It takes balls to share these videos, I haven’t had the courage to share my crashes yet. Thanks for sharing and highlighting the areas of improvement so we can all learn
Yup, actually It took a while to decide. But I didn’t like a feeling that I have something hidden behind of many of my footages. The many many comments and thoughts that I got is more than anything. I recognized there’s many teachers to ask in the world and I don’t wanna lose these chances. Thank you for your comment and good luck freeasabird83!!
Share them anonymously. Wise people learn from crash videos. Crash videos save lives. Find a way to disseminate the wisdom. Don't gatekeep crash wisdom.
@@abundantharmony You don't have to share as anon. Pilots, as overall, what we doing is very hard, so its something common to make mistakes. On mistakes all safety procedures rises. If it can help anybody to safe his life, then mission accomplished. Most people are very warm. People doing the similar thinks we do, so they understand Here you go - my mistakes Here, you can see my faults th-cam.com/video/-k1O4bMBzJo/w-d-xo.html
This seriously helps so many people not to mention the transparency ensures that you are never operating in denial or in complacency. Thank you so much for being open to sharing the good the bad and the ugly with all of us!
The second best thing to do with something like this is to learn from it. The best thing to do in this situation is to share this experience, so others may learn from it without having to go through the same mistake. Glad you didn't get hurt and I am proud to see that you're sharing this video with the world. On a sidenote: I live in Germany and you'd think rural areas with small towns, farms and farmland would look similar whereever you go, but Japan has such a distinct look to how buildings and farmland are interwoven, it's something that I absolutely love about it. I spent a semester in Kyoto, living in Sakamoto and some time later, I went to study in Kanazawa, living in Sue-Machi. The sound of frogs from the closeby rice fields in the night was always very soothing.
H.A., I’ve learned a lot of things from many of those clips good and bad. I really hope my clips will help for the other pilots. Now it’s time that exactly what you say. Thousands of choruses of frogs on the rice field day and night. We’re welcoming you back here anytime:-)
I don't fly hang gliders (I do gyros), when you read accident reports you would often read these self justified excuses for what are some form of pilot error. It always disappointed me because if you want your sport to go ahead you want to improve safety not avoid taking blame and in that way helping others improve their technique. It takes courage and integrity to own your errors like this particularly to publish them. Well done. You're the type of guy I'd prefer to fly with someone that owns their mistakes. I'm sure you won't be making that mistake again and you'll be safer for it as will anyone who watches and attends to your video. Good on you.
Thanks Cameron, that’s my intention. I didn’t like the feeling that I hiding anything behind my clips. I’ll get better on each flight as long as my passion last.
@@tripledyno and it makes them all the more valuable for it. As I said i fly gyros but like lits of flyers am interested in other aviation your example makes it easier for others to do the same more power to you.
Knowing nothing about this sport I thought it's common occurence to get roughed up like that once in a while. Didn't think you would consider it a crash
Anything that is not a 100% chill landing is considered a mistake. Here he damaged the glider and could have hurt himself easily on the obstacles. How would you not consider an expensive repair to the aircraft not a crash?
I used to land on the beach in front of Ray Hook's house while flying Makapuu, Oahu. The beach was about 25 feet wide and a 90 degree crosswind landing. Just before touchdown I'd throw all my weight to the windward side and flare (sometimes dragging a tip) into the 15 MPH wind and touch down. That was fun and satisfying. That's when hang gliders landed slower than Atos'.
Wow, that sounds scary too Bob! And it was fun for ya! :-) A friend of mine flies on the beach with Falcon and that looks super fun. I’ll try some time! Thanks!
Was a hang glider pilot back in the 90s so may have forgotten a few things but main thing is is that you walked away. Glider damage can be sorted, sometimes bodies cannot. My observations are that you did not come into landing with decent ground speed plus you did not pop the nose up when the glider started getting heavy (slowed down). Thus, before I saw the crash I knew you were going to land like a sack of potatoes. The other issue was that you did not land into the wind which just makes things a little bit more complicated and even though you tried to adjust it cost you the speed for landing before and not allowing you to flare up at the right time. The ground look a bit rough with a few ditches as well so there are a few things you were trying to take in which just compounded the problem. Hopefully it was just the downtubes that got bent. Every take off, flight and landing is always a good learning experience and I hope that this has not put you off from flying. Cheers!
Yes, Now I know I went little bit too slow on final just like you say. And I missed flare timing because grabbed my attention to that terrain. I’m already back in the air and trying to focus on my landing approach more than before. You guys comments and thoughts are more than anything! Thanks for advice Jett_Heller!!
@@tripledyno Enjoy the sport - it is a wonderful experience and creates special memories. Be the best pilot you can and always be aware that mother nature will throw in surprises. Glad you are back in the air!
He had plenty of speed on the approach, except when he did an early hand transition and let it pop up, but he did pull in again after that. I think the main issue here is simply that he overshot his intended lz (which he said was the field just before the furrow) and therefore was sort of forced to delay his flare due to the terrain. The correct time to flare would have been just before the furrow, but this would have resulted in him having to run up it and most likely trip on that furrow. So I'm sure the hope was to just try and get over that terrain to the field beyond it. Personally I think the optimal solution for those last few seconds would have actually been to *not* flare at all and fly it right down to the last inch and belly land in the next field. If you roll back the clock a bit further I would say that I don't agree with hand transitions on final approach. Either do it before final, or at trim just before the flare. Several reasons for this; Firstly because it creates a momentary loss of control at the most dangerous and vulnerable moment in the flight. Secondly because it changes your drag profile, sure, sometimes that may be desirable, but in this case it likely prevented him from making the next field, better to stay aerodynamically clean if you know you are short on energy.
A few things: i. Lower rigging looks very slack in flight and there's a lot of unproductive movement of the bar to get roll inputs. I don't know if that is a characteristic of the Atos, but it doesn't look right somehow. ii. You seemed to confuse groundspeed with airspeed on your final approach - there should be a wind indicator if you are using that field for a landing. iii. You were still rather crosswind and with a high groundspeed, even quite close to the ground. But my guess would be that your actual airspeed was quite low. The commentator who noted that you were already half stalled and therefore couldn't get a full flare in the final moments was right IMHO. iv. Trying to land on a ploughed field on a hot thermally day means that you are going to get a lot of rough, rising air and you need to account for the extra lift when planning your approach. A good technique is to do beats up and down the downwind end of the field to check the sink rate and only turn onto finals when you are sure you'll get into where you are aiming for. Finally, congratulations for having the courage to discuss your mistakes in public - we have all been there, and it is a big learning curve for everyone. Good flying in future!
Indeed. I thought I need more attention to make another decision for unexpected wind activity. We learn from fail but we have to make it minimum for hang gliding because we don’t have an extra life. I’ll never forget these thoughts from you all. Thanks Tony!!
Also my assessment. The crosswind got him. That stall into the crosswind had the potential for a far worse outcome. Experienced a similar crash years ago.
@@tripledyno that can be a deadly mistake, flaring or slow flight into crosswind with a hang or paraglider. A motorized aircraft would incline its wing towards the wind and side-slip into the roundout and final flare, but we cant do that. I guess survival rule no 1 with hang and paragliders is to never land or take off with tail or crosswind.
Hey, you guys keep talking about crosswind. Isn't there an indicator left and a windsock right of the landing field? They both look dead slack to me. The slight drift at 4:40 correlates to the wings being not level. In any case, no crosswind that would contribute to an asymmetric stall. But when you hit the pole, that of course did cost the left wing airspeed. The slack rigging are actually cables to control the spoilers on the ATOS wing. Roll axis is not gravity controlled but aerodynamic.
Yes, actually it’s hard to repair cuz its panels are piled of 3D. Luckily I got another used sail for it from friend of mine. Thanks for comment Erico!
