I really am enjoying all of these wonderful videos. Wish I was younger ( now 71) and could take off like this! Probably past those days for me but love what I see you doing in the air ...
Hey Greg, thanks for the Video again! They are well done and help pilots to fly better. One thing I would like to add: If you PULL the brakes FIRST and THEN PUSH the SPEEDBAR you increase the camber of your profile very strong (like you mentioned). Its like setting flaps on an airplane. Your Glider performance is getting really bad - but the tolerance for collapse and stall INCREASES on most of the wings. So your glider gets somehow more "stable". Thats a pretty nice thing for toplanding! Give it a try! But take care: If you go on fullbar first and then pull the brakes you will get a balloning effect or a strong move of CP. This can cause a collapse. We (DHV) tested this with a lot of gliders on the market and it works pretty awesome. Another thing: If you get a collapse on a modern wing more than 50% of the trailingedge and if you weightshift to the open side this will cause a much more demanding glider reaction! Here is the main key to brake the shooting and flying side first and strong. So what to do with your body? Keep the upper body straight and tiny bit to your open/flying side but let your hips fall to the collapse side. This decreases the shoot and the tendency of shockreinflations. Thanks and keep going your nice tutorials! Cheers, Simon Winkler Testpilot (DHV) and SIV Instructor
I fly mostly in the Swiss alps and flying slow and nervous in strong turbulence can leave you too little air speed and too little internal pressure to avoid stalls and collapses. I keep enough speed bar to feel my leading edge and keep weight on my rear risers on the Zeno to be able to react even faster than my legs can get off speed.
As always enjoyed your excellent videos. Just can’t get over the apparent ...( um...difficult conditions that you seem to thrive in....low over cast with no sunshine ???) Never the less good show !
Awesome video, Greg. Learned something new today, while on speed bar I used to pull on the brakes for small direction corrections, now I know I should't do that.
even if you don't have connected risers (Speedbrake) it's better to use the rear risers for small corrections and pitch control. The brakes have a massive affect on your speed and wing camber.
I only heard of Speedbrake risers on some Nova wings, I can assume now that most of the latest wing models come with those risers, or at least they can be bought optionally. Keep on doing this kind of videos, they are really helpful! Thanks Greg and Flybubble for giving out free info and advice.
please send flying weather, preferably in five separate boxes (to last a week) and perhaps with some thermic sprinkles, and some terrain wedges on the side?
Nice explanation! In ridge soaring, when the wind angle is increasing, you use the speedbar when you're facing the wind. The problem is, you're often close to the ground in ridge soaring. The closer you get from the ground the bigger risk you take in case of a collapse. High up I don't mind to fly fullbar even in bumpy conditions. If you see competitors videos, like Teo Bouvard and Damien Lacaze, they are fullbar all the time under CCC wings, except in thermalling. I would say, don't try this at home ;)
On a CCC wing, the stability is very high on speed, and the sink penalty is very small. For most pilots (ie. EN B and EN C) there's a big penalty for full bar, and the wing is often unsafe, so I recommend half bar for everyone, and full bar for the pros.
Nice in-depth tutorial on basic and even advanced function. I'd like your take on how competitors can best use the speed bar in tactical situations where they are attempting to out-fly other pilots. Your delay of turn input coming off bar is golden advice, but is that what really happens when time or money is on the line? Maybe some discussion on how motor slalom competition times can vary with proper vs. less than optimal bar use. Perhaps an example or two on topics like staying ahead of venturi over ridges or maybe even using bar almost all the way to landing for safety sake.
Thank you very much for the clear explanation. Just learning in Aus now but a fellow Saffa as you. On on a A glider and at times conditions turn to stronger winds where we fly. I try stick awau from the ridge to not get pulled back. Would big ears and speed bar be preffered over just full bar? Ive had partial colapses being on speed bar with a bit of turbulance so switched to big ears. Also on an A glider on speed bar would using the rear risers be most effecient for steering? Many thanks Greg! Appreciate your time.
Thanks for the video.Always nice things from you. I would like to know for how many years the speed bars are on the market? Can you please tell me. thanks.
I really enjoy watching your videos ;) I was in UK several times, and next time I'm going to take my glider with me. Maybe you could record video with some flying recommendations for foreigners ;) ?
hey! I am addicted to your very fruitful videos! thank you for all! I am just novice pilot, well I wonder what happens if I use speedbar in downward wing? what kind of risks that create?
