what we do
and we have to go back to basics

361
00:22:54,760 --> 00:22:59,120
and learn in basic maneuver our 
own body movements, All right. 

362
00:22:59,520 --> 00:23:03,160
I somehow feel it is so 
important for for us to bring 

363
00:23:03,160 --> 00:23:07,280
out this point. 
We as pilots in our community do

364
00:23:07,280 --> 00:23:09,320
not spend enough time on a 
wings. 

365
00:23:09,880 --> 00:23:14,200
Everybody is so keen to upgrade 
to a high B as soon as they 

366
00:23:14,200 --> 00:23:19,920
start flying that those wings 
bring more anxiety into flying 

367
00:23:19,920 --> 00:23:22,240
than they bring value, at least 
in the early hours. 

368
00:23:22,800 --> 00:23:26,680
And A wings are the ones which 
will allow you to fly as relaxed

369
00:23:26,680 --> 00:23:29,640
as possible, sometimes hands 
free as well, which I do not 

370
00:23:29,640 --> 00:23:31,360
recommend by any means. 
I'm just letting you know the 

371
00:23:31,360 --> 00:23:33,440
the relaxation behind flying a 
wings. 

372
00:23:33,440 --> 00:23:37,880
So I think inherently ES 
community just made it that 

373
00:23:37,880 --> 00:23:41,600
first fifty hours have to be on 
a or some certain threshold. 

374
00:23:41,960 --> 00:23:46,520
Then pilots will be much more 
relaxed as the progress in their

375
00:23:46,520 --> 00:23:50,000
own flight because they've seen 
the the easy side of flying as 

376
00:23:50,000 --> 00:23:51,800
well in the beginning of their 
career I believe. 

377
00:23:53,200 --> 00:23:59,040
Yes, OK, because for me we have 
some a wings. 

378
00:23:59,560 --> 00:24:03,360
Let's talk about this. 
We have some a wings that that 

379
00:24:03,360 --> 00:24:11,040
long steering ways and everyone 
have his own sense of movements 

380
00:24:11,320 --> 00:24:15,480
and say, OK, if I pull them out 
my hand down about 25 

381
00:24:15,480 --> 00:24:20,160
centimeters like this and I was 
waiting for react, I'll be I'll 

382
00:24:20,160 --> 00:24:23,040
be waiting for a reaction. 
If I do something, I want to 

383
00:24:23,040 --> 00:24:26,800
have a react. 
If the first 25 centimeters have

384
00:24:27,280 --> 00:24:31,280
happened, nothing. 
I pull more and then I learn I 

385
00:24:31,280 --> 00:24:34,080
have to pull a lot and more and 
more that there's moving 

386
00:24:34,080 --> 00:24:38,000
something and there comes a 
swell something together. 

387
00:24:38,000 --> 00:24:43,000
What we what to say about 
harnesses And for me, if I think

388
00:24:43,000 --> 00:24:49,800
about if I have to calculate how
a system works, 60% is the 

389
00:24:49,800 --> 00:24:54,600
harness, 30% is the wing and 10%
is the pilot. 

390
00:24:55,160 --> 00:24:57,320
And that's not what I say about 
skills. 

391
00:24:57,360 --> 00:24:59,880
I say just the system is 
working. 

392
00:25:00,480 --> 00:25:04,320
The harness is much more 
important for how a system is 

393
00:25:04,320 --> 00:25:07,400
working. 
And for the pilot, the 1010%, 

394
00:25:07,400 --> 00:25:11,000
what I say depending a goal with
50 kilos, it's much more harder 

395
00:25:11,000 --> 00:25:14,800
to shift the weight than if you 
have 100 kilos. 

396
00:25:15,280 --> 00:25:17,960
It makes more reaction and the 
swell. 

397
00:25:18,600 --> 00:25:21,800
This is all you have longer 
arms, shorter arms. 

398
00:25:22,000 --> 00:25:23,720
It's different layers on the 
arms. 

399
00:25:23,720 --> 00:25:28,640
And if we think about harnesses 
and the schools with the no and 

400
00:25:28,640 --> 00:25:32,920
the German Austrian market 
style, it means a lot of weight 

401
00:25:32,920 --> 00:25:38,600
shifting in schools means we do 
a lot and say rolling winger, 

402
00:25:38,600 --> 00:25:41,920
little winger was we fly come 
on, shift your weight and pull, 

403
00:25:42,120 --> 00:25:46,400
shift your weight more. 
I think a lot of pilots out in 

404
00:25:46,400 --> 00:25:50,440
the out there know already the 
harnesses are blocked. 

405
00:25:51,040 --> 00:25:54,840
They are not a they're you're 
not any more able to shift that 

406
00:25:54,840 --> 00:25:59,000
much weight. 
Yeah, we have cross here, we 

407
00:25:59,000 --> 00:26:02,280
have the harnesses. 
If I think back in the time when

408
00:26:02,280 --> 00:26:06,800
I start flying into my first 
acro flights, we had carabina 

409
00:26:06,800 --> 00:26:11,440
attachment about 3236 
centimetres above the seaport, 

410
00:26:11,920 --> 00:26:16,600
much lower than now. 
And in the competition harnesses

411
00:26:16,640 --> 00:26:19,520
the cross lines block your 
harness for flying on speed 

412
00:26:19,520 --> 00:26:21,600
bump. 
What's block me hard? 

413
00:26:21,840 --> 00:26:25,280
The amount that means if you go 
on the pot harnesses for 

414
00:26:25,280 --> 00:26:28,960
competition as well like in the 
lightweight harnesses, one or 

415
00:26:28,960 --> 00:26:33,080
two to have it already that you 
can just align to block your 

416
00:26:33,080 --> 00:26:35,360
weight shifting for flying on 
speed bar. 

417
00:26:36,120 --> 00:26:38,320
I agree there's a there's a 
setting in the harness that 

418
00:26:38,400 --> 00:26:42,960
makes it more or less sensitive.
And all the new harnesses, I 

419
00:26:42,960 --> 00:26:47,720
have to pick out one now. 
It's like very easy of what one 

420
00:26:47,800 --> 00:26:51,040
if you try to weight shift in 
this harness, you will see 

421
00:26:51,280 --> 00:26:54,200
there's not much happen for 
weight shifting. 

422
00:26:54,920 --> 00:26:58,880
And the question for me was we 
talking in the schools, tell the

423
00:26:58,880 --> 00:27:02,920
people shift more weight and the
manufacturers go there and block

424
00:27:02,920 --> 00:27:05,680
more and more. 
The harnesses for me was the 

425
00:27:06,080 --> 00:27:10,120
everyone was talking like Mickey
Mesler say, wow, that's hard. 

426
00:27:10,120 --> 00:27:11,920
Yeah, because they block it more
and more. 

427
00:27:11,920 --> 00:27:13,800
We can't move the body more and 
more. 

428
00:27:14,000 --> 00:27:17,880
It's harder to move the body to 
to shift the weight and then 

429
00:27:17,880 --> 00:27:21,880
say, OK, you're right, that's 
maybe not good. 

430
00:27:22,080 --> 00:27:25,440
And then I start thinking what 
was happened about efficient and

431
00:27:25,440 --> 00:27:28,720
guide range the last 10 years, a
lot. 

432
00:27:29,400 --> 00:27:32,600
We're getting faster, we're 
getting more dynamic in the 

433
00:27:32,600 --> 00:27:35,240
wings. 
Maybe there was a communication 

434
00:27:35,240 --> 00:27:37,800
problem. 
The manufacturers see if we 

435
00:27:37,800 --> 00:27:41,960
leave the harnesses full on with
weight shifting, the wings get 

436
00:27:41,960 --> 00:27:44,400
too dynamic and are unable to 
control. 

437
00:27:45,040 --> 00:27:48,840
And now we come to the problem 
we learn in school, shift full 

438
00:27:48,840 --> 00:27:51,440
weight, shift your weight, shift
more your weight. 

439
00:27:52,160 --> 00:27:54,920
Then you try it with your 
harness in the air and try to 

440
00:27:54,920 --> 00:27:59,160
move your body. 
And then you come to a point 

441
00:27:59,160 --> 00:28:02,800
where the harness say and to 
this point you can do it and 

442
00:28:02,800 --> 00:28:08,440
then not and sure you can press 
with full muscle power over the 

443
00:28:08,440 --> 00:28:12,520
harness and get more reaction. 
What has happened if you go over

444
00:28:12,520 --> 00:28:16,080
the harness from the weight 
shifting, you need muscle power,

445
00:28:16,080 --> 00:28:20,200
you need tension in the body. 
How precise can you use your 

446
00:28:20,200 --> 00:28:25,400
brake and and then it's it's and
the people learn blocking and 

447
00:28:25,400 --> 00:28:31,360
blocking and instead to learn 
using the brake to pull it 

448
00:28:31,360 --> 00:28:34,160
right. 
If you have to, if you have to 

449
00:28:34,160 --> 00:28:38,760
think like in a little roll, 
like a little wing knows if you 

450
00:28:38,760 --> 00:28:42,040
have more, someone with a wing 
is a little bit of feeling for 

451
00:28:42,040 --> 00:28:46,240
the brakes and you tell them 
shift your weight, pull a break,

452
00:28:46,320 --> 00:28:48,360
do a little bit on it and change
to side. 

453
00:28:48,360 --> 00:28:51,440
If you do it three times, you 
are higher than 90° and you're 

454
00:28:51,440 --> 00:28:54,600
starting wing overs. 
If I sitting down as teacher, 

455
00:28:54,600 --> 00:28:56,720
I'm scared. 
Sure. 

456
00:28:57,200 --> 00:29:00,000
If it's the fourth, fifth flight
and you start with this little 

457
00:29:00,000 --> 00:29:03,320
wing overs and someone with a 
feeling and do it right, he's 

458
00:29:03,320 --> 00:29:06,840
super quick, goes to 90°. 
We have the problems. 

459
00:29:06,840 --> 00:29:12,400
OK, I'm scared of it as teacher.
And that's right because after 

460
00:29:12,400 --> 00:29:15,920
90° it's easy to get collapses 
out of his drawers and stuff 

461
00:29:15,920 --> 00:29:19,200
like this. 
But you're not learning the 

462
00:29:19,200 --> 00:29:22,440
right movement of pulling a 
brake and more important is 

463
00:29:22,440 --> 00:29:27,240
releasing a brake. 
If you think about nearly let's 

464
00:29:27,240 --> 00:29:30,240
let's go back to a collapse 
because I think that's a 

465
00:29:30,240 --> 00:29:33,120
movement, but a lot of people 
know what has happened. 

466
00:29:34,160 --> 00:29:38,760
If you think for a collapse, you
got a 50% collapse, you go on 

467
00:29:38,760 --> 00:29:42,720
the side, the wing starts 
rolling and got a nick moment 

468
00:29:42,720 --> 00:29:46,720
and moving forward and you start
breaking the opposite side. 

469
00:29:47,120 --> 00:29:49,960
That means you have to pull the 
opposite side. 