Thanks for this. I’m a glider pilot now but I’ve 1000 h on hang gliders. My thoughts: You didn’t seem to do a proper circuit of the landing area. A good circuit will give you lots of information about wind speed and direction, as well as obstacles, traffic, etc. Your final leg should normally be directly into wind, with plenty of time to adjust height and speed. You need to keep enough energy for the final flare, not flop onto the ground with no control. Hope this helps!
Hi Martin, I see your videos to knowing the classic Atos behavior. I thought it’s simple easier to fly and land than flexy but realized it has different characteristics. I’ll be back in the air soon!! Thanks!!
Recomendaciones: 1.+ Despegue, levanta el cometa por las guayabas delanteras para prepararte para el despegue, coloca las manos como si agarras un volante de carro para la carrera del despeje 2.+ dirige el cometa en las térmicas con las piernas y no con los hombros 3.+ Para el aterrizaje no mates la altura con exceso de velocidad es preferible llegar al campo alto y planificar la forma de entrar dependiendo de como esté el viento ( los aterrizajes siempre serán diferentes) cuando subas las manos súbela completas así podrás hacer el fler con mayor efectividad, éxito piloto!
OK, Maybe I can help. Been training for about 25 years. 1) your harness doesn't allow you to get fully upright and what you can get takes pressure on your hands to hold position. 2) Your harness drops you down in the control frame instead of rotating you upright and higher on the downtubes. Because you have pressure in your hands to hold yourself upright, you can't feel proper bar position/speed. Also, being lower in the control frame reduces the amount you can flare. Your helmet also appears to cover your ears and that makes it hard/impossible to hear airspeed. Proper landing: 1) "Trim glider at Minimum sink speed" 2) Add speed when approaching the ground to account for wind gradient 3) Rotate upright (not down) and place hands near shoulders for maximum flare 4) Once at landing level above the ground, you should have downtube pressure in your fingers only as you sped up to get low. Ease out keeping landing altitude consistent. 5) At some point you will have no pressure in your hands...that is "Minimum Sink" speed. 6) Now, for the first time in your landing, you can have some pressure in your palms as you ease out to flare airspeed at a rate that maintains the same low altitude. 7) Listen for the airspeed and when it sounds correct, flare up, not out, and land with no forward speed. Landing is a climbing maneuver, you should be very close to the ground when you flare. The glider/harness/helmet combination should help with this process not hinder it. Set up the glider properly. Flare enough to achieve zero groundspeed (this is the first time you should pay attention to your groundspeed and need to do something about it). In higher headwinds you obviously flare less, no wind calls for a very agressive flare.
That was a not so good approach. Low turns to a crosswind final? Did you not realize the wind direction with all that time to plan the approach? I don’t know what your plan was except to land at a certain spot. Was the plan to turn into the wind at the last second and you ran out of altitude? With that wind direction that LZ should have been abandoned for a better one. It looked like there were many fields to choose from without a road next to them and power lines. Thanks for sharing the video! It could save someone’s life.
Yes, the approach wasn’t good enough. Actually the LZ is narrow rectangle E-W and was south wind. Make a low turn to avoiding power line is bad idea as you say. I didn’t wanna land on out of LZ cuz you have to pay for penalty charge. But Now I know that is excuse. I should’ve land out rather than crash. I’ve never thought about hating carry glider because it’s nothing to me but I’ll take your words and I’ll be focused. Thanks a lot Scenic Bear!!
@@tripledyno I have never heard of a penalty charge for landing out. In the US you could just say with the wind direction it was an emergency LZ. What country are you flying in?
Japan. Our activity (hg pg) is shrinking in the world even in my country. We have to get along with farmers and community. Only $15 for out land and you can still choose emergency landing. My fault like you said.
@@tripledyno Wow, things have changed. Never aware of out land charges but I suppose the question you should have to ask yourself is: Is $15 worth the cost rather than a potentially bad landing that can damage body and glider. As said in my initial comment - glad you are ok and walked away with nothing but hurt pride and wallet.
Yeah agree with the other guy. Move your hands further up the Dt’s will give you a successful stall for landing. I battled with this sort of landing quite a bit with my WW until some ex champ told me what my main problem was. You are just not getting enough rotation with hands so low. Hence the mushed in landing. Nice flight tho and great footage. 😊
Yes, you’re right. One thing just a little different compared to WW that is down tube which is leaning backwards with higher position on Atos. The monkey ride in my old clip is one of the strategy. But I still have to deal with it. Thanks AdvvdA!!
Any landing you can walk away from, is a good landing! Glad you’re ok my friend! Cross winds will get ya if not prepared properly.. great control in the air buddy! 👊🏼👊🏼
Good lesson and analyzing of situation you did on this video. I was just wondering do you have flaps on your hang glider ? I’ve never seen before this kind of device
Thanks Green! Actually this is rigid hang glider which is called Atos. And it has flaps and spoileron (ailerons). My one is kind of old but newer is super high performance hang glider ever. You can google it:-)
You state that you were late with your flare, What I see and know is that you started to flare seconds before by slowly pushing out and when you went to flare you were already stalled, and your arms were already out in front of you , you weren't able to do a strong crisp flare. And you should wait until you are in ground effect before you flare. I hope this helps.
Sorry about the damage to the pride and glider. Practice spot landings in a designated safe field from a normal pattern height. Also - make a circle overhead the desired point, then make a downwind, base, and final leg to help you understand the wind direction and strength. This will help you adjust the final approach and touch down. Also... Don't be afraid to change fields. It looks like you have a lot to choose from. Give the glider more respect to it's glide ratio when trying to land. Unless you have a drag device: you can't really come down very steep.
Yes, I agree. Now I’m on the process of getting XC license which means I could choose better LZ for the conditions like you say. But I still have to be more concentrated on judgement of situations. Thanks Soaring Channel! I’ve been enjoying your channel!
@@tripledyno thank you Sir! I have a winch launch video about to upload today or tomorrow. I'd like to try hang gliding - but I think I'm too out of shape to not get hurt.
I am not familiar with te Atos, but i dont like the dangling loose wires. Reminds me to a worn down steering with a lot of play on the steering wheel. Unstabilzed approached with stall...we all did that!
Thanks for sharing ! just a couple thoghts.. the wind was close to none, as you can see from the wind sock, so IMHO I would have gone for the larger LZ without any obstacles (drainage/ tires /poles etc). It is always better to have a straight final than trying to correct the course and face the wind right on by turning close to the ground, in other words, if you are in the right wind "quadrant" you´ll be OK I fly both ATOS and gliders, I find the Atos to carry more inertia, so this corrections close to the ground should be the last option. Of course you also had the bad luck of hitting that small pole.. damn if it wasnt there maybe your landing would have been OK. Fly safe my friend !! regards !
Couple of things. Hands higher on the DT would help. Secondly I found using the flaps really helps the approach. What I mean by this is I use less flaps initially on a long final approach. If over shooting your paddock then increase the flaps to landing configuration. If still over shooting then throw in some turns. The key is to give yourself a long final and vary your approach through flaps. settings.
Hi Bernie, I’ve been landing with that upright position normally because it’ll get harder to pull in with higher position. But I’ll try next time when I’m high in the air. I totally agree with you about the flaps. I usually les flaps down as the matter of fact. My hook in weight is a little over the maximum weight of this glider (Atos-CS) and I was sensitive to changing the flaps but I increased it much more on this time. There’s many many more things to learn. Thanks for the tips Bernie!!
@@tripledyno I would say, DO NOT play with the flaps on final approach. Put them on full and leave them on. Adjusting the flaps on landing approach runs the risk of accidentally letting them fully off and the glider reacting. You should adjust your glide by pulling speed. Put the flaps on full when high. Don't worry too much about the wind direction, so long as you are in the right ball park. Have one hand on an upright and the other on the base tube so you can still pull lots of speed. Plan to land in the middle of the field so you're high enough to miss obstacles at the down wind edge of the field but have plenty of field for an unexpectedly long glide. Your wind sock showed very little wind. Plan the position of your final so that small adjustments get you close to being into wind, but don't obsess about the exact wind direction. A good balanced flare stretching arms up will take care of being slightly off wind direction. Be ready to have your feet underneath you running - and run hard if your flare is inadequate.