You are a very conservative pilot. Many of the other people on here think that you should move up a wing if you can fly on this feed bar all the time with the wing you have. I'm going to fly and slower conditions and if I do get in trouble I'm going to just land somewhere because it's a very forgiving area. I might avoid the speed bar for about a year.
Thanks for this video, i have a small question. I kind of expected something else from this video, what i expected was more 'when' to use it, like when crossing gaps in headwinds etc. And how much to push in what kind of situations. Is it possible to make another video going more in depth to this?
Hey Greg, you mention that it's dangerous to use speed bar and breaks at the same time because of collapses. Since recently, the DHV added half speed bar plus breaks as one tool to adjust your level of descent during landing here in Germany. As it doesn't work well with all wings and you need to know your stall point, we train it in high altitude with an instructor first. I've even been told that this is a very stable constellation for my wing when done correctly. On the other hand, we're not learning butterfly landings over here. Could you give context to your suggestion in this light?
We were having a debate the other day if it was worth using the back risers to steer with on a wing with A,B and C risers without a B/C bridge (while on bar). Your thoughts ?
Over quarter of a century ago I first wrote about the Physics (and mechanics) of how the speed system actually works... I also designed risers (fitted to some of my 'test bed' Vertex gliders) which pre dated by decades the recent commercial marketing of 'rear riser control systems', my point? Speed systems do NOT in fact work ("pull down the front") the way 99% of instructors teach world wide.
Great video but Im not sure you explained what the speed bar is used for? Going faster yes, getting out of trouble yes, but what exactly do those things mean? How does it affect the wing? Also, some risers have trims. What the heck is going on there - why dont all wings have trims?
While I hear a lot of talk about speed bars, I've never used one, so what you're talking about doesn't make much sense to me, but like I the advantages it affords. Nifty set-up for optimizing the wing attitude. Personal note: I find it strange to play music while flying. Why ruin the experience w/ that noise?!? To each their own, eh? Happy thermal hunting.
Cool video! The tip about what to do if the bar snaps is mind-blowing, I had never heard of it. I doubt I will ever have to use it, but it's good to know about this option. By the way, is this a new camera?
Спасибо! Очень полезное видео! Расскажите ещё как делается "гелекоптер" на параплане? Я из России. У нас тут дед кабаев командует. Сам не летает и другим не даёт. Но мы всё равно летаем. Правда с горами у нас не густо.
I find myself watching your videos often, you are easy to understand, and to the point. Glad to have you easy to fly with.
Nothing like a flybubble video to signal the beginning of the weekend :) Thanks, Greg!
I really am enjoying all of these wonderful videos. Wish I was younger ( now 71) and could take off like this! Probably past those days for me but love what I see you doing in the air ...
Amazing, I've wondered how speedbar works for ages and you've explained it perfectly, thanks Greg!
Im really enjoying these begginer skill breakdowns. Each one has a little point or 2 ive missed somehow in last 7 years of flying. Thank you
Thanks for being a virtual teacher. You are making my quarantine enjoyable!
Thanks for the advice, very good recommendation how to use the speed bar.
Hey Greg,
thanks for the Video again! They are well done and help pilots to fly better.
One thing I would like to add: If you PULL the brakes FIRST and THEN PUSH the SPEEDBAR you increase the camber of your profile very strong (like you mentioned). Its like setting flaps on an airplane. Your Glider performance is getting really bad - but the tolerance for collapse and stall INCREASES on most of the wings. So your glider gets somehow more "stable". Thats a pretty nice thing for toplanding! Give it a try! But take care: If you go on fullbar first and then pull the brakes you will get a balloning effect or a strong move of CP. This can cause a collapse. We (DHV) tested this with a lot of gliders on the market and it works pretty awesome.
Another thing: If you get a collapse on a modern wing more than 50% of the trailingedge and if you weightshift to the open side this will cause a much more demanding glider reaction! Here is the main key to brake the shooting and flying side first and strong. So what to do with your body? Keep the upper body straight and tiny bit to your open/flying side but let your hips fall to the collapse side. This decreases the shoot and the tendency of shockreinflations.
Thanks and keep going your nice tutorials!