470
00:29:50,440 --> 00:29:54,080
The wing is a little bit in 
front of you and then when your 

471
00:29:54,080 --> 00:29:56,880
puddle and works and you 
understand that you have to 

472
00:29:56,880 --> 00:29:59,720
release the brake, right? 
What is the exit of the 

473
00:29:59,720 --> 00:30:01,400
maneuver? 
It's not the pulling, it's the 

474
00:30:01,400 --> 00:30:05,360
releasing moment, OK? 
Letting it fly, basically. 

475
00:30:05,520 --> 00:30:08,520
Yeah, depends. 
Because if the column stays 

476
00:30:08,520 --> 00:30:12,960
still in, it means you have to 
precise your releasing. 

477
00:30:13,080 --> 00:30:15,560
If you stay too long on the 
break, you immediately turn to 

478
00:30:15,560 --> 00:30:18,920
the opposite side. 
That wasn't happened 15 years 

479
00:30:18,920 --> 00:30:24,080
ago, OK, This is the moment, 
this is the efficience of the 

480
00:30:24,080 --> 00:30:28,000
wings change our movements, what
should we do? 

481
00:30:28,320 --> 00:30:31,960
Why should we react differently?
And it's more important the 

482
00:30:31,960 --> 00:30:36,120
releasing part, if you think 
about as well, if you do a turn 

483
00:30:36,120 --> 00:30:40,480
right and just a normal 90° turn
for landing approach doesn't 

484
00:30:40,480 --> 00:30:44,560
matter. 
You go in, you pull the exit of 

485
00:30:44,560 --> 00:30:48,560
the turn is releasing. 
For me, it's like barricading is

486
00:30:48,560 --> 00:30:51,440
A4 dimension sport. 
It sounds a little bit crazy. 

487
00:30:51,440 --> 00:30:55,800
Maybe it's not important where 
to entry a turn, but it's more 

488
00:30:55,800 --> 00:30:58,960
important where to exit right, 
the United Degrees turn. 

489
00:30:58,960 --> 00:31:03,280
It's more important where I come
out of this turn and this 

490
00:31:03,280 --> 00:31:06,160
steering is the releasing moment
on the brake. 

491
00:31:06,880 --> 00:31:10,560
It means the releasing is much 
more important than the. 

492
00:31:10,560 --> 00:31:14,520
Bullying, yeah. 
Before we move on to the next 

493
00:31:14,520 --> 00:31:17,240
topic, I just want to quickly 
touch up on the fact that when 

494
00:31:17,240 --> 00:31:19,680
you were giving advice to your 
girlfriend about flying either 

495
00:31:19,680 --> 00:31:23,000
with a little bit of brakes on 
or no brakes on 2 liners. 

496
00:31:23,000 --> 00:31:26,480
This does make a lot of sense 
100%, but first question before 

497
00:31:26,480 --> 00:31:30,280
we go to lower category wings. 
How do you? 

498
00:31:31,080 --> 00:31:33,720
The second sorry because the 
semi girlfriend it wasn't it was

499
00:31:33,720 --> 00:31:36,520
a mentor 7 it's not an high 
expected. 

500
00:31:36,520 --> 00:31:40,480
Ratio in, but I just want to 
look at this direction from A2 

501
00:31:40,480 --> 00:31:44,320
liner perspective. 
They are super stable which 

502
00:31:44,320 --> 00:31:45,880
don't talk back to you that 
often. 

503
00:31:46,600 --> 00:31:52,040
How do you anticipate collapses 
or rough air or how do you stay 

504
00:31:52,040 --> 00:31:57,520
in the best possible position to
have ideal reaction or close to 

505
00:31:57,520 --> 00:32:00,520
ideal reaction when it happens 
if you're not on the brakes at 

506
00:32:00,520 --> 00:32:03,640
all, if you're letting the 
profile do the S shaped thing 

507
00:32:04,000 --> 00:32:06,400
all throughout the slide before 
the collapse happens actually. 

508
00:32:06,800 --> 00:32:09,400
We're talking about active 
flying, exactly. 

509
00:32:09,480 --> 00:32:13,600
In the trainings with Haldem, 
stay relaxed, follow the 

510
00:32:13,600 --> 00:32:15,960
movement of the wing. 
It doesn't matter if it's a 

511
00:32:15,960 --> 00:32:19,280
collapse and negative spin. 
Go with the wing, go with the 

512
00:32:19,280 --> 00:32:22,880
flow. 
And I focused on myself lying in

513
00:32:22,880 --> 00:32:27,760
rough conditions on speed bar. 
No, I'm not that relaxed in the 

514
00:32:27,760 --> 00:32:30,120
harness. 
I keep a little tension on my 

515
00:32:30,120 --> 00:32:32,760
body. 
I stay in the harness leaning 

516
00:32:32,760 --> 00:32:38,360
back, stay connected to the 
harness, try in the position 

517
00:32:38,960 --> 00:32:42,920
with tension to realize when is 
something happen. 

518
00:32:43,760 --> 00:32:47,600
And as soon I feel I lose 
tension, maybe on the left side,

519
00:32:48,560 --> 00:32:54,760
I release my tension in the body
and follow the wing admit I stay

520
00:32:54,760 --> 00:32:58,320
on tension and I feel my left 
carabiner drop down. 

521
00:32:58,320 --> 00:33:02,120
I lose the tension. 
I release my tension in the body

522
00:33:02,920 --> 00:33:09,600
on my hip and and let the wing 
take from my body what he needs.

523
00:33:10,280 --> 00:33:14,920
OK and there is somebody say I 
go actively. 

524
00:33:14,920 --> 00:33:19,600
If I feel I lose the brush, I 
press in and saying yeah, it's 

525
00:33:19,600 --> 00:33:23,600
working. 
But the question is do you think

526
00:33:23,600 --> 00:33:29,920
with active pressing inside this
side, the wing get exactly that 

527
00:33:29,920 --> 00:33:32,760
what he needs? 
Most of the time not. 

528
00:33:33,280 --> 00:33:36,960
And this is where people get a 
lot of roll moments or wing 

529
00:33:37,280 --> 00:33:41,600
rolling moments and pitch 
moments out in flying on speed 

530
00:33:41,600 --> 00:33:43,680
bar. 
And I hear a lot I cannot fly 

531
00:33:43,680 --> 00:33:45,800
straight on speed bar. 
I start rolling all the time. 

532
00:33:46,280 --> 00:33:47,760
This is especially these 
tension. 

533
00:33:48,520 --> 00:33:51,760
Makes a lot of sense, but let's 
say when you're connected with B

534
00:33:51,760 --> 00:33:55,680
risers, your own bar B riser is 
the most efficient way of 

535
00:33:55,680 --> 00:33:58,000
handling it. 
With brakes it's a whole 

536
00:33:58,000 --> 00:34:00,600
different way of active flying. 
With these. 

537
00:34:00,600 --> 00:34:04,080
Also you have to put in a lot of
effort in correcting or 

538
00:34:04,080 --> 00:34:08,120
anticipating distortion of S 
shape is a little less on the B 

539
00:34:08,120 --> 00:34:09,679
risers. 
I completely agree with that 

540
00:34:09,679 --> 00:34:12,120
because they're connected at a 
different point in the trailing 

541
00:34:12,120 --> 00:34:15,560
edge or or in the canopy. 
But does it make sense to stay 

542
00:34:15,560 --> 00:34:19,159
more active on B risers 
otherwise as well when you're 

543
00:34:19,159 --> 00:34:21,679
not on the bar because they 
distort the shape a lot? 

544
00:34:21,960 --> 00:34:25,639
I fly a lot of time just on the 
B risers without bar because 

545
00:34:25,639 --> 00:34:28,400
it's the same. 
It's depending on the conditions

546
00:34:28,400 --> 00:34:34,280
for sure and I use the BS as 
well just going straight away if

547
00:34:34,280 --> 00:34:38,679
I want to have the full 
efficient of my wing. 

548
00:34:38,800 --> 00:34:42,719
I fly on the BS as well without 
speed bar because it's working 

549
00:34:42,719 --> 00:34:49,440
well and there is no reason if 
it's normal air why I should go 

550
00:34:49,440 --> 00:34:52,760
on the brakes. 
It's a changing of the flying 

551
00:34:52,760 --> 00:34:56,080
style and it changed. 
I go on the bees as one. 

552
00:34:56,080 --> 00:34:58,960
They use it like brakes, just in
a shorter way. 

553
00:34:59,520 --> 00:35:05,080
And on the two liners depending 
I I use it in a little bit ratio

554
00:35:05,080 --> 00:35:08,040
pulling it back or go a little 
bit on tension. 

555
00:35:08,040 --> 00:35:11,320
On the B rises, you get more 
give you get more rough air. 

556
00:35:11,320 --> 00:35:14,520
I got a little bit more 
intention to be on point if I 

557
00:35:14,520 --> 00:35:19,320
have to do something. 
And sure there are moments where

558
00:35:19,320 --> 00:35:22,240
there is too rough and you got a
collapse. 

559
00:35:22,920 --> 00:35:24,680
If you got a collapse, you need 
the B rises. 

560
00:35:24,680 --> 00:35:26,600
You have to change to the 
brakes. 

561
00:35:27,240 --> 00:35:30,360
That means that's a training 
moment to change it. 

562
00:35:30,840 --> 00:35:35,280
But if you have a collapse, most
of the time in the first moment 

563
00:35:35,600 --> 00:35:39,400
your angle of attack get higher 
and you create a pendulum. 

564
00:35:40,040 --> 00:35:42,800
If the wing is behind you, you 
can say thank you because you 

565
00:35:42,800 --> 00:35:45,400
have time to release your B 
light risers and go on the 

566
00:35:45,400 --> 00:35:48,120
brakes. 
That means the lump is a good 

567
00:35:48,120 --> 00:35:53,320
movement because it gives you 
time to A. 100% but what I'm 

568
00:35:53,320 --> 00:35:57,720
wondering is especially high 
expectation wing is B liner, B 

569
00:35:57,720 --> 00:36:01,840
line the new brake line for 
optimal flying performance. 

570
00:36:02,320 --> 00:36:06,880
It's the option to help the wing
stay solid above you. 

571
00:36:07,640 --> 00:36:10,160
Yeah, it's not. 
It's not the same like a brake 

572
00:36:10,160 --> 00:36:13,560
line because you're not really 
breaking down or pulling down 

573
00:36:13,560 --> 00:36:16,760
the trailing edge. 
It's more to help the wing to 

574
00:36:16,760 --> 00:36:20,080
create more of this technically 
features what you have. 

575
00:36:21,280 --> 00:36:26,680
Does Hazop flying exist in real 
world flying conditions or is B 

576
00:36:26,680 --> 00:36:32,160
Riser flying the most optimal 
way because it lets you connect 

577
00:36:32,160 --> 00:36:35,000
more with your wing and the 
corrections are easier than 

578
00:36:35,000 --> 00:36:38,120
hands up flying or anticipation 
of the corrections needed? 

579
00:36:38,120 --> 00:36:42,160
What's your take on that? 
Be careful because if you go 

580
00:36:42,160 --> 00:36:46,640
straight and want to fly on 
efficient you are go on B and 

581
00:36:46,640 --> 00:36:49,800
let the wing fly. 
If you go on three liners or 2 

582
00:36:49,800 --> 00:36:56,440
1/2 liners, it's important that 
it it has APC bridge about 

583
00:36:56,440 --> 00:37:00,560
connection because there is the 
idea like because you have to. 