@@PeteMP3 Thanks for detailed explanation. Yes, I do really care about the flaps especially when I’m landing. Spring time makes me nervous because of rough wind and I think I worried too much about wind direction to be honest. Thank you again Pete B!!
@@PeteMP3 I agree completely with what Pete is saying here. Final is not the time to be playing with flaps or transitioning your hands. Both cause a reduction in control at the most dangerous phase of flight.
Right. It was nil cross wind. And yes, my hook in weight is a little above the maximum and I feel landing cs is a bit harder than bigger Atos. But I guess I can manage it in a little while! Thanks liotcik! Gimmi more info about old Atos please.
Thanks for sharing ! I fly ( flew) an old Exxtacy ( similar flapperon control) ( your side wires are adjusted correctly ..loose …it’s the nature of the beast and does not adversely affect control).. Landing in light winds can be difficult and you came up a little short on an obstacle laden spot ( bunch of old tyres ..etc?) It is important to flare Upwards …not forward…imagining Lifting ( pushing) the wing straight over your head and that should produce a stronger flair .. Damn but it was a thrill to fly a rigid wing …they are the truest form of foot launched flight !!
Hi Martin, I agree with you that I have to deal with flare. I’m already back in the air with new (old) sail. You guys tips and thoughts works pretty much and made me progress and confidence. Exxtacy! It’s hardly ever seen lately but I know it’s very similar ship as my old Atos. Mine is over 20 yrs old but it still flies like dream and I gotta get along with it! Thanks!
Too late landing flare - I've done that way too many times to claim I have any advice how to prevent it. But I do want to say, I really enjoyed this video tour of a beautiful mountain site in Japan I've never heard of. I found the LZ in Google maps street view and yeah, those darn poles are visible from the road!
One thing I've seen constantly on virtually every ATOS landing, is not enough flaps. This could be simply because I've always been at higher altitude and I'm not trying to be critical of other people's situations..... but 100% of my "good landings" vs "bad landings" in my ATOS has been flaps settings. My "good landings" technique has always been simply to abuse the flaps until I am either at full flaps, or zero ground speed (I have landed negative ground speed once, did just fine). Pull on the bar hard just like I would in a flex wing to gain speed to land and ensure control, let off and round out with high flaps. After landing, adjust flaps as needed to get to tie down. Perhaps I'm just dumb, but I've never been able to "flare" a fixed wing. I can use flaps to create enough lift/drag that by the time the wing stalls I've got a foot ahead of the control bar so I can just step onto the ground and hold the wing.
Thanks for comment loganr. I think you are right. I don’t need to flare if the speed is slow enough and I can control its speed by angle or flaps. But it is a bit hard to slow down depends on the wind especially when the wind is nil or sideways. I’ve tried adjusting the flap angle according to the wind speed but basically end up with stall even it’s not slow enough. That is why I flare right before stall and drop. But I think I might try it again like you said more control by flaps. Thanks loganr again that is eye opener.
@@tripledyno Yea, good luck. When I transitioned from flex wing I was pretty concerned because I saw all these terrible landing videos and *TONS* of belly landing videos. I probably shouldn't have even done my first launch because I had zero wind and high altitude, but I was determined (dumb?). Anyway when I got to the LZ I was concerned about overshooting so I just wrenched on the flaps *HARD*. I even put my knees on the control bar so I could pull harder. I was honestly pretty terrified about my projected landing speeds from the videos I'd seen, and knowing I was at higher altitude (6,300') so I just held off as long as I could. By the time I was done pulling down on the control bar (I never pushed up) I was slow enough that when I touched down I just took a step and the wing settled on my hands. I guess you could say I "flare" when my foot touches down, I'm not entirely sure how else to describe that action: stepping down onto the landing zone and pushing up on the control bar. I've had bad landings in the ATOS, every single damned one was because I forgot to pull the flaps for landing. If you're worried about stalling high, and you have the opportunity: I'd suggest just wrenching on the flaps pull the control bar for as steep a dive as you can, and just hold a bloody long round out just off the ground. I would say almost my entire landing is in about the body position you have at 4:18 of this video "gaining speed", though I probably have my hands a little higher and pull harder, it is hard to say for sure from the video. Your flight should end when you are no longer pulling down on the bar, there is enough drag that you can keep upright with a foot solidly in front of you.
@@tripledyno Also, it looks like your control cables may be a bit lose. I'm watching the video and you have a lot more slack than I remember. I know there is *SOME* to keep the spoilerons from deploying too much and killing your glide, but you may be having control issues with them being lose.
@@tripledyno Apparently I don't have any of my landing videos....But I found one that shows just how effective those flaps can be. th-cam.com/users/shortskwGJZ3hDRhk My wife reminded me that I did a tail strike similar to the video before I decided I don't need to try to flare.
Not a hanglider pilot but i am a fixed wing pilot, first thing i was looking for when you were landing was the windsock to know which direction the wind was going. Then noticed the aide slip so assumed it was right to left. Do you land into the wind with hanggliders? Im assuming you would as you can still get decent lift at a slower ground speed?
Hi yellowboat8773, It was south wind which is 90 degree cross wind for this LZ basically. And I checked the wind sock many times before deciding approach line. Then I decided to go from west to east approach. But the wind sock showed it was nil when I came in to the final. But I still felt cross wind and I went little more left to make better line for cross wind and side slipped more than I thought. Yes we of course land into the wind. But this LZ is narrow rectangle and we sometimes have to land in cross wind. We have to control glider with weight shifting and is not quick as surface control. And also I can’t rule out the affect of ground effect or gradient. My point to look back is there’s better options or choices to make before making an approach. Thanks for comment.
Of course there is alway multiple thinks you could change. In my opinion, the main thing that went wrong is the position where you came down. Surely you want to land in the direction facing the wind. But when, for whatever reason, this is not the best option anymore, you might rather go for a controlled sidewind landing. I find having the wind to the side with an Atos is not so bad in the end, compared with landing in the wrong location. Hope you can get a sail repair soon - have fun!
My instructor told me that same thing also. Longer final rather than facing to the wind especially for the Atos which has longer span and it slips sideways. Approaching is that much important. Thanks HangmanMo!
I totally disagree with both of you. With all those open fields there is no excuse to not landing directly into the wind. It’s always the best option if your legs are the landing gear. He should have planed an LZ with a long clear final directly into the wind.
@@scenicbearviewing I'm pretty sure that this is their normal designated lz. I see it from other pilots videos as well. So when the wind is coming from the side like that they kind of cut to the left as much as they can then turn in to the right. It's small and certainly not ideal with all those furrows bordering it. I can sympathize, at my home location we have huge flat wide open fields as far as you can see, yet we are told to land on a gravel road with huge glider eating ditches on both sides. Why? because there are only so many good towable roads and the farmers don't want you to land on their property.... By and large I just take one tow and leave for XC so I don't have to worry about it.
@@scenicbearviewing And then enough locals get pissed off that you wind up losing the site entirely. I'm not disagreeing with you in principal though. That's why I generally go XC and land somewhere totally different. Almost nobody cares if you land in their field the first time, it's just a novelty.
Isn’t gauging wind direction while landing one of the first things to do? Would have come in much slower going into the headwind making landing safer and easier to control
Take more time. Relax young man. Your approach and landing needs mental strength added to it. You need to talk with your UShGA instructor...about this landing and approach. Remember, you know how to operate the flying machine. Don't be anxious or in a hurry to get down. I hope your sail has been repaired. Geepers creepers be careful.
