I have a lot of respect for all people who have filmed their incident and share it with the greater community. Thank you!

Thx for posting the video. I am glad you come out of this unhurt. I know its hard t hear but your reactions were not appropriate, especially the part where you are supposed to let the wing fly is hard to watch (the initial reaction is VERY hard to train, because its mostly instinctive). You stalled the glider twice, almost twisted yourself. Have you done SIV? Its best to learn and make reactions automatic in controlled environment...

Noice! I liked the Yin and Yang visual effect from the beginning ;) Liked and subscribed!

Bro take a wrap, you might have felt the lack of pressure. Don't fight it, hands up will do. Awesome video though.

Good job on preventing the twist! The good learning is at 35 seconds on any thermal condition it’s a must to keep your canopy above your head look at the leading edge rushing into the thermal you only need authority on the brakes and don’t be shy in this cases check the shoot ,weigh shift into the core and enjoy the ride 🤙🏼 Wishing you a collapse free season full of PB ❤

Looks so similar to collapses I've had on the Rush 6. I've found there's a middle "dead zone" where you take the reflex out of the wing but don't have enough brake on to stop it from surging. Exactly how your hands and the trailing edge look at 0:33. I am convinced these newer high B 3/2 hybrids need to be flown more like 2 liners. That the old 3-5 pounds of contact pressure is obsolete and you need to be either all the way hands up flying on the rear riser controls letting the reflex protect you, or significantly deeper and affirmatively in the brakes during maneuvers. That if you are in the middle at "contact pressure" you will just get collapse after collapse. But nobody seems to be teaching this on the 3/2 liners. I watched some videos on how to fly the two liners and started flying my rush that way and haven't had a collapse since. Nice recovery!

Anton I recommend you flying with half wrap. You're flying with the toggles in your hand, they act very often like a spring in-between your hands and the trailing edge. Most of the active piloting starts with feeling what happens. Some visually.. So you want to basically grab the brake knot. So you can either manage that by going trough the toggle or half wrapping. I definitely recommend half wrapping the toggle because you can get your hands away from the toggles for your rescue during all times!

Me: Should I start hanggliding or paragliding? - Okay, I should start hanggliding

As some already wrote, I think you need to get a better feeling on the Brakes. So having The knot between thumb and Finger half wrapped is best way to go in thermaling. Could you tell which Glider you are on?

did the martenitsa help the recovery?

Brake the movement of the wing, not the position (that's why it stalled after the dive).

😱

Nice video and edit ! Thanks for sharing As some said, make a wrap with your brakes Maybe take wing with a lower aspect ratio ( maybe it's an EN-A already but the video flattens it, although it wouldn't have shot forward that much) If you don't think you know what you're doing, just let the wing fly Take care

It is easy to sit in the sofa and comment of what other should have done, but: Releasing the left brake the same time as the glider dives did not help, rather the opposite. You should have kept the left hand down 1-2 seconds more. That said; I would probably not have done better in the air myself, in real time. Thanks for posting, we can all learn something from it!

Thanks for posting this to learn from Anton. There's a small dive preceding the frontal that was an opportunity to prevent the frontal occuring. After that with the frontal developing as big an input as you can on both brakes would have shortened the incident. Here, having a half wrap can help. At 52s as the wing is recovering in the dive you have quite a bit of left brake on. This then causes the glider to stall on the left side and enter a spin. The danger here is that the rotation in the spin can cause a twist. You then swing through as the glider is overhead which has dissipated the energy of the original collapse and your hands are up enough to allow the glider to recover normal flight. Have a look at this similar frontal and the debrief from Malin Lobb, SIV instructor.... m.kzfaq.info/get/bejne/Zt18dayimJOVooE.html&pp=ygUkUmljaGFyZCBtZWVrIG1hbGluIGxvYmJ5IHBhcmFnbGlkaW5n Happy Flying

No reaction bro ❤

Great save, good job, I'm wondering how these collapses will proceed in cocon harness. I just started flying with cocon harness and I am pretty worried about collapses 'cos I can feel less stability now.

Good, video, but horrible response to the collapse. 1 take a wrap, you would have felt that coming. 2 When it did happen all you had to do was go hands up and it would have flown out on its own.. 3. All that crazy spinning was a result of you trying to pull your body back upright using the brakes. If you're falling left, DO NOT try to pull yourself back to level with the left brake. It ain't going to work.

Maybe the day will come when you think "this was life" for a brief moment.

you did a lot of things wrong maybe you should consider a lower wing. also wrap your brakes and put your pointfinger on the brakeline especially in bumpy air.

You need some sirious Active Piloting/SIV under the super vision of a good Instructor, and I assume this Aspect Ratio is too much for you, despite the EN certification.

RETTER RETTER! 😄

how dangerous is such situation?

So wild! I'm glad you handled it so well! What caused the collapse?

💪 Good solved

And general always forgot: It is probably an EN-B- Paraglider with typical not a very hard wing, therefore not a real possibility of precise steering and(!) a velocity where also week down winds from turbulences can cause a negative angle bigger than the normal fixed pitch-angle. That negative angle is build from the tangens of the vertical down wash wind velocity divided thru the not very high horizontal velocity of all the paraglider whithin EN-A...High B. At EN-C this effect decreases and at EN-D you will find very less till no collapses also if you use the speed bar. BUT(!!) you have to stabilise that wing with very automatical reactions trained in about 80..120 h airtime per year. And that costs not only a lot of time also money. - Since 3 years I fly a low EN-D (UP Meru) I got no(!) collapses. Those are my experences!

just pure luck, in all reactions too late.

Pff la musique ....