584
00:37:00,680 --> 00:37:03,680
It's a little bit hard to 
explain without showing. 

585
00:37:04,040 --> 00:37:08,600
That means if you have a wing 
who is ABC and there is no 

586
00:37:08,600 --> 00:37:13,080
connection from C to B, that 
means you're just pulling down 

587
00:37:13,080 --> 00:37:17,280
the C and you have a deep 
profile before you and you make 

588
00:37:17,280 --> 00:37:21,320
it hard Nick inside there is a 
possibility to stall your wing. 

589
00:37:21,680 --> 00:37:26,680
OK, this is the hard thing like 
to which wing I can which would 

590
00:37:27,080 --> 00:37:31,840
I can use the sea steering and 
normally the manufacturers say 

591
00:37:31,840 --> 00:37:35,720
in the manual this wing is 
constipated for sea steering. 

592
00:37:35,720 --> 00:37:39,120
I cannot say for all yes use the
sea lions. 

593
00:37:39,320 --> 00:37:42,320
When you do your license, you 
should learn steering on the sea

594
00:37:42,320 --> 00:37:44,880
lions. 
Important thing is if you go for

595
00:37:44,880 --> 00:37:48,200
sea steering without the BC 
bridge, a connection between 

596
00:37:48,200 --> 00:37:51,480
these two risers, you have to be
very gently on the sea lions. 

597
00:37:52,280 --> 00:37:55,120
Makes sense. 
Another question just popped up 

598
00:37:55,120 --> 00:37:57,040
in my mind about the minimum 
sync. 

599
00:37:57,440 --> 00:38:00,360
A lot of times while I was 
progressing in the sport, there 

600
00:38:00,360 --> 00:38:03,040
was a point of minimum sync with
a little bit of brakes and 

601
00:38:03,040 --> 00:38:06,080
flying, that kind of a thing. 
How do we apply the concept of 

602
00:38:06,080 --> 00:38:10,400
minimum sync when we are on two 
liners or on BB risers? 

603
00:38:11,200 --> 00:38:14,920
It's interesting because I think
the minimum sink rate is not 

604
00:38:14,920 --> 00:38:19,520
anymore on this 20% or 15% of 
break. 

605
00:38:19,800 --> 00:38:23,640
If you look about, I think we 
should start from best guide 

606
00:38:23,640 --> 00:38:29,200
ratio that's in the middle 
category of BC that change the 

607
00:38:29,200 --> 00:38:34,480
position of minimum speed. 
A lot of pilots are now using 

608
00:38:34,480 --> 00:38:38,920
weight shift on the outside keep
more brake on the inside or some

609
00:38:38,920 --> 00:38:45,080
of them as well steering with BC
on the outside because yeah this

610
00:38:45,080 --> 00:38:49,880
has happened now because there 
is the more efficient minimum 

611
00:38:49,880 --> 00:38:53,680
sink rate on it. 
So that change a while the 

612
00:38:53,680 --> 00:38:56,320
techniques on a high expected 
ratio. 

613
00:38:56,360 --> 00:38:59,960
I'm sure it makes sense to make 
the best guide about 40 fifty 

614
00:38:59,960 --> 00:39:02,720
60% of speed and not precise. 
I didn't test it. 

615
00:39:03,400 --> 00:39:07,760
That means nearly is no brake is
minimum sync rate. 

616
00:39:07,760 --> 00:39:11,640
If you go a little bit on it in 
the first moment you change 

617
00:39:11,640 --> 00:39:14,800
something, that means you create
speed to altitude. 

618
00:39:15,520 --> 00:39:18,480
In the first moment you have to 
check on which position of the 

619
00:39:18,480 --> 00:39:22,760
brake is it, but it changed and 
it's different which when you 

620
00:39:22,760 --> 00:39:23,920
have. 
Where is this? 

621
00:39:23,920 --> 00:39:26,880
Point got it. 
The more you fly it out, the 

622
00:39:26,880 --> 00:39:29,520
better you are able to answer 
this question for your own 

623
00:39:29,520 --> 00:39:31,640
flying and your own wing. 
I guess that is the conclusion 

624
00:39:31,640 --> 00:39:34,240
here. 
All right, let's start with 

625
00:39:34,240 --> 00:39:39,200
saying that pattern lighting 
kind of started modernizing 

626
00:39:39,200 --> 00:39:42,760
itself about 10 to 20 years ago.
Sometime in between that is when

627
00:39:42,760 --> 00:39:46,080
the wings were getting super 
efficient, we were seeing leaps 

628
00:39:46,080 --> 00:39:48,880
and bounds in performance. 
A little bit of R&D started 

629
00:39:48,880 --> 00:39:53,920
coming in a professional manner.
However, the word SIV, I'm 

630
00:39:53,920 --> 00:39:56,560
pretty sure 90% of the pilots 
don't even know how to say it 

631
00:39:56,680 --> 00:40:02,080
because it's so. 
The word SIV has stayed as it is

632
00:40:02,080 --> 00:40:05,520
regardless of how difficult it 
is to pronounce it, and there 

633
00:40:05,520 --> 00:40:09,800
has been absolutely no changes 
compared to the advancements in 

634
00:40:09,800 --> 00:40:12,760
technologies. 
Why did this happen? 

635
00:40:12,760 --> 00:40:14,520
What's your take on this? 
Like why? 

636
00:40:14,960 --> 00:40:17,800
Links have gotten better. 
Pilots have changed their hands 

637
00:40:17,800 --> 00:40:21,440
off flying, yet nobody basically
gave a damn about safety. 

638
00:40:21,440 --> 00:40:23,000
So why? 
Why did we never see an 

639
00:40:23,000 --> 00:40:25,320
evolution in safety training all
this while? 

640
00:40:26,080 --> 00:40:28,320
Why? 
I think it's hard because in 

641
00:40:28,320 --> 00:40:34,360
this sport we teach a lot the 
based on the wing, the wing 

642
00:40:34,360 --> 00:40:36,920
shouldn't do this, the wing 
should do this. 

643
00:40:37,080 --> 00:40:41,080
You have to do this. 
And no one explained why we 

644
00:40:41,080 --> 00:40:46,320
forgot about the pilots. 
We have a super hard analytic 

645
00:40:46,320 --> 00:40:52,200
stuff for body movements because
if I bring it on the airplane, I

646
00:40:52,200 --> 00:40:57,720
never saw an airplane. 
But the main tale is working 

647
00:40:57,760 --> 00:41:01,680
opposite to the wings. 
If the airplane goes in the 

648
00:41:01,680 --> 00:41:05,840
turn, the whole airplane is 
turning to the side. 

649
00:41:06,880 --> 00:41:11,800
For me is the body of the bylot 
is part of the aircraft. 

650
00:41:13,480 --> 00:41:17,200
And then you have to think about
the steering part of the wing. 

651
00:41:17,520 --> 00:41:23,360
That's your two arms and your 
hand and you steering a wing who

652
00:41:23,360 --> 00:41:27,800
is 9 meters away from you. 
You are changing angry of the 

653
00:41:27,800 --> 00:41:30,880
deck on the trailing edge and 
you're waiting for an 

654
00:41:30,880 --> 00:41:34,320
aerodynamic reaction. 
That means we have to separate 

655
00:41:34,680 --> 00:41:38,400
focus and it's super hard to 
explain what are the body 

656
00:41:38,400 --> 00:41:40,400
movements in different 
situations. 

657
00:41:40,680 --> 00:41:46,320
That means we have to learn 
steering the arms separately of 

658
00:41:46,320 --> 00:41:50,000
the body and sometimes the body 
on tension and sometimes 

659
00:41:50,000 --> 00:41:54,360
following the movements. 
Then about tension in the 

660
00:41:54,360 --> 00:41:58,400
shoulders and back, and there 
was no one who was thinking 

661
00:41:58,400 --> 00:42:03,520
about this complicated movements
of the pilots. 

662
00:42:04,200 --> 00:42:06,520
Everyone was saying you have to 
pull there, you have to pull 

663
00:42:06,520 --> 00:42:09,120
there and that's it. 
And it works. 

664
00:42:09,640 --> 00:42:12,280
It's not a problem, it works. 
It's not wrong. 

665
00:42:12,320 --> 00:42:16,400
What we did until this time, 
everything, what we are, what we

666
00:42:16,400 --> 00:42:19,680
create in this sport, it's a 
learning process. 

667
00:42:20,280 --> 00:42:25,760
And now we think about one of 
the first part of guiding, 1989 

668
00:42:25,760 --> 00:42:30,280
or 1987 were to start with 
parachutes running down from the

669
00:42:30,280 --> 00:42:32,720
mound with a greater ratio from 
one toe. 

670
00:42:32,920 --> 00:42:37,080
And it was a big development. 
And now we are in around 40 

671
00:42:37,080 --> 00:42:42,000
years of power guiding, getting 
better and better in everything.

672
00:42:42,000 --> 00:42:45,600
We learn something, bring 
something from other sports into

673
00:42:45,600 --> 00:42:48,120
it. 
It was a pioneer sport like it 

674
00:42:48,120 --> 00:42:52,600
was more explorers who go there,
go power guiding, introduce 

675
00:42:52,600 --> 00:42:58,840
themselves and if you try a long
time in paragliding and you be 

676
00:42:58,840 --> 00:43:02,400
focused on yourself to getting 
better and better, you will find

677
00:43:02,400 --> 00:43:07,040
only one solution to perform it 
in a perfect way. 

678
00:43:07,600 --> 00:43:11,400
You learn your body movement 
automatically and no one thinks 

679
00:43:11,400 --> 00:43:15,240
about what I'm doing that I can 
perform that perfectly. 

680
00:43:15,680 --> 00:43:17,680
And this is sometimes so 
precise. 

681
00:43:17,680 --> 00:43:21,400
Small movements makes a 
difference from the huge call 

682
00:43:21,400 --> 00:43:26,120
ups to smaller columns. 
This takes time and then it 

683
00:43:26,120 --> 00:43:29,760
comes commercial. 
A lot of people starts flying 

684
00:43:30,360 --> 00:43:36,920
and the time to get your license
was getting shorter and shorter.

685
00:43:37,360 --> 00:43:43,360
We have short time to bring the 
same into it than before. 

686
00:43:43,880 --> 00:43:46,400
And before Gaia wasn't that 
efficient. 

687
00:43:46,400 --> 00:43:49,640
And so they give you more backup
in the end because there was not

688
00:43:49,640 --> 00:43:53,920
so much dynamic inside. 
Sure, it was more risky about 

689
00:43:54,120 --> 00:44:00,720
stalls, spins, because it was 
not that efficient, OK, but that

690
00:44:00,720 --> 00:44:04,040
was like, OK, you should block 
everything and work with your 

691
00:44:04,040 --> 00:44:07,520
body because if you stop the 
collapse with a 20 year old 

692
00:44:07,520 --> 00:44:10,600
being full on the brakes, you 
will stall them. 

693
00:44:11,360 --> 00:44:12,960
So that means the fashion 
exchange. 