A question. You mentioned the thermals were good. If they were in fact useful, why would one not try to use the thermals to gain enough altitude to land near where you took off? (Be nice, I’m not a pilot, just curious)
Bummer… Spring time is pretty rough in Japan as well. I thought it wasn’t too bad and I was like careless maybe. But we’ll back to sky anyway. lol Hope you heal quickly cuz you were born to fly!!
hey Tripledino, thanks for good video, i have twoo ideas about it, in the end you should grip higher to make a better push, and the other thing is to choose the landing place better. Your landing area had turbulece becouse of the corner with tyres on the right. A bit further in front of you there was a big flat field with less turbulence, i think it is better place for landing.
I can't see the position of your feet in the video, but moving them forward or under you as you flare (in anticipation of a whack) can really limit flare authority. Your whole body should move back as a unit during the flare. Also, I think you're too slow. Your final approach was a bit crosswind and a bit downwind, so ground speeds were very fast. It's mentally difficult to pull in and fly fast when the ground is whipping by, but of course we need good airspeed for a good flare. The lack of flare authority suggests late flare, weak flare/bad technique, low airspeed, or all three (could be a bad wind gradient, but that looks unlikely here). I think low airspeed may be the big one here. Thank you for letting me do some armchair flying and criticizing -- and thank you for sharing the video.
what, he didn't hit the pole, just a full stall on landing. hardly a crash, by any means but those paper thin cf spars clearly aren't built for a 5mph bump
Hi Paul, comment’s welcome! It’s 90 degree cross wind and tried to get better approach but didn’t work. Side slipped a bit and grabbed attention to terrain obstacles. Well, I’ll never make same mistake. Thanks!!
A couple of thoughts I've gathered over the years,that might help,,,your only as good as your last landing,, it's much better to do a long walk out,than a ,"Hero,s" landing,next to power lines,etc,you name it,,any high risk approach/landing,, playing the soft option may not look cool,but we all make errors in judgement,and in aviation it can go wrong very quickly,,,still plenty of fun and excitement to be had,,(yesterday I was on final,,at the beach,,do I dribble along a 5 metre tree line,, with water below? or go for the beach and know I'll land well,,,I went for the beach,,, nothing but happy memories,,take care
Because, landing zone is kind of rectangle shape which is N-S way and it was East wind. I should’ve gone for North on the runway even if it was cross wind. Thanks BigDuke!!
Hi, I never saw a rigit wing with control cable not always taut?! See 0:06. This creates an area where the control flaps will not work. The cables should be always tight.
Hi deltaguru, This is an old ship like over 20yrs old and it has front wires besides control wires. And it has a slack at the neutral position. Yup, I can not blame it on the glider. lol Thanks!
@@tripledyno No, some slack. Enter a powerful thermal and those wires suddenly become like side-wire of like a flexwing which they are not designed for.
@@sharonbaker5110 Newer Atos has no front wires. Instead it has taut side wires that is also work as a front wires and control wires. But mine has front wires and slack side wires are independent control wires not side wires. This slack is proper position and always serviced by dealer. It’ll raise up control surface undisirable if wires are tighter or glide too fast like 80m/h Are we clear? Thanks sharon.
It takes balls to share these videos, I haven’t had the courage to share my crashes yet. Thanks for sharing and highlighting the areas of improvement so we can all learn
Yup, actually It took a while to decide.
But I didn’t like a feeling that I have something hidden behind of many of my footages.
The many many comments and thoughts that I got is more than anything.
I recognized there’s many teachers to ask in the world and I don’t wanna lose these chances.
Thank you for your comment and good luck freeasabird83!!
Thanks for sharing; glad you're OK. Best wishes from the UK.
@@robp9129 thanks Rob!!!!!!
Share them anonymously. Wise people learn from crash videos. Crash videos save lives. Find a way to disseminate the wisdom. Don't gatekeep crash wisdom.
@@abundantharmony You don't have to share as anon. Pilots, as overall, what we doing is very hard, so its something common to make mistakes. On mistakes all safety procedures rises.
If it can help anybody to safe his life, then mission accomplished. Most people are very warm. People doing the similar thinks we do, so they understand
Here you go - my mistakes
Here, you can see my faults
th-cam.com/video/-k1O4bMBzJo/w-d-xo.html
This seriously helps so many people not to mention the transparency ensures that you are never operating in denial or in complacency. Thank you so much for being open to sharing the good the bad and the ugly with all of us!
All's well that ends well...errr...on YT.
The second best thing to do with something like this is to learn from it. The best thing to do in this situation is to share this experience, so others may learn from it without having to go through the same mistake.
Glad you didn't get hurt and I am proud to see that you're sharing this video with the world.
On a sidenote: I live in Germany and you'd think rural areas with small towns, farms and farmland would look similar whereever you go, but Japan has such a distinct look to how buildings and farmland are interwoven, it's something that I absolutely love about it. I spent a semester in Kyoto, living in Sakamoto and some time later, I went to study in Kanazawa, living in Sue-Machi. The sound of frogs from the closeby rice fields in the night was always very soothing.
H.A.,
I’ve learned a lot of things from many of those clips good and bad.
I really hope my clips will help for the other pilots.
Now it’s time that exactly what you say.
Thousands of choruses of frogs on the rice field day and night.
We’re welcoming you back here anytime:-)
I don't fly hang gliders (I do gyros), when you read accident reports you would often read these self justified excuses for what are some form of pilot error. It always disappointed me because if you want your sport to go ahead you want to improve safety not avoid taking blame and in that way helping others improve their technique. It takes courage and integrity to own your errors like this particularly to publish them. Well done. You're the type of guy I'd prefer to fly with someone that owns their mistakes. I'm sure you won't be making that mistake again and you'll be safer for it as will anyone who watches and attends to your video. Good on you.
Thanks Cameron, that’s my intention.
I didn’t like the feeling that I hiding anything behind my clips.
I’ll get better on each flight as long as my passion last.
@@tripledyno and it makes them all the more valuable for it. As I said i fly gyros but like lits of flyers am interested in other aviation your example makes it easier for others to do the same more power to you.
Thanks for uploading. I'm sure this will help your fellow pilots. Hard lessons get burned into your being and ensure progress as an experienced pilot!
Knowing nothing about this sport I thought it's common occurence to get roughed up like that once in a while. Didn't think you would consider it a crash
Anything that is not a 100% chill landing is considered a mistake. Here he damaged the glider and could have hurt himself easily on the obstacles. How would you not consider an expensive repair to the aircraft not a crash?
I used to land on the beach in front of Ray Hook's house while flying Makapuu, Oahu. The beach was about 25 feet wide and a 90 degree crosswind landing. Just before touchdown I'd throw all my weight to the windward side and flare (sometimes dragging a tip) into the 15 MPH wind and touch down. That was fun and satisfying. That's when hang gliders landed slower than Atos'.
Wow, that sounds scary too Bob!
And it was fun for ya! :-)
A friend of mine flies on the beach with Falcon and that looks super fun.
I’ll try some time!
Thanks!
@@tripledyno If you ever get to Hawaii you can rent a glider and fly Makapuu. It's the best ridge soaring in the world in glassy, smooth air.
@@99bx99 I’d love to!!
I gotta talk to my wife first tho! lol
Was a hang glider pilot back in the 90s so may have forgotten a few things but main thing is is that you walked away. Glider damage can be sorted, sometimes bodies cannot.
My observations are that you did not come into landing with decent ground speed plus you did not pop the nose up when the glider started getting heavy (slowed down). Thus, before I saw the crash I knew you were going to land like a sack of potatoes. The other issue was that you did not land into the wind which just makes things a little bit more complicated and even though you tried to adjust it cost you the speed for landing before and not allowing you to flare up at the right time.
The ground look a bit rough with a few ditches as well so there are a few things you were trying to take in which just compounded the problem. Hopefully it was just the downtubes that got bent.
Every take off, flight and landing is always a good learning experience and I hope that this has not put you off from flying. Cheers!
Yes, Now I know I went little bit too slow on final just like you say.
And I missed flare timing because grabbed my attention to that terrain.
I’m already back in the air and trying to focus on my landing approach more than before.
You guys comments and thoughts are more than anything!
