Big Ears and how it affects your gliders flight.

[Kevin Lee/ Thermal Tracker Paragliding]

Let's not forget the very real possibility that increased drag caused by both tips folded under changes our Angle of Attack. 

The stall of a paraglider always corresponds to a given, specific Angle of Attack. 

You can have great airspeed but still stall an aircraft if your Angle of Attack does not support flight.  You can also have a tiny, tiny wing, but still keep it flying if you maintain a healthy Angle of Attack (think wing suits)

Also, when re inflating Big ears, pilots often "pump" the brakes to pop them out.  This further changes our Angle of Attack in an unhealthy way and can lead to a parachutal or full stalled configuration. 

Some Solutions:

- Don't do Big Ears near the ground!  I forever preach to students to never enter any unconventional flight mode lower then you can recover or pull off a successful reserve deployment.  This includes Big Ears (as well as other maneuvers)

- regular inspections:  If your gliders trim changes, this affects your Angle of Attack.  Many things can contribute to trim changes (line or riser length).  Also, If your gliders porosity is poor, it will change a gliders angle of attack (air passing through worn out fabric changes the airflow over the glider during flight, hence many of it's original flight characteristics are changed or lost). 

- Get used to using your speed system when using Big Ears.  Pull Ears, then apply 25-50% speed bar.  This brings your Angle of Attack back to healthier angles.  When returning to normal flight, let speed system off first, then let the Ears pop out.

- If Ears are not coming out on their own, try popping then out one side at a time, using minimal brake one side at a time.  If you are low, be extremely careful using brake while Ears are pulled down.

- I also don't advocate using Ears in turbulent conditions, if your taught and use active piloting skills well.  I feel it's more sustainable to expect a pilot to know how to respond to adverse conditions in a flying mode they are familiar with, rather then one they rarely use (flying under deflated tips).  

There are exceptions to the above for sure, but in just speaking about typical scenarios and/or minimal training, most of the above holds true.

Challenge:

Dig around in your text books, online, and with your buddies and find out more about Angle of Attack and how it effects us.  How does it relate to a gliders speed, a glider's size, brake position etc.  How much of this do you really understand as you fly thousands, or just a few feet from from the ground with this wad of fabric over your head?