694
00:44:13,400 --> 00:44:17,600
And this takes time to bring out
to the wall because we have a 

695
00:44:17,600 --> 00:44:22,280
lot of park having teachers to 
teach already 2025 years and 

696
00:44:22,840 --> 00:44:25,760
they see my old technique still 
is working. 

697
00:44:26,240 --> 00:44:28,640
Yes, it do they do the 
technique. 

698
00:44:28,640 --> 00:44:31,040
The old techniques are still 
working. 

699
00:44:31,040 --> 00:44:34,360
It's not the big problem if you 
have to be pre if you're 

700
00:44:34,360 --> 00:44:36,480
precised on your weight 
shifting. 

701
00:44:37,200 --> 00:44:40,840
OK, if you learned that a long 
time, you can do it. 

702
00:44:41,080 --> 00:44:44,440
But to learn it faster and more 
precise. 

703
00:44:44,760 --> 00:44:48,880
There's other way we can do it. 
And for me, if I tell someone, 

704
00:44:49,440 --> 00:44:53,640
shift your weight 15% to the 
right side, super hard, right. 

705
00:44:54,320 --> 00:44:58,680
If I tell you take your right 
side, breakdown 15 centimeters, 

706
00:44:58,680 --> 00:45:02,240
take it 5 centimeters deeper, 
release it slowly. 

707
00:45:02,240 --> 00:45:06,240
It's easier to teach. 
That means there's a lot of 

708
00:45:06,240 --> 00:45:09,760
teach techniques inside. 
It wasn't developed in this 

709
00:45:09,760 --> 00:45:13,200
sport. 
If you go back to skiing, you're

710
00:45:13,200 --> 00:45:17,080
not starting with the high 
advanced carving skis, you're 

711
00:45:17,080 --> 00:45:20,080
starting with basic skis. 
And if you watch the ski 

712
00:45:20,080 --> 00:45:23,000
instructor, he will adjust your 
movements in the legs, your 

713
00:45:23,000 --> 00:45:26,000
tension in the knees, your 
movement of your upper body to 

714
00:45:26,000 --> 00:45:28,080
stay in the right position on 
the skis. 

715
00:45:28,800 --> 00:45:31,560
Then you Start learning the 
first movements. 

716
00:45:32,040 --> 00:45:35,920
So that means to spend a lot of 
time on body movements. 

717
00:45:36,480 --> 00:45:40,240
We never did that in the sport. 
We did it just in tiny things 

718
00:45:40,240 --> 00:45:44,760
like installs where we say keep 
tension and and the old thing 

719
00:45:44,760 --> 00:45:47,840
was as well. 
Like if something happens, go 

720
00:45:47,840 --> 00:45:51,200
upright, make yourself tiny in 
the wing that you will not get 

721
00:45:51,200 --> 00:45:53,880
twisted. 
And this was a swell because I'm

722
00:45:53,880 --> 00:45:58,600
flying in my my trainings. 
I try to teach all my nerves 

723
00:45:58,600 --> 00:46:02,160
this one importantness with 
straight legs and. 

724
00:46:03,640 --> 00:46:06,880
Wow. 
Yeah, because it's like you fly 

725
00:46:06,880 --> 00:46:10,440
the harness in this position, so
learn to use it. 

726
00:46:10,480 --> 00:46:16,400
And it was last week I got a guy
a guy comes out and try to fly 

727
00:46:16,400 --> 00:46:22,440
sat sure with straight legs and 
he over pulls the entry. 

728
00:46:22,440 --> 00:46:27,480
He get full spin a full spin in 
with straight legs no twist at 

729
00:46:27,480 --> 00:46:34,040
all because the twists not 
coming from straight legs. 

730
00:46:34,280 --> 00:46:38,320
Sure there is more resistance 
and stuff like this it makes a 

731
00:46:38,320 --> 00:46:43,560
difference, but the most twists 
are coming from a block tip. 

732
00:46:44,440 --> 00:46:48,320
It means if I have a negative 
spin and if I say OK I have to 

733
00:46:48,320 --> 00:46:50,040
follow now because it's 
happened. 

734
00:46:50,440 --> 00:46:52,640
You can't change it in this 
moment, it's happened. 

735
00:46:53,320 --> 00:46:57,080
And if your hip following a 
negative spin, remove the 

736
00:46:57,080 --> 00:47:00,240
pressure from the positive side,
that means you're following with

737
00:47:00,280 --> 00:47:02,480
the wing or say go with the 
wing. 

738
00:47:02,480 --> 00:47:06,200
You can't change it now and now 
you have to exit it. 

739
00:47:06,320 --> 00:47:11,480
And that cause releasing and not
just hands up, it's bring your 

740
00:47:11,480 --> 00:47:16,280
hands up, bring it from negative
to positive flying, controlled 

741
00:47:16,280 --> 00:47:20,280
releasing. 
And what happened with this is 

742
00:47:20,280 --> 00:47:26,120
we got a lot of problems in spin
stalls, speeded collapses until 

743
00:47:26,120 --> 00:47:32,400
we change the techniques we had.
I had this year about 2020 

744
00:47:32,400 --> 00:47:35,880
trainings weeks. 
I have about 5 or 6 rescues. 

745
00:47:36,480 --> 00:47:41,520
OK. 
And really I would say 8085% of 

746
00:47:41,520 --> 00:47:45,280
this students as well fly stalls
and spins. 

747
00:47:46,040 --> 00:47:49,200
If I think at the old time we 
had three to four rescues per 

748
00:47:49,200 --> 00:47:51,920
training weeks, that's. 
Quite a difference. 

749
00:47:52,200 --> 00:47:56,440
This is and this is the result. 
There is much more behind than 

750
00:47:56,440 --> 00:47:58,640
just to do the maneuvers like 
this. 

751
00:47:59,240 --> 00:48:03,240
For me it's more like start with
super small collapses, learn the

752
00:48:03,240 --> 00:48:07,040
movement and to learn you can 
react on it. 

753
00:48:07,400 --> 00:48:12,840
You can change direct with your 
body movements and this changed 

754
00:48:12,840 --> 00:48:16,080
in the last years more and more 
and they can see the results. 

755
00:48:16,080 --> 00:48:20,320
I get the response from people 
outside to say hey I'm still 

756
00:48:20,320 --> 00:48:22,720
training. 
I used the store to clear 

757
00:48:22,720 --> 00:48:25,800
cravat. 
Someone told me last time more I

758
00:48:25,800 --> 00:48:28,880
get the huge collops close to 
the wall and it was so hard to 

759
00:48:28,880 --> 00:48:34,120
get into it because of he say I 
go into it as well if I fall to 

760
00:48:34,120 --> 00:48:37,480
this wall where I'm flying. 
But I got it corrected and 

761
00:48:37,480 --> 00:48:41,600
wasn't a problem. 
And Tennessee it makes sense in 

762
00:48:41,600 --> 00:48:44,840
the trainings. 
It's not about to destroy the 

763
00:48:44,840 --> 00:48:47,000
ring and hopefully it's flying 
again. 

764
00:48:47,080 --> 00:48:49,360
No, you got the chance to repair
it. 

765
00:48:49,560 --> 00:48:53,360
Not all the time depend on the 
situation of the metrology about

766
00:48:53,360 --> 00:48:55,720
the double Lancers and rough 
air. 

767
00:48:55,720 --> 00:48:59,720
But you've got chances if you 
train yourself and not doing. 

768
00:49:00,960 --> 00:49:03,440
That makes so much sense. 
I think I'll let our audience 

769
00:49:03,440 --> 00:49:06,760
process that for a minute. 
What I'm wondering is, I think 

770
00:49:07,120 --> 00:49:10,360
we might have covered a lot of 
the points for this question in 

771
00:49:10,360 --> 00:49:15,920
our talk earlier, but 
fundamentally, the normal SIV is

772
00:49:15,920 --> 00:49:19,800
teaching us to control the wing,
and safety pilot coaching is 

773
00:49:20,440 --> 00:49:23,200
teaching us to control ourselves
and the wing. 

774
00:49:23,200 --> 00:49:26,880
What's your take on the define? 
Hold on please with this there 

775
00:49:26,880 --> 00:49:28,800
are there are a lot of good 
Sovs. 

776
00:49:29,480 --> 00:49:35,080
OK, then what I see is that 
doing good things and for me was

777
00:49:35,080 --> 00:49:40,440
it to change the name precised 
on that to give a wake up call 

778
00:49:41,200 --> 00:49:45,200
and say don't pull Justin 
Manerus think more about the 

779
00:49:45,200 --> 00:49:50,200
pilots go to each pilot where he
has to step on his next step. 

780
00:49:50,960 --> 00:49:54,880
I see some trainers are not 
flying anymore. 

781
00:49:55,560 --> 00:50:00,560
OK. 
If I'm not flying by myself any 

782
00:50:00,560 --> 00:50:05,360
more than Minervas and go with 
the techniques and try to think 

783
00:50:05,640 --> 00:50:08,240
it's for me as well. 
It's hard because I work a lot 

784
00:50:08,240 --> 00:50:13,120
and I have to stay on time with 
the Minervas and try to new 

785
00:50:13,120 --> 00:50:16,560
things and try how it reacts. 
Especially I can't fly all the 

786
00:50:16,560 --> 00:50:18,560
combinations we have on the 
market. 

787
00:50:19,040 --> 00:50:23,920
And it would be great if we 
could create something 

788
00:50:23,920 --> 00:50:28,320
international to bring 
experience together and find new

789
00:50:28,320 --> 00:50:32,880
concepts to create it better and
teach the peoples better for 

790
00:50:32,880 --> 00:50:37,080
safety. 
That means it's not just this 

791
00:50:37,080 --> 00:50:40,120
SPC is the maximum of 
everything. 

792
00:50:40,120 --> 00:50:44,560
It's just a beginning of 
thinking differently, more for 

793
00:50:44,560 --> 00:50:49,240
the pilots. 
OK, And this is, for me, very 

794
00:50:49,240 --> 00:50:52,720
important message. 
I don't want to stay there and 

795
00:50:52,720 --> 00:50:55,160
the shrimp is SPC or something 
like this. 

796
00:50:55,160 --> 00:50:57,720
This is a very important message
because there's so many good 

797
00:50:57,720 --> 00:51:03,560
trainers out there and we start 
slowly get connected to each 

798
00:51:03,560 --> 00:51:06,200
other and talk about 
discussions. 

799
00:51:06,640 --> 00:51:11,200
Podcasts like this bring us 
together because it's super hard

800
00:51:11,200 --> 00:51:16,720
to talk with French, so we train
us, or with other ones because 

801
00:51:16,720 --> 00:51:20,280
about language as well. 
Like English is not my native 

802
00:51:20,280 --> 00:51:22,400
language. 
It's hard for me sometimes to 

803
00:51:22,400 --> 00:51:26,480
find the right words. 
But in Turkey I saw some 

804
00:51:26,480 --> 00:51:30,560
trainers teaching nearly the 
same concept with movements to 

805
00:51:30,560 --> 00:51:34,280
show it. 
But if they do it intuitive or 

806
00:51:34,280 --> 00:51:36,600
on purpose, what do you think 
about? 