Thanks for advice Jett_Heller!!
@@tripledyno Enjoy the sport - it is a wonderful experience and creates special memories. Be the best pilot you can and always be aware that mother nature will throw in surprises. Glad you are back in the air!
He had plenty of speed on the approach, except when he did an early hand transition and let it pop up, but he did pull in again after that. I think the main issue here is simply that he overshot his intended lz (which he said was the field just before the furrow) and therefore was sort of forced to delay his flare due to the terrain. The correct time to flare would have been just before the furrow, but this would have resulted in him having to run up it and most likely trip on that furrow. So I'm sure the hope was to just try and get over that terrain to the field beyond it.
Personally I think the optimal solution for those last few seconds would have actually been to *not* flare at all and fly it right down to the last inch and belly land in the next field.
If you roll back the clock a bit further I would say that I don't agree with hand transitions on final approach. Either do it before final, or at trim just before the flare. Several reasons for this; Firstly because it creates a momentary loss of control at the most dangerous and vulnerable moment in the flight. Secondly because it changes your drag profile, sure, sometimes that may be desirable, but in this case it likely prevented him from making the next field, better to stay aerodynamically clean if you know you are short on energy.
A few things: i. Lower rigging looks very slack in flight and there's a lot of unproductive movement of the bar to get roll inputs. I don't know if that is a characteristic of the Atos, but it doesn't look right somehow. ii. You seemed to confuse groundspeed with airspeed on your final approach - there should be a wind indicator if you are using that field for a landing. iii. You were still rather crosswind and with a high groundspeed, even quite close to the ground. But my guess would be that your actual airspeed was quite low. The commentator who noted that you were already half stalled and therefore couldn't get a full flare in the final moments was right IMHO. iv. Trying to land on a ploughed field on a hot thermally day means that you are going to get a lot of rough, rising air and you need to account for the extra lift when planning your approach. A good technique is to do beats up and down the downwind end of the field to check the sink rate and only turn onto finals when you are sure you'll get into where you are aiming for. Finally, congratulations for having the courage to discuss your mistakes in public - we have all been there, and it is a big learning curve for everyone. Good flying in future!
Indeed.
I thought I need more attention to make another decision for unexpected wind activity.
We learn from fail but we have to make it minimum for hang gliding because we don’t have an extra life.
I’ll never forget these thoughts from you all.
Thanks Tony!!
Also my assessment. The crosswind got him. That stall into the crosswind had the potential for a far worse outcome. Experienced a similar crash years ago.
Definitely.
It looks like a result of left wing stalled first when I flare.
Thanks Guido.
@@tripledyno that can be a deadly mistake, flaring or slow flight into crosswind with a hang or paraglider. A motorized aircraft would incline its wing towards the wind and side-slip into the roundout and final flare, but we cant do that. I guess survival rule no 1 with hang and paragliders is to never land or take off with tail or crosswind.
Hey, you guys keep talking about crosswind.
Isn't there an indicator left and a windsock right of the landing field? They both look dead slack to me. The slight drift at 4:40 correlates to the wings being not level. In any case, no crosswind that would contribute to an asymmetric stall.
But when you hit the pole, that of course did cost the left wing airspeed.
The slack rigging are actually cables to control the spoilers on the ATOS wing. Roll axis is not gravity controlled but aerodynamic.
Thanks for sharing.
Your sail will be repaired and flying just like new in no time.
Yes, actually it’s hard to repair cuz its panels are piled of 3D.
Luckily I got another used sail for it from friend of mine.
Thanks for comment Erico!
Thanks for this. I’m a glider pilot now but I’ve 1000 h on hang gliders.
My thoughts: You didn’t seem to do a proper circuit of the landing area. A good circuit will give you lots of information about wind speed and direction, as well as obstacles, traffic, etc. Your final leg should normally be directly into wind, with plenty of time to adjust height and speed. You need to keep enough energy for the final flare, not flop onto the ground with no control.
Hope this helps!
Thanks for sharing. No injuries is the first and most important goal. This will make you better. Nice day and flight.🤓👍
So unlucky. My landings are much worse, but so far without damage. Thanks for sharing!
Hi Martin, I see your videos to knowing the classic Atos behavior.
I thought it’s simple easier to fly and land than flexy but realized it has different characteristics.
I’ll be back in the air soon!!
Thanks!!
Recomendaciones: 1.+ Despegue, levanta el cometa por las guayabas delanteras para prepararte para el despegue, coloca las manos como si agarras un volante de carro para la carrera del despeje
2.+ dirige el cometa en las térmicas con las piernas y no con los hombros
3.+ Para el aterrizaje no mates la altura con exceso de velocidad es preferible llegar al campo alto y planificar la forma de entrar dependiendo de como esté el viento ( los aterrizajes siempre serán diferentes) cuando subas las manos súbela completas así podrás hacer el fler con mayor efectividad, éxito piloto!
Glad you are OK. Glider is easy fix. Need more speed on approach. But you know what caused this, so you know what to fix. Keep the videos coming.
Hey Gerry,
Unfortunately the sail has damaged unfixable.
New(old)sail in on the way to be replaced.
But you’re right I can fly again soon!
Thanks!!
@@tripledyno a skilled sail maker can certainly fix it. Don't toss it in the trash. Just find the right person.
@@ericoschmitt
Right, I traded whole sail with my friend and I think he’ll try it out.
Thanks!
OK, Maybe I can help. Been training for about 25 years. 1) your harness doesn't allow you to get fully upright and what you can get takes pressure on your hands to hold position. 2) Your harness drops you down in the control frame instead of rotating you upright and higher on the downtubes. Because you have pressure in your hands to hold yourself upright, you can't feel proper bar position/speed. Also, being lower in the control frame reduces the amount you can flare. Your helmet also appears to cover your ears and that makes it hard/impossible to hear airspeed. Proper landing: 1) "Trim glider at Minimum sink speed" 2) Add speed when approaching the ground to account for wind gradient 3) Rotate upright (not down) and place hands near shoulders for maximum flare 4) Once at landing level above the ground, you should have downtube pressure in your fingers only as you sped up to get low. Ease out keeping landing altitude consistent. 5) At some point you will have no pressure in your hands...that is "Minimum Sink" speed. 6) Now, for the first time in your landing, you can have some pressure in your palms as you ease out to flare airspeed at a rate that maintains the same low altitude. 7) Listen for the airspeed and when it sounds correct, flare up, not out, and land with no forward speed. Landing is a climbing maneuver, you should be very close to the ground when you flare. The glider/harness/helmet combination should help with this process not hinder it. Set up the glider properly. Flare enough to achieve zero groundspeed (this is the first time you should pay attention to your groundspeed and need to do something about it). In higher headwinds you obviously flare less, no wind calls for a very agressive flare.
@@pubu2010
Thank you very much for your kind comments and tips.
I will keep in mind and will keep brushing me up.
Any landing that you can walk away from, is a good landing. There will be better days ahead of you. Thanks for sharing and talking about it.
Ouch! Sorry. Thank you for sharing this, a good teaching moment for all of us.
That was a not so good approach. Low turns to a crosswind final? Did you not realize the wind direction with all that time to plan the approach? I don’t know what your plan was except to land at a certain spot. Was the plan to turn into the wind at the last second and you ran out of altitude? With that wind direction that LZ should have been abandoned for a better one. It looked like there were many fields to choose from without a road next to them and power lines. Thanks for sharing the video! It could save someone’s life.
Yes, the approach wasn’t good enough.
Actually the LZ is narrow rectangle E-W and was south wind.
Make a low turn to avoiding power line is bad idea as you say.
I didn’t wanna land on out of LZ cuz you have to pay for penalty charge.
But Now I know that is excuse.
I should’ve land out rather than crash.
I’ve never thought about hating carry glider because it’s nothing to me but I’ll take your words and I’ll be focused.
Thanks a lot Scenic Bear!!
@@tripledyno I have never heard of a penalty charge for landing out. In the US you could just say with the wind direction it was an emergency LZ. What country are you flying in?