Cheers,
Simon Winkler
Testpilot (DHV) and SIV Instructor
Thank you , Thank you, Thank you again! :) Another terrific lesson by Greg!
I fly mostly in the Swiss alps and flying slow and nervous in strong turbulence can leave you too little air speed and too little internal pressure to avoid stalls and collapses. I keep enough speed bar to feel my leading edge and keep weight on my rear risers on the Zeno to be able to react even faster than my legs can get off speed.
As always enjoyed your excellent videos.
Just can’t get over the apparent ...( um...difficult conditions that you seem to thrive in....low over cast with no sunshine ???)
Never the less good show !
The Turkish subtitle option is great. I became your follower
Thanks Greg, I really enjoy your presentation! Thanks for posting and best wishes.
Thanks for the video liked the point about hand twisting the A+B risers if the foot line cuts
Thanks Greg for all your awesome PG vids :)
Awesome video, Greg. Learned something new today, while on speed bar I used to pull on the brakes for small direction corrections, now I know I should't do that.
even if you don't have connected risers (Speedbrake) it's better to use the rear risers for small corrections and pitch control. The brakes have a massive affect on your speed and wing camber.
I only heard of Speedbrake risers on some Nova wings, I can assume now that most of the latest wing models come with those risers, or at least they can be bought optionally. Keep on doing this kind of videos, they are really helpful! Thanks Greg and Flybubble for giving out free info and advice.
You are doing cool videos in a nice casual but still professiobal style! Great job!
Clear explanation! Thanks Greg and FlyBubble!
Thanks for the video, Greg! Great things to see and review. :)
, brilliant video thank you
great tips Greg thanks 👍
Really like the in depth detailed info
You're welcome, Ben. I still feel like this is just the basics here, but at least it will get you started!
Excellent advice Greg, keep posting for us please
please send flying weather, preferably in five separate boxes (to last a week) and perhaps with some thermic sprinkles, and some terrain wedges on the side?
Nice explanation!
In ridge soaring, when the wind angle is increasing, you use the speedbar when you're facing the wind. The problem is, you're often close to the ground in ridge soaring. The closer you get from the ground the bigger risk you take in case of a collapse. High up I don't mind to fly fullbar even in bumpy conditions.
If you see competitors videos, like Teo Bouvard and Damien Lacaze, they are fullbar all the time under CCC wings, except in thermalling. I would say, don't try this at home ;)
On a CCC wing, the stability is very high on speed, and the sink penalty is very small. For most pilots (ie. EN B and EN C) there's a big penalty for full bar, and the wing is often unsafe, so I recommend half bar for everyone, and full bar for the pros.
LOVE YOUR VIDEOS!
You said that people come off the bar and then turn too quickly and it causes.. a SPOO? Couldn't hear what you said. Thanks!!! Love your channel.
turn on the subtitles, you'll get every word written out - I type up the complete voiceover on every instructional video. The word was 'spin'
Nice in-depth tutorial on basic and even advanced function. I'd like your take on how competitors can best use the speed bar in tactical situations where they are attempting to out-fly other pilots. Your delay of turn input coming off bar is golden advice, but is that what really happens when time or money is on the line? Maybe some discussion on how motor slalom competition times can vary with proper vs. less than optimal bar use. Perhaps an example or two on topics like staying ahead of venturi over ridges or maybe even using bar almost all the way to landing for safety sake.
Thank you very much for the clear explanation. Just learning in Aus now but a fellow Saffa as you. On on a A glider and at times conditions turn to stronger winds where we fly. I try stick awau from the ridge to not get pulled back. Would big ears and speed bar be preffered over just full bar? Ive had partial colapses being on speed bar with a bit of turbulance so switched to big ears. Also on an A glider on speed bar would using the rear risers be most effecient for steering? Many thanks Greg! Appreciate your time.
Thanks for the video.Always nice things from you.
I would like to know for how many years the speed bars are on the market?
Can you please tell me.
thanks.
Epidemic Sound. This dude knew something.
Class, keep up the hints!
I really enjoy watching your videos ;) I was in UK several times, and next time I'm going to take my glider with me. Maybe you could record video with some flying recommendations for foreigners ;) ?
hey! I am addicted to your very fruitful videos! thank you for all! I am just novice pilot, well I wonder what happens if I use speedbar in downward wing? what kind of risks that create?