807
00:51:36,800 --> 00:51:40,280
But there are a lot of potential
what we have to bring together 

808
00:51:40,480 --> 00:51:44,960
to bring sport up and make it 
more safe. 100% agreement, and 

809
00:51:44,960 --> 00:51:47,800
that is one of the reasons, as 
you mentioned earlier, that 

810
00:51:47,800 --> 00:51:51,160
paralleling Atlas exists to 
bring out such knowledge to the 

811
00:51:51,160 --> 00:51:53,320
audiences, regardless of where 
they are in the globe. 

812
00:51:53,320 --> 00:51:57,360
So massive thank you to you and 
all our listeners for being a 

813
00:51:57,360 --> 00:51:59,240
part of this tribe I'm building 
here. 

814
00:51:59,600 --> 00:52:04,760
Keeping on with the topic, how 
do you assess when a new pilot 

815
00:52:04,760 --> 00:52:06,960
comes to you? 
Let's dive right into the action

816
00:52:06,960 --> 00:52:11,200
of how SPC works. 
So day one, somebody has signed 

817
00:52:11,200 --> 00:52:14,320
up, shows up with all, let's get
what is your To Do List? 

818
00:52:14,320 --> 00:52:15,600
How do you take it from there 
on? 

819
00:52:16,640 --> 00:52:21,040
And then in short, the 1st is I 
take a look at the adjustments 

820
00:52:21,040 --> 00:52:24,120
of the harnesses, that's all the
pot harnesses. 

821
00:52:24,200 --> 00:52:28,120
I explain how this works, the 
different of weight shifting 

822
00:52:28,240 --> 00:52:31,960
about releasing tension in it, 
how to work to deal with the 

823
00:52:31,960 --> 00:52:34,080
different layers in this 
harness. 

824
00:52:34,600 --> 00:52:39,600
And for me is I think a lot of 
peoples fly with too much 

825
00:52:39,600 --> 00:52:43,200
tension in the Botanus. 
I showed them the different 

826
00:52:43,200 --> 00:52:46,040
movement in a simulator, how to 
follow in a turn. 

827
00:52:46,040 --> 00:52:48,120
What's the difference? 
If you block the hip, you will 

828
00:52:48,120 --> 00:52:51,320
feel it immediately. 
They see a lot of them that go 

829
00:52:51,320 --> 00:52:53,160
1st and show them the 
difference. 

830
00:52:53,400 --> 00:52:55,920
Now let them press on this like 
press on this like see the 

831
00:52:55,920 --> 00:52:59,800
difference and see what it's 
really completely different. 

832
00:53:00,520 --> 00:53:03,280
Then I show them the body 
movements, the right pull 

833
00:53:03,280 --> 00:53:06,960
movements for the difference. 
Every pilot has a different 

834
00:53:06,960 --> 00:53:09,560
movement. 
Somebody have a problem with the

835
00:53:09,560 --> 00:53:11,120
shoulder, can't do this 
movement. 

836
00:53:11,120 --> 00:53:14,440
OK, let's find a way to sort it 
when it comes together. 

837
00:53:14,840 --> 00:53:16,920
And then the next thing is we go
to theory. 

838
00:53:17,240 --> 00:53:21,760
And I do a lot of theory because
it's for me, it's not important 

839
00:53:21,760 --> 00:53:25,760
that you can remind everything I
talked about because I tried to 

840
00:53:25,760 --> 00:53:28,920
talk about the 20 years of 
flying in short time. 

841
00:53:29,640 --> 00:53:33,520
For me it's important that you 
understand why it is like this 

842
00:53:34,280 --> 00:53:38,120
and then begin for flying. 
Watch the videos on and start 

843
00:53:38,120 --> 00:53:41,680
basic maneuver speech pandalong 
this maneuver you can learn so 

844
00:53:41,680 --> 00:53:45,640
much. 
You have to fly it in as slow as

845
00:53:45,640 --> 00:53:49,280
you can to see your own body 
movements and to realize where I

846
00:53:49,280 --> 00:53:53,720
am in this maneuver. 
And then we going step up from 

847
00:53:53,720 --> 00:53:56,360
collapses to negative spins to 
stalls. 

848
00:53:56,680 --> 00:54:00,720
For me, every maneuver I step 
up, it says I create this word 

849
00:54:01,200 --> 00:54:05,000
pulling. 
It's 30% flying, releasing a 

850
00:54:05,000 --> 00:54:09,120
brake in the right movements, 
different speeds, it's 60% of 

851
00:54:09,120 --> 00:54:13,160
flying. 
To bring this together gives you

852
00:54:13,160 --> 00:54:16,720
the option to fly clean, spins, 
stalls. 

853
00:54:17,320 --> 00:54:20,560
It's falling and releasing 
together and this brings your 

854
00:54:20,560 --> 00:54:26,400
skid levels higher and the rest 
5% maybe. 10. 

855
00:54:27,040 --> 00:54:32,000
We are passenger. 
Makes so much sense. 

856
00:54:32,680 --> 00:54:37,800
Let the Destiny players fart. 
OK, but there is this one super 

857
00:54:37,800 --> 00:54:42,600
thing like because if you have 
the high angle of attack with 

858
00:54:43,000 --> 00:54:45,000
the grand pendulum, the wing is 
behind you. 

859
00:54:45,680 --> 00:54:48,320
Yeah. 
OK, just one thing. 

860
00:54:48,320 --> 00:54:50,840
If the wing in the pandem, you 
swing forward, the wing is 

861
00:54:50,840 --> 00:54:51,760
behind you. 
That's what. 

862
00:54:51,800 --> 00:54:55,480
I've heard so far. 
The question is why for me? 

863
00:54:55,480 --> 00:54:59,560
So then if some somebody told me
something, I ask why? 

864
00:55:00,160 --> 00:55:02,680
I think my answer was I am 
pretty sure I can speak for 

865
00:55:02,680 --> 00:55:04,360
majority of my listeners as well
as do you. 

866
00:55:04,360 --> 00:55:08,520
Don't stall it even more or 
deform the trailing edge even 

867
00:55:08,520 --> 00:55:11,320
more so that the energy with 
which the wing has gone back 

868
00:55:11,640 --> 00:55:14,080
doesn't build up even more. 
So when it shoots, it's not 

869
00:55:14,080 --> 00:55:17,120
going to shoot like crazy. 
The answer of most people is 

870
00:55:17,120 --> 00:55:19,960
because if I break it behind me,
it stalls. 

871
00:55:20,720 --> 00:55:24,240
This is the answer of 80% what I
get. 

872
00:55:25,160 --> 00:55:27,240
All right. 
Because in school, if the wing 

873
00:55:27,240 --> 00:55:29,440
is behind you, don't break it 
because you stall it. 

874
00:55:30,880 --> 00:55:35,720
That's super interesting. 
It comes from acroparaguiding. 

875
00:55:35,720 --> 00:55:40,000
If you try to stall the wing in 
the high end with a pendulum you

876
00:55:40,000 --> 00:55:43,360
get longer breakaways if longer 
steering ways. 

877
00:55:43,960 --> 00:55:48,240
It's super hard to explain 
without a video but there is I 

878
00:55:48,240 --> 00:55:50,160
tried. 
OK, I tried this last Panerva to

879
00:55:50,160 --> 00:55:53,920
explain. 
OK, you create a pitch pandalum 

880
00:55:53,920 --> 00:55:59,600
by yourself, you break, keep it 
release and as long your 

881
00:55:59,760 --> 00:56:03,640
pendulum is working, you have a 
lot of reserve in the system. 

882
00:56:04,320 --> 00:56:10,400
OK about stars, if you ever had 
on the takeoff, you lift up your

883
00:56:10,400 --> 00:56:15,360
wing with less wind, you keep on
walking and you try to stop this

884
00:56:15,360 --> 00:56:18,880
takeoff. 
OK, I think just in mind, bring 

885
00:56:18,880 --> 00:56:22,160
the wings above you. 
Less tension, less pressure. 

886
00:56:22,720 --> 00:56:27,880
How deep you have to break that 
Your wing fall down again a lot.

887
00:56:28,280 --> 00:56:32,240
Maybe their arms are too short. 
OK, when you have to pound 

888
00:56:32,240 --> 00:56:35,560
alone, you go forward. 
The wing is behind you. 

889
00:56:35,960 --> 00:56:40,840
In the moment when this movement
stops, how much weight is on the

890
00:56:40,840 --> 00:56:43,120
wing of you? 
Less. 

891
00:56:43,840 --> 00:56:46,920
It's almost wages. 
That means you have longer 

892
00:56:46,920 --> 00:56:52,880
steering ways, but if you break 
too early, it means you stop 

893
00:56:52,880 --> 00:56:56,880
behind you. 
They're moving wing forward and 

894
00:56:56,880 --> 00:56:59,680
then you try to stop the wing 
straight above you. 

895
00:57:00,360 --> 00:57:02,360
What has happened with your 
pendulum? 

896
00:57:02,360 --> 00:57:04,840
Your pendulum from the pilot 
will as well stop. 

897
00:57:05,120 --> 00:57:10,480
And if you stop the pendulum 
from the pilot and the wing, if 

898
00:57:10,480 --> 00:57:13,520
you break too early at the wing 
above, you go straight a little 

899
00:57:13,520 --> 00:57:15,400
bit forward. 
It stays a little bit of 

900
00:57:15,400 --> 00:57:17,200
pendulum. 
You go under the wing. 

901
00:57:17,440 --> 00:57:21,840
You have still the brake on it. 
Now you have to release because 

902
00:57:21,840 --> 00:57:25,680
you you reduced with this 
movement the speed from the wing

903
00:57:25,680 --> 00:57:28,520
and the pilot. 
That means the speed in the 

904
00:57:28,520 --> 00:57:33,880
system is less. 
If you go on a little turn, your

905
00:57:33,880 --> 00:57:38,120
wing will spin in a negative 
spin because you have no speed 

906
00:57:38,120 --> 00:57:40,320
in the system anymore. 
Yeah, the. 

907
00:57:40,680 --> 00:57:43,040
Air state is OK. 
What is happened? 

908
00:57:43,040 --> 00:57:49,000
If you leave your hands behind 
up, the pendulum is working OK 

909
00:57:50,040 --> 00:57:54,200
and then the wing comes above 
you, you swing back right. 

910
00:57:54,880 --> 00:57:58,600
That means if you start breaking
your wing when your pendulum is 

911
00:57:58,680 --> 00:58:02,120
you are in the center, the wing 
go forward, you swing backwards,

912
00:58:02,800 --> 00:58:06,040
then you go on connection point 
and then forward moving. 

913
00:58:06,080 --> 00:58:08,080
You go deeper on the brake 
faster. 

914
00:58:08,080 --> 00:58:10,680
You stop the forward flying 
movement of the wing. 

915
00:58:10,880 --> 00:58:13,720
You can go full on because the 
angle of attack is slow. 

916
00:58:13,720 --> 00:58:18,800
You have a long breakaway again.
If the pendulum change like 

917
00:58:18,800 --> 00:58:23,040
this, you start releasing and 
you keep the speed in the 

918
00:58:23,040 --> 00:58:26,000
system. 
This is the reason why we should

919
00:58:26,000 --> 00:58:29,720
stop the wings above a little 
bit in front of us. 

920
00:58:30,560 --> 00:58:33,640
This is important for the new 
wings with the S shape. 