Japan.
Our activity (hg pg) is shrinking in the world even in my country.
We have to get along with farmers and community.
Only $15 for out land and you can still choose emergency landing.
My fault like you said.
@@tripledyno Wow, things have changed. Never aware of out land charges but I suppose the question you should have to ask yourself is: Is $15 worth the cost rather than a potentially bad landing that can damage body and glider. As said in my initial comment - glad you are ok and walked away with nothing but hurt pride and wallet.
Yeah agree with the other guy. Move your hands further up the Dt’s will give you a successful stall for landing. I battled with this sort of landing quite a bit with my WW until some ex champ told me what my main problem was. You are just not getting enough rotation with hands so low. Hence the mushed in landing. Nice flight tho and great footage. 😊
Yes, you’re right.
One thing just a little different compared to WW that is down tube which is leaning backwards with higher position on Atos.
The monkey ride in my old clip is one of the strategy.
But I still have to deal with it.
Thanks AdvvdA!!
Any landing you can walk away from, is a good landing! Glad you’re ok my friend! Cross winds will get ya if not prepared properly.. great control in the air buddy! 👊🏼👊🏼
@@DaveyZeeTV
Thanks for kind comment!!
I’m already back in the air and I’ll post another clip soon.🤩🤩
Thanks for sharing. We all become better pilots when we learn from each other. I’ve made similar mistakes.
Thanks Walach!
That’s my intention!
I got many many words!
Good lesson and analyzing of situation you did on this video.
I was just wondering do you have flaps on your hang glider ? I’ve never seen before this kind of device
Thanks Green!
Actually this is rigid hang glider which is called Atos.
And it has flaps and spoileron (ailerons).
My one is kind of old but newer is super high performance hang glider ever.
You can google it:-)
@@tripledyno Thanks!
You state that you were late with your flare, What I see and know is that you started to flare seconds before by slowly pushing out and when you went to flare you were already stalled, and your arms were already out in front of you , you weren't able to do a strong crisp flare. And you should wait until you are in ground effect before you flare. I hope this helps.
Yes, I totally agree.
Unconsciously I started pushing.
My bad habit.
Thanks for comment Enzo 6!
Sorry about the damage to the pride and glider. Practice spot landings in a designated safe field from a normal pattern height. Also - make a circle overhead the desired point, then make a downwind, base, and final leg to help you understand the wind direction and strength. This will help you adjust the final approach and touch down.
Also... Don't be afraid to change fields. It looks like you have a lot to choose from. Give the glider more respect to it's glide ratio when trying to land. Unless you have a drag device: you can't really come down very steep.
Yes, I agree.
Now I’m on the process of getting XC license which means I could choose better LZ for the conditions like you say.
But I still have to be more concentrated on judgement of situations.
Thanks Soaring Channel!
I’ve been enjoying your channel!
@@tripledyno thank you Sir! I have a winch launch video about to upload today or tomorrow.
I'd like to try hang gliding - but I think I'm too out of shape to not get hurt.
I am not familiar with te Atos, but i dont like the dangling loose wires. Reminds me to a worn down steering with a lot of play on the steering wheel. Unstabilzed approached with stall...we all did that!
Yeah, that sounds scary but the slack of wires are proper position for old Atos.
Thanks Stefan!
The thermals aren't going to die down in four minutes. Uncoordinated unstable approach.
Yes, that’s correct.
That’s why I put up this clip and analyzed.
Thanks Michael.
Thanks for sharing ! just a couple thoghts.. the wind was close to none, as you can see from the wind sock, so IMHO I would have gone for the larger LZ without any obstacles (drainage/ tires /poles etc). It is always better to have a straight final than trying to correct the course and face the wind right on by turning close to the ground, in other words, if you are in the right wind "quadrant" you´ll be OK I fly both ATOS and gliders, I find the Atos to carry more inertia, so this corrections close to the ground should be the last option. Of course you also had the bad luck of hitting that small pole.. damn if it wasnt there maybe your landing would have been OK. Fly safe my friend !! regards !
Couple of things. Hands higher on the DT would help. Secondly I found using the flaps really helps the approach. What I mean by this is I use less flaps initially on a long final approach. If over shooting your paddock then increase the flaps to landing configuration. If still over shooting then throw in some turns. The key is to give yourself a long final and vary your approach through flaps. settings.
Hi Bernie,
I’ve been landing with that upright position normally because it’ll get harder to pull in with higher position.
But I’ll try next time when I’m high in the air.
I totally agree with you about the flaps.
I usually les flaps down as the matter of fact.
My hook in weight is a little over the maximum weight of this glider (Atos-CS) and I was sensitive to changing the flaps but I increased it much more on this time.
There’s many many more things to learn.
Thanks for the tips Bernie!!
@@tripledyno I would say, DO NOT play with the flaps on final approach. Put them on full and leave them on. Adjusting the flaps on landing approach runs the risk of accidentally letting them fully off and the glider reacting. You should adjust your glide by pulling speed. Put the flaps on full when high. Don't worry too much about the wind direction, so long as you are in the right ball park. Have one hand on an upright and the other on the base tube so you can still pull lots of speed. Plan to land in the middle of the field so you're high enough to miss obstacles at the down wind edge of the field but have plenty of field for an unexpectedly long glide. Your wind sock showed very little wind. Plan the position of your final so that small adjustments get you close to being into wind, but don't obsess about the exact wind direction. A good balanced flare stretching arms up will take care of being slightly off wind direction. Be ready to have your feet underneath you running - and run hard if your flare is inadequate.
@@PeteMP3
Thanks for detailed explanation.
Yes, I do really care about the flaps especially when I’m landing.
Spring time makes me nervous because of rough wind and I think I worried too much about wind direction to be honest.
Thank you again Pete B!!
@@PeteMP3 I agree completely with what Pete is saying here. Final is not the time to be playing with flaps or transitioning your hands. Both cause a reduction in control at the most dangerous phase of flight.
Just before landing windsocks shows no wind at all, and Atos-cs requires very high skill to land in no wind conditions.
Right.
It was nil cross wind.
And yes, my hook in weight is a little above the maximum and I feel landing cs is a bit harder than bigger Atos.
But I guess I can manage it in a little while!
Thanks liotcik!
Gimmi more info about old Atos please.
IMO anytime you make it on the ground without breaking any body parts is a great landing!
無事でよかったです！壊れてしまいましたの報告に「はーいお疲れ様でしたぁ。」ってそっけなすぎ！😂ほんと無事で何よりです。
nonoRaさん、
コメントありがとうございます♪
そうです、身体はなんともないのでまた飛べるんです！
機体は現在修理中です。
nonoRaさんは最近動画をアップしていないようですが、また空の動画を楽しみにしていますよー
@@tripledyno 文化の違いですかね。何かそちらはほのぼのとクラッシュする感じですね。
最近1週間ほど前にアップしますした！おひまな時に是非。
Hang Gliding Mountain Flight#2, 3 at Lookout Mtn Flight Park - Fail Landing Approach
th-cam.com/video/CIkLe3H8xpg/w-d-xo.html
Triple D!! Great flight. “Good” landing. I’ve had 2 “good” landings in the short time I’ve been flying.
Thanks Martin!
I’m survived and already back in the air!!
I checked out your new clip btw!
Thanks for sharing !
I fly ( flew) an old Exxtacy ( similar flapperon control) ( your side wires are adjusted correctly ..loose …it’s the nature of the beast and does not adversely affect control)..
Landing in light winds can be difficult and you came up a little short on an obstacle laden spot ( bunch of old tyres ..etc?)
It is important to flare Upwards …not forward…imagining Lifting ( pushing) the wing straight over your head and that should produce a stronger flair ..
Damn but it was a thrill to fly a rigid wing …they are the truest form of foot launched flight !!
Hi Martin,
I agree with you that I have to deal with flare.
I’m already back in the air with new (old) sail.