Cheers and safe flights,

Kevin

*** Sent from my mobile phone ***

Kevin Lee / Thermal Tracker Paragliding

541-890-7142
thermaltracker.com

On Jun 27, 2011 1:57 PM, "Gregory Adler" <norl...@comcast.net> wrote:
> Due to the increased wing loading of a temporarily smaller lifting area.
>
> Greg
>
> On Jun 27, 2011, at 1:49 PM, "Paul Murdoch" <pmur...@garywest.com>
> wrote:
>
>> Someone accurately pointed out that ears don’t lower stall speed, th
>> ey increase it.
>>
>>
>>
>> Paul Murdoch
>>
>>
>>
>>
>>
>> From: RV...@yahoogroups.com [mailto:RV...@yahoogroups.com] On Behalf
>> Of Paul Murdoch
>> Sent: Monday, June 27, 2011 11:16 AM
>> To: Norm Young; Rena Scott; RVHPA
>> Subject: RE: [RVHPA] Re: flying saturday
>>
>>
>>
>>
>>
>> The LZ injury was Mark Lindgren from Portland. He was a volunteer
>> at RR. He was in ears, which lowers stall speed. He went to pump
>> them out and accidentally stalled.
>>
>>
>>
>> He has a broken wrist and stable compression fracture.
>>
>>
>>
>> One reserve toss was Becky Brim who had a cravat. She was sore,
>> went to RVMC to get checked out.
>>
>>
>>
>> The other toss was Natalia Bonilla. She was not hurt. I don’t know
>> the details.
>>
>>
>>
>> There was another reserve toss. Michael Hammel had a cravat on his
>> Boom 8. The plastic wing tips stuck hard. Three stall attempts
>> would not release it. He threw and landed precisely on a mountain
>> road near Mt Isabel.
>>
>>
>>
>> This was a very exciting race, with a new format. Sounds like quite
>> a few pilots were introduced to competition.
>>
>>
>>
>> I was flying a new wing – an Ozone 2 liner. I was not flying it tha
>> t well – though I started to get the feel of it by the end of the ra
>> ce. This is interesting – Hayden and Peter both flew serial wings a
>> nd did quite well. 8 of the top 20 were on serial and sport wings.
>> Better to fly a sport/serial wing well, than a hot ship comp wing
>> poorly.
>>
>>
>>
>> Paul Murdoch
>>
>>
>>
>>
>>
>> From: RV...@yahoogroups.com [mailto:RV...@yahoogroups.com] On Behalf
>> Of Norm Young
>> Sent: Saturday, June 25, 2011 11:10 AM
>> To: Rena Scott; RVHPA
>> Subject: [RVHPA] Re: flying saturday
>>
>>
>>
>>
>>
>> I do. A pilot stalled his wing around 8:45PM last night about 40'
>> over the Hunter bailout in what I suspect were calm conditions.
>> Last I heard, it may have resulted in some back injury. Anyone
>> else got more information? Also, there were two non-injury RR
>> reserve deployments yesterday I heard. It would also be nice to
>> hear the details on those.
>>
>> Norm
>>
>> On 6/25/2011 11:06 AM, Rena Scott wrote:
>>
>>
>>
>>
>>
>>
>>
>>
>> Hey Norm
>>
>> Know anything about this?
>>
>> Rena
>>
>>
>>
>>
>>
>>
>>
>> There was an accident in the Hunter LZ last night, ambulance on scene,
>> but I don't know more about it.
>> Donato
>>
>>
>>
>>
>>
>>
>>
>>
>>

[gabe]

I see lots of reasons not to use big ears but no "pro big ears"
arguments. Is big ears a thing of the past? I personally never use
them other than as a signal device to other people. Do they still
have legitimate uses?

On Jun 27, 4:31 pm, "Kevin Lee/ Thermal Tracker Paragliding"

<ke...@thermaltracker.com> wrote:
> Let's not forget the very real possibility that increased drag caused by
> both tips folded under changes our Angle of Attack.
>

> *The stall of a paraglider always corresponds to a given, specific Angle of
> Attack.*

>
> You can have great airspeed but still stall an aircraft if your Angle of
> Attack does not support flight.  You can also have a tiny, tiny wing, but
> still keep it flying if you maintain a healthy Angle of Attack (think wing
> suits)
>
> Also, when re inflating Big ears, pilots often "pump" the brakes to pop them
> out.  This further changes our Angle of Attack in an unhealthy way and can
> lead to a parachutal or full stalled configuration.
>
> Some Solutions:
>
> - Don't do Big Ears near the ground!  I forever preach to students to never
> enter any unconventional flight mode lower then you can recover or pull off

> a successful reserve deployment.  This includes Big Ears (as well as other *
> maneuvers*)

> <http://thermaltracker.com>

> On Jun 27, 2011 1:57 PM, "Gregory Adler" <norli...@comcast.net> wrote:
>
>
>
> > Due to the increased wing loading of a temporarily smaller lifting area.
>
> > Greg
>

> > On Jun 27, 2011, at 1:49 PM, "Paul Murdoch" <pmurd...@garywest.com>

[Peter Reagan]

2 days ago I was scraping the bottom of some clouds about 5K above the ground. I stuffed my bar and applied ears. The chirps stopped and things gradually became less gauzy. I think that was a reasonable place to be in ears in 2011, although what was I doing scooping mist off the cumies in the first place...? yeah, that's a fair question. -Pete

[Kevin Lee/ Thermal Tracker Paragliding]

From my personal experience, Big Ears is a valuable tool for newer or pilots with less skill using other decent methods.  In my years of teaching, I've never seen Big Ears become a problem when used correctly on a well trimmed glider.

But I have seen it present problems with pilots that don't understand it's complexities. 

This is the same with any paragliding "maneuver".  This can be witnessed watching any skilled acro performance.  Yet these same maneuvers performed with far less tact (or by accident) usually go wrong very quickly.