921
00:58:33,880 --> 00:58:39,400
If you use the brake, use it 
right and more, but in an angle 

922
00:58:39,440 --> 00:58:41,640
where the wing can take more 
breakaway. 

923
00:58:42,360 --> 00:58:46,880
Most people break too early. 
If the wing is just about 10-15 

924
00:58:46,880 --> 00:58:50,600
degrees behind you and coming 
forward and you brake already, I

925
00:58:50,600 --> 00:58:54,960
all them ask the people on which
part of the brake you have the 

926
00:58:55,360 --> 00:58:59,760
best reaction in, which part of 
the brakes you have reduced the 

927
00:58:59,760 --> 00:59:02,760
most speed. 
Think about landing. 

928
00:59:03,280 --> 00:59:07,440
If you come in nearly open 
brakes, you go a little bit on 

929
00:59:07,440 --> 00:59:12,200
it, you go straight away, You 
change speeding altitude right, 

930
00:59:12,920 --> 00:59:14,840
you make a nice flare and you 
lamp. 

931
00:59:15,360 --> 00:59:18,480
If you come in with already 
pulled 40% of brake. 

932
00:59:20,240 --> 00:59:24,760
We all did it already, but it 
hurts if you start to freeze 

933
00:59:24,760 --> 00:59:26,640
something. 
It's nothing of freeing, it's 

934
00:59:26,640 --> 00:59:30,240
just a dropping. 
Down the whole different world 

935
00:59:30,240 --> 00:59:32,760
with two liners. 
I I I paid the price not too 

936
00:59:32,760 --> 00:59:36,120
long ago so I I couldn't walk 
straight for next two days. 

937
00:59:36,480 --> 00:59:40,760
And this is for me as well. 
This is if most efficient brake,

938
00:59:40,760 --> 00:59:45,960
they are the 1st 30% of brakes 
and this 30% of brake to use in 

939
00:59:45,960 --> 00:59:49,480
the moment when the wing starts 
really creating speed forward. 

940
00:59:49,880 --> 00:59:55,800
This moment you have to use this
way specially now and then. 

941
00:59:56,000 --> 00:59:59,760
This is not above you, it's a 
little bit in front of you and 

942
00:59:59,760 --> 01:00:03,720
that means any connection point 
in the pendulum and when he 

943
01:00:03,720 --> 01:00:09,120
starts really pulling forward. 
In this moment I used 30% of 

944
01:00:09,120 --> 01:00:14,000
brake reduce, the maximum I can 
reduce on the brakes and if the 

945
01:00:14,000 --> 01:00:17,520
pendulum goes further, I can 
brake slowly deeper and support 

946
01:00:17,520 --> 01:00:19,720
him. 
It doesn't matter if it stalls 

947
01:00:19,720 --> 01:00:23,560
in front of me, but when the 
pendulum change I'm going back 

948
01:00:23,560 --> 01:00:27,440
under the wing. 
I have a long way to releasing 

949
01:00:27,680 --> 01:00:32,160
and keep the speed in the system
and on the pendulum back and 

950
01:00:32,160 --> 01:00:35,080
releasing the brakes the angle 
of the deck get higher, that 

951
01:00:35,080 --> 01:00:38,680
means the chance of the collapse
is less OK. 

952
01:00:38,680 --> 01:00:43,440
Interesting. 
It's a lot that maybe that your 

953
01:00:43,440 --> 01:00:46,000
podcast. 
Yeah, this has to be. 

954
01:00:46,000 --> 01:00:49,200
I can try and publish this video
as well if it works on Spotify 

955
01:00:49,200 --> 01:00:51,840
platforms, but we'll see. 
I feel like I should meet you in

956
01:00:51,840 --> 01:00:54,560
person with all my camera gear 
and stuff like that to make this

957
01:00:54,560 --> 01:00:57,000
more enriching rather than just 
an audio one minute. 

958
01:00:57,400 --> 01:01:03,160
I think a lot of this like this 
French exit 1 in this trainings 

959
01:01:03,160 --> 01:01:06,560
from exit from high winger was 
in straight climb up. 

960
01:01:07,120 --> 01:01:09,880
Yeah, you have a long time to 
think about what they're doing. 

961
01:01:09,880 --> 01:01:13,560
Do you have a new climb up? 
It feels like a minute, but it's

962
01:01:13,560 --> 01:01:17,920
a free 4 second climb up and the
people break to stop the wing 

963
01:01:17,920 --> 01:01:22,320
too early and get more shootout 
that tell them hey wait and most

964
01:01:22,320 --> 01:01:25,800
of the time they go and contact 
a little bit break 15% of break 

965
01:01:25,800 --> 01:01:28,600
and the adult stops. 
They can't believe it's it. 

966
01:01:28,600 --> 01:01:34,440
OK, sure, it's clean situation 
of a delay for me. 

967
01:01:34,440 --> 01:01:37,320
I'm lazy. 
I want to have this last 

968
01:01:37,320 --> 01:01:39,560
reaction the most efficient out 
of it. 

969
01:01:40,320 --> 01:01:42,320
Of course that's the way. 
To be honest, I think 

970
01:01:42,320 --> 01:01:44,800
competition flying must have 
helped a lot in this kind of 

971
01:01:44,800 --> 01:01:47,960
thought process because that is 
all about efficiency and 

972
01:01:47,960 --> 01:01:50,000
maintaining the energy and not 
wasting it. 

973
01:01:50,000 --> 01:01:52,280
I think we should be thankful 
for two liners and all the comp 

974
01:01:52,280 --> 01:01:55,280
players for coming into the 
sport in a structured way. 

975
01:01:55,320 --> 01:01:59,080
R11 era was a whole different 
time, but today's flying, as you

976
01:01:59,080 --> 01:02:02,000
said, people are controlling BC 
rises on the outer end of the 

977
01:02:02,000 --> 01:02:04,120
terminaling core and all of 
that. 

978
01:02:04,120 --> 01:02:07,920
That helps a lot in my opinion. 
But for anybody who's listening 

979
01:02:07,920 --> 01:02:11,800
to this, if they have to start 
preparing for this kind of 

980
01:02:11,800 --> 01:02:15,160
thought process and glider 
handling, what are the steps 

981
01:02:15,160 --> 01:02:17,920
they can take to try and 
inculcate this? 

982
01:02:17,920 --> 01:02:22,280
Of course you are doing your own
bit and people are in different 

983
01:02:22,280 --> 01:02:25,840
possibilities where accessing 
you or a trainer like you, the 

984
01:02:25,840 --> 01:02:28,960
possibilities are only so much. 
So wherever they are, if they 

985
01:02:28,960 --> 01:02:32,920
want to try and fly towards this
direction, what are the steps 

986
01:02:32,920 --> 01:02:35,680
that you recommend people follow
so they can become a safer pilot

987
01:02:35,680 --> 01:02:39,520
overall? 
First I think is take time. 

988
01:02:40,160 --> 01:02:45,160
Really give yourself time and 
try basic maneuvers. 

989
01:02:45,160 --> 01:02:49,440
That means go for pitch 
pandalum, not like what we did 

990
01:02:49,440 --> 01:02:51,960
early times. 
Pull it until you get a frontal 

991
01:02:51,960 --> 01:02:55,160
cut up. 
OK, that's not to sense out it. 

992
01:02:55,160 --> 01:02:59,680
Really realize your movements, 
the movements of the wing. 

993
01:03:00,240 --> 01:03:06,320
Fly it slowly, take time for it.
The next thing, if you go in two

994
01:03:06,320 --> 01:03:11,440
liners, it's important to get a 
little bit of consequence in 

995
01:03:12,120 --> 01:03:18,360
negative spins because this is 
the fastest and efficient way to

996
01:03:18,560 --> 01:03:21,640
get Kravitz out. 
There's maybe one very important

997
01:03:21,640 --> 01:03:26,920
thing for me because I saw a lot
of time to get Kravitz out with 

998
01:03:26,920 --> 01:03:29,080
a negative spin or pulling 
brake. 

999
01:03:29,560 --> 01:03:33,600
The important thing is do it on 
a high angle of attack. 

1000
01:03:33,600 --> 01:03:36,960
That means when the wing is 
behind you, not in front of you.

1001
01:03:37,600 --> 01:03:40,560
I see a lot of accidents where 
people try to pull out the 

1002
01:03:40,560 --> 01:03:46,680
Kravitz and going in a turn in a
spiral dive going into they get 

1003
01:03:46,680 --> 01:03:49,680
out there to get out. 
Maybe they grow up but the angle

1004
01:03:49,680 --> 01:03:53,560
is so the wing is in front of 
them and got the opposite 

1005
01:03:53,560 --> 01:03:58,280
collops like a cascade. 
The only right way in my opinion

1006
01:03:58,280 --> 01:04:04,360
is clean a wing in when the 
pendulum is working, it is 

1007
01:04:04,360 --> 01:04:07,520
behind you. 
You can pull long breakaways, 

1008
01:04:07,520 --> 01:04:11,160
you have less pressure in the 
right moment, and the wing 

1009
01:04:11,160 --> 01:04:15,320
cannot enter in a turn when the 
pendulum is working behind you. 

1010
01:04:15,320 --> 01:04:18,200
Get confidence on this one 
because that's the fastest way 

1011
01:04:18,200 --> 01:04:23,720
to clean it. 
And for my opinion is it get a 

1012
01:04:23,720 --> 01:04:27,200
little bit confidence in flying 
stalls with the swings. 

1013
01:04:27,920 --> 01:04:32,200
This is the only thing we have. 
It's not about to do a clean 

1014
01:04:32,200 --> 01:04:35,880
stall to get perfection. 
I want to have a perfect stall. 

1015
01:04:35,880 --> 01:04:38,440
No, it's not the important 
things. 

1016
01:04:38,600 --> 01:04:44,480
Get confidence if you have a big
cravat you are you are able to 

1017
01:04:44,480 --> 01:04:47,240
stall it and maybe get this 
crowd out. 

1018
01:04:48,080 --> 01:04:51,360
This is the only things we can 
do 2 liners. 

1019
01:04:51,600 --> 01:04:56,880
We have folding lines for two 
liners and in my trainings 

1020
01:04:57,120 --> 01:05:02,040
before we go to foldings line 
folding lines, you have to get 

1021
01:05:02,040 --> 01:05:06,400
some practicing on stalls 
because foldings line folding 

1022
01:05:06,400 --> 01:05:11,120
lines are not easy to use. 
You have to learn how to use it 

1023
01:05:11,800 --> 01:05:17,720
and there are maybe some backups
on it because you put it in the 

1024
01:05:17,720 --> 01:05:20,320
wrong direction. 
Too hard, too much out, too much

1025
01:05:20,320 --> 01:05:22,480
inside. 
You don't release. 

1026
01:05:22,480 --> 01:05:26,680
It's it's super easy to get line
overs to get this out. 

1027
01:05:27,080 --> 01:05:29,280
You only have a chance with 
Storm. 