You guys tips and thoughts works pretty much and made me progress and confidence.
Exxtacy!
It’s hardly ever seen lately but I know it’s very similar ship as my old Atos.
Mine is over 20 yrs old but it still flies like dream and I gotta get along with it!
Thanks!
Too late landing flare - I've done that way too many times to claim I have any advice how to prevent it. But I do want to say, I really enjoyed this video tour of a beautiful mountain site in Japan I've never heard of. I found the LZ in Google maps street view and yeah, those darn poles are visible from the road!
One thing I've seen constantly on virtually every ATOS landing, is not enough flaps. This could be simply because I've always been at higher altitude and I'm not trying to be critical of other people's situations..... but 100% of my "good landings" vs "bad landings" in my ATOS has been flaps settings. My "good landings" technique has always been simply to abuse the flaps until I am either at full flaps, or zero ground speed (I have landed negative ground speed once, did just fine). Pull on the bar hard just like I would in a flex wing to gain speed to land and ensure control, let off and round out with high flaps. After landing, adjust flaps as needed to get to tie down. Perhaps I'm just dumb, but I've never been able to "flare" a fixed wing. I can use flaps to create enough lift/drag that by the time the wing stalls I've got a foot ahead of the control bar so I can just step onto the ground and hold the wing.
Thanks for comment loganr.
I think you are right.
I don’t need to flare if the speed is slow enough and I can control its speed by angle or flaps.
But it is a bit hard to slow down depends on the wind especially when the wind is nil or sideways.
I’ve tried adjusting the flap angle according to the wind speed but basically end up with stall even it’s not slow enough.
That is why I flare right before stall and drop.
But I think I might try it again like you said more control by flaps.
Thanks loganr again that is eye opener.
@@tripledyno Yea, good luck. When I transitioned from flex wing I was pretty concerned because I saw all these terrible landing videos and *TONS* of belly landing videos. I probably shouldn't have even done my first launch because I had zero wind and high altitude, but I was determined (dumb?). Anyway when I got to the LZ I was concerned about overshooting so I just wrenched on the flaps *HARD*. I even put my knees on the control bar so I could pull harder. I was honestly pretty terrified about my projected landing speeds from the videos I'd seen, and knowing I was at higher altitude (6,300') so I just held off as long as I could. By the time I was done pulling down on the control bar (I never pushed up) I was slow enough that when I touched down I just took a step and the wing settled on my hands. I guess you could say I "flare" when my foot touches down, I'm not entirely sure how else to describe that action: stepping down onto the landing zone and pushing up on the control bar. I've had bad landings in the ATOS, every single damned one was because I forgot to pull the flaps for landing.
If you're worried about stalling high, and you have the opportunity: I'd suggest just wrenching on the flaps pull the control bar for as steep a dive as you can, and just hold a bloody long round out just off the ground. I would say almost my entire landing is in about the body position you have at 4:18 of this video "gaining speed", though I probably have my hands a little higher and pull harder, it is hard to say for sure from the video. Your flight should end when you are no longer pulling down on the bar, there is enough drag that you can keep upright with a foot solidly in front of you.
@@tripledyno Also, it looks like your control cables may be a bit lose. I'm watching the video and you have a lot more slack than I remember. I know there is *SOME* to keep the spoilerons from deploying too much and killing your glide, but you may be having control issues with them being lose.
@@tripledyno Apparently I don't have any of my landing videos....But I found one that shows just how effective those flaps can be. th-cam.com/users/shortskwGJZ3hDRhk My wife reminded me that I did a tail strike similar to the video before I decided I don't need to try to flare.
@@tripledyno th-cam.com/video/SPSMqmJNNus/w-d-xo.html this is another good representation of how effective the flaps are.
機体のダメージは悲しいですね・・涙 怪我ないようでまずは良かったです。
良くなかった点とさらなる技術向上の意識、素晴らしい。さすがです！
ありがとうございます。
ですね、怪我がなければまた飛べます！
まだまだです。😅
Not a hanglider pilot but i am a fixed wing pilot, first thing i was looking for when you were landing was the windsock to know which direction the wind was going. Then noticed the aide slip so assumed it was right to left. Do you land into the wind with hanggliders? Im assuming you would as you can still get decent lift at a slower ground speed?
Hi yellowboat8773,
It was south wind which is 90 degree cross wind for this LZ basically.
And I checked the wind sock many times before deciding approach line.
Then I decided to go from west to east approach.
But the wind sock showed it was nil when I came in to the final.
But I still felt cross wind and I went little more left to make better line for cross wind and side slipped more than I thought.
Yes we of course land into the wind.
But this LZ is narrow rectangle and we sometimes have to land in cross wind.
We have to control glider with weight shifting and is not quick as surface control.
And also I can’t rule out the affect of ground effect or gradient.
My point to look back is there’s better options or choices to make before making an approach.
Thanks for comment.
Sorry you broke the wing. Thank you for sharing and the evaluation; it can help us all. Good flight, otherwise.. Hello from Montana USA
Of course there is alway multiple thinks you could change. In my opinion, the main thing that went wrong is the position where you came down. Surely you want to land in the direction facing the wind. But when, for whatever reason, this is not the best option anymore, you might rather go for a controlled sidewind landing. I find having the wind to the side with an Atos is not so bad in the end, compared with landing in the wrong location. Hope you can get a sail repair soon - have fun!
My instructor told me that same thing also.
Longer final rather than facing to the wind especially for the Atos which has longer span and it slips sideways.
Approaching is that much important.
Thanks HangmanMo!
I totally disagree with both of you. With all those open fields there is no excuse to not landing directly into the wind. It’s always the best option if your legs are the landing gear. He should have planed an LZ with a long clear final directly into the wind.
@@scenicbearviewing I'm pretty sure that this is their normal designated lz. I see it from other pilots videos as well. So when the wind is coming from the side like that they kind of cut to the left as much as they can then turn in to the right. It's small and certainly not ideal with all those furrows bordering it. I can sympathize, at my home location we have huge flat wide open fields as far as you can see, yet we are told to land on a gravel road with huge glider eating ditches on both sides. Why? because there are only so many good towable roads and the farmers don't want you to land on their property.... By and large I just take one tow and leave for XC so I don't have to worry about it.
@@entelin The pilot said they get a fine of $30 if they land somewhere else. I say Screw the fine, I going to land somewhere safe.
@@scenicbearviewing And then enough locals get pissed off that you wind up losing the site entirely. I'm not disagreeing with you in principal though. That's why I generally go XC and land somewhere totally different. Almost nobody cares if you land in their field the first time, it's just a novelty.
velocity is the key of the landing ... always be ready for second plan... I think that was big ground. launch carefully ... fly safe land soft
Yes, I will keep it in mind!
Second plan, land soft.
Thanks Deepak!
I see your footages a lot!!
Well done for sharing-pilots learn from pilots - real aviator support appreciated!
Very unfortunate. I fly quarter scale rc gliders. Its a must to land into wind. To be able to have full control..
Classic landing where you don’t want to land.
It’s funny I’m always drawn to where I don’t wanna go. lol
Thanks Mike!
Damn that looks amazing, until the landing :) Thanks for sharing and good to see you are ok.
Wind sock was limp, should have made a straight in landing concentrating on keeping wings level. Last minute turns are always trouble.
Right, I should’ve gone for straight.
I have to watch wind much more carefully.
Thanks Jerry!
I didn't know you could set flaps on a hang-glider
The wind in the wires made a tattletale sound.
Indeed!
Sharpen my senses.
Thanks Bill!
Thanks for sharing. Glad you were okay!
Approach planning properly would have prevented this entire accident chain.
Hey Takeo,
Thanks for comment.
You’re totally right.
I’ve tried to approaching for cross wind on RW.
It works better if it was flexy but rigid.
@@tripledynoNever plan for a xwind landing when your body is the landing gear, especially with all those open fields.
@@scenicbearviewing disagree, crosswind landings can be done perfectly safely and consistently but the training has to be there.