Kevin

*** Sent from my mobile phone ***

Kevin Lee / Thermal Tracker Paragliding

541-890-7142
thermaltracker.com

On Jun 27, 2011 7:28 PM, "gabe" <weownthe...@gmail.com> wrote:

[Discover Paragliding!]

Years ago, Chris S. was on a mission to reduce our dependence on Big Ears as a decent method. A task I agree with. As posted already, they are best used up high. In my opinion, big ears are used as a crutch for the most part, and used only after having made a few mistakes already. Induce them asymmetrically (a one, and a two...)  Big ears first, then ample speed bar. Release all together but pump out any remaining bits asymmetrically as well, or make a couple of mild turns which usually does the trick.

Using them near clouds with speed bar is a good option, but the absolute best (and internationally recognized) use for big ears deserves a short story.

Also several years ago, I called up Chris S. (towards the end of his anti-big ear campaign) with the news: "Chris, Chris... I've finally come up with a great use for big ears..." (You could just hear Chris shrug 'not you too...') "No, no" I said "Picture this: You are 1000' over the LZ, when your passenger turns and queasily asks 'How fast can we get to the ground?!?' " Chris laughed and said "Yeah, you've got a point." ;-)

Yes, Big Ears is the internationally recognized sign that your passenger is about to blow chips. (and you are trying to save on the dry cleaning bill... eeeiiuuuwww!  ;-)

Really, truly sorry to hear about Mark. :-(

Brad (and Maren)

PS: Yes, big ears should still be taught. Any 'trick' is a good one, just in case. Hopefully good flying and sense will preclude the need for 'tricks'.

See you up there,

Brad and Maren
Your 'Couple' of Instructors
www.DiscoverParagliding.com
503-861-2772 (W) 503-440-0733 (c)

[David Cantrell]

I pull big ears now and then. It is good to stay current even with a basic manuever.  But, I pull one ear at a time allowing a couple of seconds the glider to stabilize after pulling each ear.  Then, I manage turns by weight shifting, keeping my hands up on the risers to balance my self. 

 

I release both ears at once and pump only one brake at a time to pressurize the glider. I also look at the glider while exiting big ears until the glider is flying at trim speed again and I keep situational awareness of terrain and other gliders using my peripheral eye site and head swiveling.

Dave

---

From: Peter Reagan <rea...@mac.com>
To: weownthe...@gmail.com
Cc: Cascade Paragliding Club <cp...@googlegroups.com>
Sent: Mon, June 27, 2011 8:58:54 PM
Subject: Re: CPC: Re: Big Ears and how it affects your gliders flight.

[Steve Roti]

I no longer use B-line stalls, but I continue to use spirals and big
ears when I want to get down sooner rather than later. One example:
Pine Mountain glass-off on nights when there's "lift everywhere" and
flying out over the Rock "L" landing area may put you 1000-2000 feet
above the ground. Starting over the LZ a spiral will put you downwind
of the LZ back in the lift band while big ears will put you upwind of
the LZ in a position to go right into a downwind-base-final approach.
If I want to do spirals instead (say with a passenger who wants some
additional excitement) I would fly a half mile or so upwind of the LZ
before starting the descent.

On most of the gliders I've been flying lately big ears will come out
without the need for pumping the brakes. Maybe it's the migration
toward higher wing loading these days compared to the good old days.
On tandem big ears come out quicker with a heavy passenger than with a
light one. My interpretation of Chris Santacroce's campaign to reduce
our dependence on big ears was that it wasn't about eliminating big
ears, it was to make us think about the risks and when it's
appropriate to use big ears and when it isn't. I'm glad I've got big
ears in my bag of tricks for the times when it's handy.

Steve

[Reed Gleason]

I've used big ears to signal, or I imagined I signaled, that I am going down to land now.

[Jon Malmberg]

Full on tandem move! Used them a ton to keep out of the clouds in
Ghana when I had a queasy passenger. The ones that were "good to
go"... got to see what a tandem wing looks like between them and the
ground!