1028
01:05:29,920 --> 01:05:35,040
Full Stone Yeah, yeah. 
As we are approaching the last 

1029
01:05:35,040 --> 01:05:38,840
four of the show, Helmut, the 
thing just came to my mind that 

1030
01:05:39,400 --> 01:05:43,600
as a trainer, as somebody who 
who, who is responsible for 

1031
01:05:43,600 --> 01:05:47,160
people's lives when they're 
teaching them safety, how can 

1032
01:05:47,160 --> 01:05:52,120
SIV trainers develop this kind 
of mindset or outlook on on SIV 

1033
01:05:52,120 --> 01:05:53,680
trainings? 
And how can they learn from 

1034
01:05:53,880 --> 01:05:57,200
safety pilot coaching and bring 
that into their current SIV 

1035
01:05:57,200 --> 01:06:00,120
trainings? 
Think about your own skills, 

1036
01:06:00,480 --> 01:06:05,360
your own movement, what you 
doing, how have you your how 

1037
01:06:05,400 --> 01:06:10,520
your attentions. 
Try new things, try flying the 

1038
01:06:10,520 --> 01:06:14,280
maneuvers straight by yourself 
with straight legs. 

1039
01:06:14,360 --> 01:06:18,840
Teach Tipper to deal with the 
harnesses. the Super interesting

1040
01:06:18,840 --> 01:06:23,400
thing was one year ago I did 
private coaching, more like a 

1041
01:06:23,400 --> 01:06:27,880
learning process for myself too.
There was Adi Giseka is a well 

1042
01:06:27,880 --> 01:06:31,440
known photographer I think, and 
there was Melanie. 

1043
01:06:31,440 --> 01:06:36,240
And there was as well, Michel 
Maura, the brother of Triggly. 

1044
01:06:36,880 --> 01:06:43,040
I told him about his movements 
and he tested flying collapses, 

1045
01:06:43,200 --> 01:06:47,080
balls with straight legs. 
He was super scared at the 

1046
01:06:47,080 --> 01:06:50,560
moment because say, what's new? 
And I was super scared to teach 

1047
01:06:50,560 --> 01:06:55,880
him because I'll say how I have 
the right to tell him a 10 years

1048
01:06:55,880 --> 01:06:58,800
experience test by that to do 
something new. 

1049
01:06:59,200 --> 01:07:02,080
It's me on the radio. 
I can't tell you anything. 

1050
01:07:02,080 --> 01:07:04,680
And he was like, well, I'm 
flying now out like a Stew. 

1051
01:07:04,680 --> 01:07:07,000
That for him was as well scary 
in this moment. 

1052
01:07:07,000 --> 01:07:09,480
And he tried it. 
He tested the speed. 

1053
01:07:09,480 --> 01:07:13,840
It collapsed with AB wing mid B 
wing with straight legs. 

1054
01:07:13,880 --> 01:07:18,520
And he says I'm impressed 
because it's not anymore to 

1055
01:07:18,520 --> 01:07:22,400
react to what we get when we 
test it, stay on speed bar 

1056
01:07:22,760 --> 01:07:27,040
different things. 
And then he go for stalls and 

1057
01:07:27,040 --> 01:07:30,920
helis in straight legs and he 
say, oh, that's working. 

1058
01:07:31,240 --> 01:07:33,400
But here's one. 
But he on the other hand, he 

1059
01:07:33,400 --> 01:07:39,640
says, well, I'm not sure normal 
pilots, people, they learned it 

1060
01:07:39,640 --> 01:07:45,280
in a different way, can change 
the mindset to this setup and 

1061
01:07:45,280 --> 01:07:49,000
say, OK, that's my job. 
This is one like try new things,

1062
01:07:49,240 --> 01:07:53,800
try to fly the straight legs, 
try to think look on your hips 

1063
01:07:54,120 --> 01:07:57,400
what you doing, how your 
attention where you move. 

1064
01:07:58,040 --> 01:08:01,840
Important is let people do 
mistakes. 

1065
01:08:02,640 --> 01:08:07,920
Don't be oh that was bad. 
That was not perfect, but you 

1066
01:08:07,920 --> 01:08:12,360
have to do mistakes that you can
learn something out of it. 

1067
01:08:13,080 --> 01:08:16,279
And this mistakes should be not 
on a rescue. 

1068
01:08:16,319 --> 01:08:18,720
It should be possible to clean 
up. 

1069
01:08:19,520 --> 01:08:23,120
That means look at the people 
precise what they're doing with 

1070
01:08:23,120 --> 01:08:26,800
their arms. 
And I think everyone who is 

1071
01:08:26,800 --> 01:08:31,479
already some years in flying 
find himself like me. 

1072
01:08:31,800 --> 01:08:36,439
I see like a sea star, the arms 
and legs spread out and in here 

1073
01:08:36,680 --> 01:08:39,279
because something happens. 
It's happened to me. 

1074
01:08:39,279 --> 01:08:44,000
Like if you're going upright 
from the heartless, your legs go

1075
01:08:44,000 --> 01:08:45,479
anywhere, your hands stay 
anywhere. 

1076
01:08:45,479 --> 01:08:49,439
If you get a because it's a 
stress moment and then you go ah

1077
01:08:49,640 --> 01:08:56,760
what I'm doing and that's OK to 
see human reaction but then tell

1078
01:08:56,760 --> 01:09:00,319
them it's OK. 
Find back in a controlled 

1079
01:09:00,319 --> 01:09:05,560
position to realise it faster. 
Start slowly with the maneuvers 

1080
01:09:06,279 --> 01:09:10,359
and give them a step up that. 
Makes so much sense. 

1081
01:09:10,399 --> 01:09:13,200
I think staying calm for 
instructor is so important. 

1082
01:09:13,279 --> 01:09:15,560
I've seen so many instructors 
abusing their students. 

1083
01:09:15,560 --> 01:09:18,840
Not like does not make sense. 
The student is anyway shitting 

1084
01:09:18,840 --> 01:09:22,520
his pants and you transferring 
that anxiety through radio is 

1085
01:09:22,520 --> 01:09:25,160
not helping the situation as an 
instructor and student 

1086
01:09:25,160 --> 01:09:28,080
accommodations. 
I was saying I think no one 

1087
01:09:30,439 --> 01:09:35,840
lying out of the lake and say 
heli now you will shit your 

1088
01:09:35,840 --> 01:09:40,479
pants off Now I fuck up no one 
go out with this mindset over 

1089
01:09:40,479 --> 01:09:46,040
the lake and so my if someone 
fucked up anything I want to hey

1090
01:09:46,040 --> 01:09:49,600
come on keep calm. 
I want that he's keep on turning

1091
01:09:49,600 --> 01:09:53,880
again to doing something and if 
it's back to basics but he have 

1092
01:09:53,880 --> 01:09:58,280
to keep on going. 
The TC OK it was a mistake it 

1093
01:09:58,280 --> 01:10:00,800
happened. 
I got this few weeks ago. 

1094
01:10:00,800 --> 01:10:06,640
It was like 2 guys were coming 
with Alpena and something else 

1095
01:10:07,040 --> 01:10:11,440
and there wasn't a training. 
They had pulled all heart 

1096
01:10:11,440 --> 01:10:15,680
collapses in from the first 
moment on and I could see on the

1097
01:10:15,680 --> 01:10:20,080
movie he take the A riser and 
you can see the A riser was 

1098
01:10:20,080 --> 01:10:23,360
lower than his ass. 
Man, that's not a reaction you 

1099
01:10:23,360 --> 01:10:26,840
will have outside there. 
Sure, there are sometimes super 

1100
01:10:26,840 --> 01:10:30,040
hard collapses, but not like 
this. 

1101
01:10:30,400 --> 01:10:34,640
But with this hard input, there 
must be very rough conditions. 

1102
01:10:34,640 --> 01:10:37,680
And then you have to think about
should I fly in this condition? 

1103
01:10:37,720 --> 01:10:42,560
It takes me three days to remove
them, to get little bit less, a 

1104
01:10:42,560 --> 01:10:45,320
little bit confidence because 
they were so scared of the 

1105
01:10:45,320 --> 01:10:48,120
collapses. 
And they say after the last 

1106
01:10:48,120 --> 01:10:51,080
training, so it was like, I, I'm
still alive. 

1107
01:10:51,080 --> 01:10:54,240
That's not the idea of training.
Slow down. 

1108
01:10:54,840 --> 01:10:59,000
Find a way to push them up. 
Rise them up, rise, push them 

1109
01:10:59,000 --> 01:11:03,360
together. 
I think this is a topic which is

1110
01:11:03,360 --> 01:11:05,600
hard to navigate and in the 
sport of Fahrenheit, I think 

1111
01:11:05,600 --> 01:11:10,880
where there's so much adrenaline
involved, but staying calm is 

1112
01:11:10,880 --> 01:11:12,800
the key. 
The moment you let your heart 

1113
01:11:12,800 --> 01:11:15,040
rate shoot up is the moment you 
start losing the game. 

1114
01:11:15,560 --> 01:11:18,040
And that is what I have 
discovered over a period of 

1115
01:11:18,040 --> 01:11:20,640
time. 
But I'm going to talk quickly 

1116
01:11:20,640 --> 01:11:23,760
about maneuvers, the philosophy 
we have understood and how to 

1117
01:11:23,760 --> 01:11:27,680
have a mindset while getting 
into this new style of coaching.

1118
01:11:28,120 --> 01:11:31,840
When it comes down to actual 
maneuvers, are there any new 

1119
01:11:31,840 --> 01:11:34,160
ones? 
Are there any different physical

1120
01:11:34,160 --> 01:11:36,680
activities that you make your 
students do? 

1121
01:11:36,680 --> 01:11:40,400
Or is it still based on the same
usual SIV syllabus that we have 

1122
01:11:40,400 --> 01:11:44,480
had over the period of years? 
I'm sure there is them and 

1123
01:11:44,480 --> 01:11:47,840
nervous are still the same. 
We have to winger was we have to

1124
01:11:47,840 --> 01:11:49,560
side collapses. 
We have the ears. 

1125
01:11:49,560 --> 01:11:54,400
We still have to be stall. 
We have a lot of different kinds

1126
01:11:54,400 --> 01:11:56,800
of spots. 
The stalls we create the spin 

1127
01:11:56,800 --> 01:12:00,000
stall to get into a flying back 
position. 

1128
01:12:00,240 --> 01:12:03,400
We have what I removed from the 
trainings. 

1129
01:12:03,400 --> 01:12:09,360
It's the full negative spin just
to keep it on over pull one 

1130
01:12:09,360 --> 01:12:13,800
side, keep on going and thriller
the same negative spin because 

1131
01:12:13,800 --> 01:12:19,520
the SIM movement what is what I 
needed from going to acrobatics.

1132
01:12:19,720 --> 01:12:23,080
OK, we have the normal winger 
was we have the SAT. 

1133
01:12:23,480 --> 01:12:26,160
It's a movement for me. 
It's the SAT at this moment 

1134
01:12:26,160 --> 01:12:32,680
going to basic manner for normal
SPCS or SO ES because it's the 

1135
01:12:32,680 --> 01:12:37,040
only movement what we have what 
can simulate a little bit of of 

1136
01:12:37,040 --> 01:12:42,280
an outer rotation proverb. 
It's the same moving direction. 

1137
01:12:42,880 --> 01:12:48,960
And if I have seen it once, I 
can realize where I am easier. 