Isn’t gauging wind direction while landing one of the first things to do? Would have come in much slower going into the headwind making landing safer and easier to control
Take more time. Relax young man. Your approach and landing needs mental strength added to it. You need to talk with your UShGA instructor...about this landing and approach. Remember, you know how to operate the flying machine. Don't be anxious or in a hurry to get down. I hope your sail has been repaired. Geepers creepers be careful.
You just do mistakes all pilots do during their whole carriers ; slightly misjudged flare, too much or too little correction, and you have a banger.
Yeah right,
I actually have flown 4yrs after 3 decades of break.
I’m earning EXP right now;-)
Thanks 12345fowler!!!
Looks like you were just "winging" the landing. Have you successfully landed one of these things before? I honestly couldn't tell...
A question. You mentioned the thermals were good. If they were in fact useful, why would one not try to use the thermals to gain enough altitude to land near where you took off? (Be nice, I’m not a pilot, just curious)
Actually this is proper landing spot for this area.
We usually don’t land on the top of the hill where we taking off.
Thanks.
@@tripledyno Thanks for your comment!
Man I crashed too, a week ago. Spring weather is always unstable and tricky air. I crashrd real bad. Still wearing it.. probably for weeks.
Bummer…
Spring time is pretty rough in Japan as well.
I thought it wasn’t too bad and I was like careless maybe.
But we’ll back to sky anyway. lol
Hope you heal quickly cuz you were born to fly!!
@@tripledynohah yep Thanks! Hopefully this shoulder heals soon, and I can get back into the air.. Looking forward to summer flying. Cheers
Thanx for sharing! This is my typical landing)
Hi,
Well, we both gotta manage it! lol
Thanks!!
Good on you for sharing. As they say any landing you can walk away from is a good landing.
Your Bravery is noted… Im Glad all Is Well.
Thanks Estebain,
No injury I’ll be back in the air ASAP! lol
I've never seen a hang glider with flaps.
Thanks for sharing.
Crosswind landing is a bad idea. Landing area should be free of obstructions (ditch, block wall, picnic tables).
Absolutely!
I always thinking about it.
Thanks Tom!
hey Tripledino, thanks for good video, i have twoo ideas about it, in the end you should grip higher to make a better push, and the other thing is to choose the landing place better. Your landing area had turbulece becouse of the corner with tyres on the right. A bit further in front of you there was a big flat field with less turbulence, i think it is better place for landing.
Another tip to avoid these mistakes.
Fly in a skycouch instead 😂
It's hard to get a good flare prone, I get it some obstacles at the end, probably harder on the ego & wallet than body, that's a good thing.
thats a nice landing strip
looks like landing faster than he could run, Parachute Option bro.
If the side wires were tight, you would better feel with the roll and you wouldn't have the lag when you reverse direction due to the slack.
Gracias, maestro
طيران رائع جدا
اتمنالك النجاح يارب
اتمنى مثل هكذا هوايات تكون عدنه بالعراق
حتا نعيش متعة الطيران والهوايه الرائعه
لتخفيف من الروتين الممل
شكرًا لك. "سأستمر في الاستمتاع بها بأمان!"
better with each experience…good and bad. be safe!
Thanks Jim!
I know nothing about hang gliding but are guy wires loose? Not taut?
Thanks for comment.
Actually that wire is on right place and right slack.
That’s my skill issue.
The side wires are control cables, not guy wires. If they are taught they will give an input.
I can't see the position of your feet in the video, but moving them forward or under you as you flare (in anticipation of a whack) can really limit flare authority. Your whole body should move back as a unit during the flare.
Also, I think you're too slow. Your final approach was a bit crosswind and a bit downwind, so ground speeds were very fast. It's mentally difficult to pull in and fly fast when the ground is whipping by, but of course we need good airspeed for a good flare. The lack of flare authority suggests late flare, weak flare/bad technique, low airspeed, or all three (could be a bad wind gradient, but that looks unlikely here). I think low airspeed may be the big one here.
Thank you for letting me do some armchair flying and criticizing -- and thank you for sharing the video.
I agree with you.
I’ll keep in mind that I listen, hear and feel the wind.
Thanks brianshott7106!!
Thanx for sharing, hope you are ok!
Put hands high on upright for more responsive Flare
Hang stap looks to long
Yeah, I agree that my hands are too low.
no one noticed that my hang strap is too long. I’ll check it out again.
Thanks Rad Man!!
what, he didn't hit the pole, just a full stall on landing. hardly a crash, by any means but those paper thin cf spars clearly aren't built for a 5mph bump
No wind so you could land anywhere (in the field) and you push to the front instead of pushing to the sky , sorry about that , keep flying
Yes, some other guys told me that too.
I have to push up not forward.
Thanks Alex!
I think letting go of the downtubes at the moment you hit the ground might save them from damage. Too bad about the sail.
Yeah, it might works.
Just slammed on the ground and didn’t even think about it. lol
Thank you for sharing your mistake to help everyone learn!
Thanks for sharing
Thanks for comment!
methinks tis not a crash, more of a rapid unscheduled landing
I think that a headwind landing was preferable
Well done being honest. As they say, saru mo ki kara ochiru!
That’s good one!
Thanks Pablo!!
Landed here to listen to the experts 🤭
Not trying to be rude,, but what's wrong with landing into wind?
Hi Paul, comment’s welcome!
It’s 90 degree cross wind and tried to get better approach but didn’t work.
Side slipped a bit and grabbed attention to terrain obstacles.
Well, I’ll never make same mistake.
Thanks!!
A couple of thoughts I've gathered over the years,that might help,,,your only as good as your last landing,, it's much better to do a long walk out,than a ,"Hero,s" landing,next to power lines,etc,you name it,,any high risk approach/landing,, playing the soft option may not look cool,but we all make errors in judgement,and in aviation it can go wrong very quickly,,,still plenty of fun and excitement to be had,,(yesterday I was on final,,at the beach,,do I dribble along a 5 metre tree line,, with water below? or go for the beach and know I'll land well,,,I went for the beach,,, nothing but happy memories,,take care
Flare much too early?
Any landing you can walk away from is a good one.
Indeed.
I actually have back in the air for sure!
Thanks!
But you survived to tell the tale.
Exactly!!
Thanks!
怪我はありますか？
幸運なことに、怪我はありませんでしたー:-)
nice! let's see another one!
velocity was the problem my friend ... you have to have good proximation ..
Any time you walk away... it's a landing ;-)
Any landing you can walk away from is a good one. Right? Got it!
Thanks Jody!
I didn't realise this was Japan until you started swearing lol
lmao
thanks lonesome40353!
Why didn't you land directly into the wind?
Because, landing zone is kind of rectangle shape which is N-S way and it was East wind.
I should’ve gone for North on the runway even if it was cross wind.
Thanks BigDuke!!
To avoid the mistake: Do not maintain such a senseless flying.
Anyway , it good lesson for many people. Thanks
Hi, I never saw a rigit wing with control cable not always taut?! See 0:06.
This creates an area where the control flaps will not work. The cables should be always tight.
Hi deltaguru,
This is an old ship like over 20yrs old and it has front wires besides control wires.
And it has a slack at the neutral position.
Yup, I can not blame it on the glider. lol
Thanks!
@@tripledyno No, some slack. Enter a powerful thermal and those wires suddenly become like side-wire of like a flexwing which they are not designed for.
@@sharonbaker5110
Newer Atos has no front wires.
Instead it has taut side wires that is also work as a front wires and control wires.
But mine has front wires and slack side wires are independent control wires not side wires.
This slack is proper position and always serviced by dealer.
It’ll raise up control surface undisirable if wires are tighter or glide too fast like 80m/h
Are we clear?
Thanks sharon.
A landing you can walk away from is a good landing
Thank you for sharing
Thanks for comment!
Ouch
None of your 1 thru 5 items caused your crash. You didn't keep airspeed so you stalled.