You are a very conservative pilot. Many of the other people on here think that you should move up a wing if you can fly on this feed bar all the time with the wing you have. I'm going to fly and slower conditions and if I do get in trouble I'm going to just land somewhere because it's a very forgiving area. I might avoid the speed bar for about a year.
Thanks for the Vid..
Thanks for this video, i have a small question. I kind of expected something else from this video, what i expected was more 'when' to use it, like when crossing gaps in headwinds etc. And how much to push in what kind of situations. Is it possible to make another video going more in depth to this?
Hey Greg, you mention that it's dangerous to use speed bar and breaks at the same time because of collapses. Since recently, the DHV added half speed bar plus breaks as one tool to adjust your level of descent during landing here in Germany. As it doesn't work well with all wings and you need to know your stall point, we train it in high altitude with an instructor first. I've even been told that this is a very stable constellation for my wing when done correctly. On the other hand, we're not learning butterfly landings over here. Could you give context to your suggestion in this light?
Greg your video is great! Nice and smüüüth! :D
We were having a debate the other day if it was worth using the back risers to steer with on a wing with A,B and C risers without a B/C bridge (while on bar). Your thoughts ?
You are very good. can I ask what harness is that? Link, please?
flybubble.com/sup-air-strike - also check our the links to our review
thanks for sharing, the audio was weird a few times.... excellent content as aways
Thanks Hemersonr, you can thank gopro's 'wind noise algorithm' for that
@@greghamerton4422 I did a test with a gopro7 black and got the same weird audio... dammmmm
Over quarter of a century ago I first wrote about the Physics (and mechanics) of how the speed system actually works... I also designed risers (fitted to some of my 'test bed' Vertex gliders) which pre dated by decades the recent commercial marketing of 'rear riser control systems', my point? Speed systems do NOT in fact work ("pull down the front") the way 99% of instructors teach world wide.
When you say you shouldn’t fly in wind stronger than trim speed, is that trims in or out?
Great video but Im not sure you explained what the speed bar is used for? Going faster yes, getting out of trouble yes, but what exactly do those things mean? How does it affect the wing? Also, some risers have trims. What the heck is going on there - why dont all wings have trims?
I gotta find a hill like that. I motor but I want to learn freeflight and would love to ridge a big hill like that.
That was amazing. Almost looked like you were really in the air when you were talking to the camera. :-o
While I hear a lot of talk about speed bars, I've never used one, so what you're talking about doesn't make much sense to me, but like I the advantages it affords. Nifty set-up for optimizing the wing attitude. Personal note: I find it strange to play music while flying. Why ruin the experience w/ that noise?!? To each their own, eh? Happy thermal hunting.
Guys do you keep brake pressure when on speed bar? Just a tad to feel the wing? Or completely to the pulleys?
Cool video! The tip about what to do if the bar snaps is mind-blowing, I had never heard of it. I doubt I will ever have to use it, but it's good to know about this option.
By the way, is this a new camera?
thanks Christophe. Yes I'm testing out the tiny instaGO, it's surprisingly good quality and nicely stabilised
Thanks for the Turkish translation
Amazing
Man do ya Drink before flying? Cause helmet alignment Looks Perfect :-) :-) :-) enjoying bubble para blablog White Cardiot gym thumbs up!
Спасибо! Очень полезное видео!
Расскажите ещё как делается "гелекоптер" на параплане?
Я из России. У нас тут дед кабаев командует. Сам не летает и другим не даёт. Но мы всё равно летаем. Правда с горами у нас не густо.
Great video and thank you for the tips! Music from EpidemicSound - this part aged poorly. ;)
how old are you?
👍👍👍
Used Speed bar in the alp! Fly in the alp man.
No comment in French ?
5.39 ?? decreases,I think increases. Learned a lot from your vids,thank you for that. 👍
Angle of attack decreases when the speedbar is deployed.
Speed increases!
@@gbshaun exactly
@@greghamerton4422 You are absolutely right. It was a misunderstanding caused by the language barrier. Gbshaun/tim. I apologize. Fly safe all. 😱
@@gbshaun thanks for helping out! :) I suppose you meant to write "Angle of attack" bit.ly/335PYm8 - no anger here ;)
Tu supermen🪂
Man flay in the alps! No in soft dinamic!!
amazing