1138
01:12:50,200 --> 01:12:53,440
Then we have the P steering, PC 
steering on speed bar. 

1139
01:12:53,680 --> 01:12:58,880
They're trying to start on the 
PCs to work on the PLA and the 

1140
01:12:58,880 --> 01:13:01,200
two liners as well. 
How can I stop? 

1141
01:13:01,200 --> 01:13:03,680
What has happened if I pull the 
PS a little bit outside? 

1142
01:13:03,680 --> 01:13:07,040
What has happened if I put it 
inside, go on wing or some speed

1143
01:13:07,040 --> 01:13:12,160
bar On the P lines that we have,
sure pitch bundle pitch, but 

1144
01:13:12,160 --> 01:13:16,520
alone we have pitch bundle long 
with speed bar and P lines. 

1145
01:13:16,680 --> 01:13:21,080
How to change from P to breaks 
in which time moments, 

1146
01:13:21,080 --> 01:13:25,120
movements, if someone get clean 
stalls, snap stalls so the 

1147
01:13:25,120 --> 01:13:28,520
maneuver's still the same? 
I think you almost gave us the 

1148
01:13:28,520 --> 01:13:30,920
blueprint of SPC without 
charging you Penny. 

1149
01:13:30,920 --> 01:13:35,800
So that's very kind of you. 
Just to some curiosity of some 

1150
01:13:35,800 --> 01:13:38,560
listeners that might be there. 
The easiest way to check out 

1151
01:13:38,560 --> 01:13:42,760
more information is head over to
his website, which grows LE 

1152
01:13:43,320 --> 01:13:48,280
minus SHREMP f.com. 
Be sure to put. 

1153
01:13:48,480 --> 01:13:49,920
That. 
Link in the show notes below 

1154
01:13:49,920 --> 01:13:51,760
there. 
It's mostly in German I believe.

1155
01:13:51,760 --> 01:13:54,640
Is that the language? 
It's all in German at the moment

1156
01:13:54,640 --> 01:13:58,520
because I get the certification 
of my school in Austria this 

1157
01:13:58,520 --> 01:14:03,080
autumn, this spring. 
And so it's all in the beginning

1158
01:14:03,600 --> 01:14:06,320
really to to where we want to 
grow up. 

1159
01:14:06,320 --> 01:14:08,720
We want to do something in 
English as well. 

1160
01:14:08,720 --> 01:14:14,000
The idea is maybe if I get the 
time to do some tutorials about 

1161
01:14:14,000 --> 01:14:19,720
it, but. 
Before I wrap up the AI norm of 

1162
01:14:19,720 --> 01:14:21,760
the one everybody's excited 
about it. 

1163
01:14:21,760 --> 01:14:24,720
I was just looking at this PDF 
which was launched in the 

1164
01:14:24,720 --> 01:14:28,880
skywalk in their sky bait 
harness in case you heard about 

1165
01:14:28,880 --> 01:14:30,320
it. 
It detects collapsing. 

1166
01:14:30,320 --> 01:14:33,960
I think it's about organs say 
rescue injection all of that for

1167
01:14:33,960 --> 01:14:36,040
literally they'll have a 
separate episode coming up very 

1168
01:14:36,040 --> 01:14:38,640
soon for other students. 
Well like to do any thoughts 

1169
01:14:38,640 --> 01:14:41,280
about future of airlining safety
training? 

1170
01:14:41,280 --> 01:14:45,080
What are what's your take on 
that ever be any of the sport 

1171
01:14:46,240 --> 01:14:49,320
this? 
You choose hard to explains 

1172
01:14:49,320 --> 01:14:52,840
depending what happened on the 
wings, but still it will be 

1173
01:14:53,120 --> 01:14:57,560
basics because will be basic 
moments. 

1174
01:14:57,920 --> 01:15:01,640
People say bomb. 
I don't want to go into it was 

1175
01:15:01,640 --> 01:15:05,760
by swan into a draining because 
it destroyed my stuff and 

1176
01:15:06,280 --> 01:15:08,280
they're right. 
We'll start what to say because 

1177
01:15:08,280 --> 01:15:12,680
there could be some scratches 
that could be a harder impact if

1178
01:15:12,680 --> 01:15:17,560
a snap opening or something. 
But what I can say from my 

1179
01:15:17,560 --> 01:15:23,520
wonder, if you step up slowly, 
the risk is less or maybe we get

1180
01:15:23,520 --> 01:15:29,400
any time, some certified 
trainings where some companies 

1181
01:15:29,400 --> 01:15:34,200
say, hey, I will give you 3X1. 
Like if you're 2 Antos, I give 

1182
01:15:34,200 --> 01:15:36,440
you that. 
People come and train with the 

1183
01:15:36,440 --> 01:15:39,440
swings. 
We tried something with Nova 

1184
01:15:40,040 --> 01:15:45,360
last this year or we say, OK, we
want to introduce the codex, the

1185
01:15:45,360 --> 01:15:52,080
C2 liner for people who want to 
change to do an SOE or an SPC 

1186
01:15:52,280 --> 01:15:56,800
with the this wing. 
And we got this wings from Nova 

1187
01:15:56,880 --> 01:16:00,320
for using it for the SPC for the
pilots. 

1188
01:16:00,880 --> 01:16:07,520
It's a question of money because
if you spend 1015 wings for 

1189
01:16:07,520 --> 01:16:12,920
training, it costs a lot about 
if there's a pool of wings we 

1190
01:16:12,920 --> 01:16:18,400
can order and say I need this 
wing with for some maybe 

1191
01:16:18,400 --> 01:16:22,720
selected trainings. 
This will be maybe a future that

1192
01:16:22,720 --> 01:16:26,680
people are not scared to destroy
their own wings. 

1193
01:16:27,360 --> 01:16:31,000
Give them an option. 
Maybe something like this as one

1194
01:16:31,000 --> 01:16:34,360
was a question about if there's 
a possibility like the German, 

1195
01:16:34,360 --> 01:16:37,160
Austrian or Swiss league, 
because there are a lot of 

1196
01:16:37,160 --> 01:16:40,520
pilots who are changing the 
wings every year or every two 

1197
01:16:40,520 --> 01:16:45,720
year and what use it wings to 
keep them in advanced for using 

1198
01:16:45,720 --> 01:16:50,760
it next year for trainings. 
Maybe it's an idea to bring 

1199
01:16:50,760 --> 01:16:55,640
people to go for a training. 
100% love your point of view. 

1200
01:16:55,680 --> 01:16:58,760
How do? 
Community feel a bit more. 

1201
01:16:58,760 --> 01:17:04,760
Involved more safe first, but of
course capital rules stall the 

1202
01:17:04,760 --> 01:17:07,960
decision. 
So a lot of it comes down to 

1203
01:17:07,960 --> 01:17:09,360
money. 
So we'll keep our fingers 

1204
01:17:09,360 --> 01:17:12,960
crossed with that to be how cold
to the end of the show. 

1205
01:17:13,080 --> 01:17:16,160
Any closing pods before we say 
goodbye for now? 

1206
01:17:17,200 --> 01:17:21,960
For me it's important if you try
something out there, be careful,

1207
01:17:21,960 --> 01:17:25,120
do it slowly and for me it's 
very important to help my 

1208
01:17:25,120 --> 01:17:27,720
students. 
If we go out and explain what we

1209
01:17:27,720 --> 01:17:33,760
have done, be sure you can 
explain as well why we have it 

1210
01:17:33,760 --> 01:17:35,600
done. 
If you are not understand it 

1211
01:17:35,600 --> 01:17:41,120
right or you forget something 
could be as well dangerous for 

1212
01:17:41,120 --> 01:17:43,520
someone else. 
It means if you're not 

1213
01:17:43,520 --> 01:17:46,440
understanding, clear what we 
mean of this angle of attack and

1214
01:17:46,440 --> 01:17:48,080
break there, there, there, 
there, there. 

1215
01:17:49,120 --> 01:17:53,960
Think about take your time, make
it sense for yourself. 

1216
01:17:54,520 --> 01:18:01,480
If it makes sense, try try it 
slowly, but don't go out and say

1217
01:18:01,520 --> 01:18:06,040
he say that and do that. 
You know, it's really this is 

1218
01:18:06,040 --> 01:18:10,760
what I say in my trainings. 
Say guys, I told you I explained

1219
01:18:10,760 --> 01:18:13,560
to you based on physics, it's 
good. 

1220
01:18:13,560 --> 01:18:16,360
I know. 
Now you have to go out and prove

1221
01:18:16,960 --> 01:18:19,200
what I told you. 
Test it. 

1222
01:18:19,600 --> 01:18:23,040
Let's watch the videos. 
Let's find if there is a wrong 

1223
01:18:23,040 --> 01:18:27,320
angry, a wrong body movement, 
why it was happen, if we can 

1224
01:18:27,320 --> 01:18:29,080
find it that you can understand 
it. 

1225
01:18:29,080 --> 01:18:32,760
Let's repeat it. 
If there were some movements 

1226
01:18:32,760 --> 01:18:36,960
maybe a 1/2 times in every 
training or saying sorry, can't 

1227
01:18:36,960 --> 01:18:41,720
see on the movie, I can't see it
on the analytics, I'm sorry, I 

1228
01:18:41,720 --> 01:18:46,440
don't know, but important this. 
You have to understand it. 

1229
01:18:46,760 --> 01:18:50,480
If it makes no sense for 
yourself, don't do it. 

1230
01:18:50,840 --> 01:18:53,920
That's the important thing. 
Someone comes to me and say, 

1231
01:18:53,920 --> 01:18:58,440
Eddie, do it like this. 
I say why and if there's no 

1232
01:18:58,440 --> 01:19:02,280
sense behind, don't do it. 
This is the important thing. 

1233
01:19:02,880 --> 01:19:06,200
Ellen, listen to your intuition.
That is the key here and that is

1234
01:19:06,200 --> 01:19:08,800
what you're bringing out because
of course, if you have the 

1235
01:19:08,800 --> 01:19:11,880
knowledge to follow up your 
actions, then it's a lot more 

1236
01:19:11,880 --> 01:19:14,360
intuitive. 
And then the confidence levels 

1237
01:19:14,360 --> 01:19:16,320
and the end results are much, 
much higher. 

1238
01:19:17,360 --> 01:19:21,400
Got it Heli, on that note, 
heartfelt thanks for bringing 

1239
01:19:21,400 --> 01:19:25,600
out this brand new concept to 
our audiences and to the 

1240
01:19:25,600 --> 01:19:28,680
paragliding world out there. 
Needless to say, kind of wait to

1241
01:19:28,680 --> 01:19:31,800
dive deeper into this with a 
more holistic manner in a video 

1242
01:19:32,080 --> 01:19:34,560
tutorial or some sort of like 
that which we will connect on. 

1243
01:19:34,960 --> 01:19:36,840
But for now, it's been an 
absolute honour. 

1244
01:19:36,840 --> 01:19:40,960
Haley, it was a. 
Super nice, super pleasure to be

1245
01:19:40,960 --> 01:19:45,400
in your show in the podcast and 
thanks for trusting me, for 

1246
01:19:45,400 --> 01:19:47,840
listening to me and hope to see 
you soon.