Learn the most important Japanese paragliding terms with Ken Oguma - NOVA #XENON and #ARTUS pilot at the Red Bull X-Alps 2021.
__________

Japanisch für Gleitschirmflieger mit Ken Oguma
Lerne die wichtigsten japanischen Gleitschirmbegriffe mit Ken Oguma – NOVA #XENON und #ARTUS Pilot bei den Red Bull X-Alps 2021.

#novaparagliders #redbullxalps #xalps2021 #adventurerace #novaxenon #xenon #novaartus #artus #waytozellamsee #paragliding #parapente #parapendio #paragleiten #gleitschirm #hikeandfly #kenoguma #japan #japanese #tutorial

Meet the new Icepeak Evox with our chief designer, Olivier Nef.

A paramotoring empowering experience viewed through Karen Skinner and Jason Whitehead's eyes. Besides setting records and partaking in competitions, this powered flights enthusiastic couple takes us along for the ride via video footages showing how much they enjoy traveling around the world, discovering new areas and turning each day into a new unique exciting story.

The Kougar 2 was created for individuals such as Karen and Jason. A powerful, reliable wing specially outfitted to fly around randomly and freely on long distances; discovering new destinations, or merely enjoying time in the air.

More information at niviuk.com/product.asp?prod=JNMNFMK0

Professional pilot Cyrille Marck unboxes his Hook 5.

Performances et précision maximum : tels sont les atouts de la SIGMA 9, l'aile intermédiaire destinée au vol de distance. D'une grande compacité, elle procure des sensations de vol agréables, en particulier en vol accéléré et quand les thermiques sont actifs. La série légendaire des SIGMA incarne à la fois la tradition et le progrès. Ainsi, la neuvième génération reste elle aussi incomparable en termes de maniement et de design.

Big ears made easy. The ALPHA 6 outer A-line has its own easily reachable riser, making it easy to pull effective big ears. Taking off with both A-risers in hand is also simplified by the “Quick-Snap” magnet system which holds them together on the ground. Line sorting remains child’s play. After pull up the risers separate and take up their flying position.

Video Manual

La SIGMA 10 perpétue l’histoire de la légendaire série des SIGMA. Avec un allongement de 6.16 et 66 cellules, la nouvelle aile amirale d’ADVANCE dans le domaine XC se positionne en milieu de classe C. Cette aile sportive haut de gamme allie d’excellentes performances à une dynamique sportive et un design attractif. Toutes les conditions sont donc réunies pour des vols de distance épiques.

Squash shows off the Ozone Ultralite and Oxygen harness.

The OZONE Angel SQ Pro:

- 920 grams (size 100)
- Designed to maximise weight volume savings
- Increased stability
- Improved sink rate
- Rapid inflation

The Angel SQ Pro is the same proven concept of the Angel SQ, made from even lighter materials. It was developed for hike and fly adventures like the Red Bull X-Alps, and for anyone looking to save weight in their pack without compromising on safety.

The Angel SQ Pro is a top-of-the-line option for pilots who want to carry a fast-opening, stable, and safe reserve parachute that packs in a low volume, and is ultra-lightweight.

The two main factors in reserve parachute performance are sink rate and stability. A reserve parachute with an acceptable theoretical sink rate can easily deliver a hard landing if there is pendulum instability. The principal advantage of the Angel SQ Pro over a traditional round is in its increased stability. The increased stability combined with the Angel SQ Pro's excellent sink rate makes it a higher performance reserve than traditional round designs.

The Angel SQ has a relatively large surface area, yet is ultralight, giving exceptional sink rate and stability performance with fast opening times. The large surface area is the principal ingredient in its excellent sink rate — all sizes of the Angel SQ Pro provide plenty of margin within the weight ranges they are certified to carry. Where the Angel SQ Pro really shines is in its high pendulum stability, which can be even more important than sink rate performance. During the development process, which included many real-life test deployments, the Angel SQ Pro's low sink rate and high pendulum stability delivered consistently safe and comfortable descents.

Certified EN, the Angel SQ Pro is available in sizes 100 and 120. Supplied with a short bridle designed for harnesses with an integrated reserve bridle, it pairs well with the Ozium and F*Race series but may also be used with any other type of harness.

After investigation of the Mantra M7 leading edge lower surface deformation, we now have a better
understanding of the phenomenon and can give an explanation.

Under certain specific circumstances the leading edge plastic reinforcements can remain inverted on the lower surface, even during flight. This is not created by overtight plastics but is caused by a lack of tension in the middle part of the leading edge during the inflation process. If the wing tips are allowed to inflate before the middle section of the wing, the plastics in the centre may become inverted and can remain so even once in the air. This normally only affects the central part of the wing occurring either symmetrical or to just one side, the extent of the deformation or whether it occurs at all depends exactly on how the wing inflates.

To avoid this situation, always ensure the wing is in a good position before inflation. When launching in
wind make sure the wall is well built with the middle higher than the tips, in nil-wind conditions lay the wing in a pronounced arc so the middle is more likely to rise before the tips. We recommend to only take hold of the central A risers, there is no need to hold the outer riser to which AR3 is attached. Whatever the wind conditions or launch method you use, always try to ensure the middle of the wing inflates first, like this the phenomenon will practically not occur. If you do find yourself in the air with inverted plastics, do not worry; the wing can be flown as normal. From the testing we have made we believe it is not a safety concern, the wing can be flown perfectly safely and remedied in-flight. To do so use a short, sharp symmetric jab of the brakes. The action is not the same as the input used to recover from a collapse - a deep long pump is generally not effective - rather, use a shorter, sharper, harder input to provoke the plastics to right themselves. When jabbing the brakes like this, push
your hands to the outside, that way the central brakes are engaged early, this is the most efficient technique to encourage the plastics to pop in the very middle of the wing. When using this method, we have found the plastics can be righted 100% of the time, we have never been unable to right inverted plastics whilst in the air.
We have conducted a thorough flight test procedure with the plastics inverted and have not experienced
any significant detrimental effects to the behaviour of the wing. Parachutal stalls are unaffected, the wing enters and exits a parachutal stall in the same way whether with the plastics inverted or correctly orientated. Collapse recovery is also unaffected.
We do believe however that it will have an slight impact on performance and possibly reduce the inherent stability of the wing, although this is something that is hard to quantify. Even with the plastics inverted, the M7 can be thermalled and ridge soared as normal and when flown actively still remain open in strong turbulent air.
Please watch the video for a clear visual explanation and if you have any questions do not hesitate to
contact one of the test team.