⚖️ There are no right or wrong ways: I feel that there are pros and cons with all methods, but some have more cons than others. ⭐ My favourite by far is the classic halfwrap, as it ticks all the boxes. It enables contact with the trailing edge, while keeping the hands high enough to ‘pull and not push’, (more on this later). The classic half-wrap allows the use of smaller, and so more sensitive, muscle groups, and gives a comfortable yet strong position. More importantly, it can easily be let go of in an emergency. 🤚 Once wrapped, ensure the line does not cut into the hand or restrict the circulation. This is a common mistake, and is often the reason why pilots test and then discard this technique. The line should be on the meat of the hand, close to the wrist, and not crushing the fingers higher up. Even the brake handle can be used to lessen the load of the line, spreading it over a wider area. 👂 Something I tell my students is that the smaller the muscle, the better it is for listening. We ‘hear’ feedback through the only line that we’re holding: the brake line attached to the trailing edge. The tension through this line gives a wealth of information. Without listening to this information properly, any reaction can be dulled and out of sync.
The smaller the muscle, the better it is for listening
🆘 Plan for the ‘what-if’
⚠️ Imagine you get a big low-level collapse leading to twisted lines – quite possible with today’s higher-aspect wings and pod harnesses. To deploy your reserve the brake handle should be immediately released so that the hand can go unhindered to the reserve handle. That’s not so easy if the hand going for the reserve is locked by the twisted lines, as the forces are huge. 🔗 This possible scenario alone should rule out using the dragon grip, because handcuffing oneself to the brakes could be the final link in the chain of events that turns a bad day into a very bad day. 🤔 This hand position is widespread. If you feel that you can remove your hand without thinking about it, then please continue to use it. But if you try to quickly remove your hand and fail because of the size of your gloves or brake handle, this technique should be dismissed as having one major potential flaw. Only you can decide, but be honest with yourself. ✊ Another method is holding the line above the handle. There’s no reason against this, except that it can lead to fatigued wrists and fingers on long flights. Only comfort is a factor here. 🔄 Then there is, of course, the standard grip: the simple method of fingers through the handle and pulling down until the brake engages. This is how most people are taught. There’s absolutely nothing wrong with this apart from a little comfort and a large loss of sensitivity, because of the muscles being used.
🎯 The sweet spot
✨ On most wings, unless the brakes are shortened you may find that the ‘sweet spot’ in handling is below a 90-degree bend of the elbow, meaning that the pilot is pushing the brake instead of pulling it. We discuss this more later, but for now remember we want to ‘pull, not push’. ⚖️ The sweet spot is the point in the brake’s travel where minimum effort provides maximum effect and is where gliders like to be controlled. The use of the classic halfwrap means pilots can turn the glider and control its movements around this sweet spot easily. 📉 Use of the classic half-wrap avoids large, unwieldy arm motions. Instead, wrists and fingers listen and react, in tune with the glider. If you intend to try it for the first time, appreciate that the brakes will be effectively shortened. That means you’ll stall your wing at a higher than normal hand position. So treat it with caution until you get used to it. 🧠 As pilots we should be aiming to fly the glider by feedback pressure and not hand position; allowing the glider to fly the way it wants, not choking it with large amounts of brake. It’s “What we need, when we need it, for as long as it’s needed”. 🏆 Pilots who’ve tried this technique usually go on to adopt it for the rest of their flying careers, because without it pilots, and I include myself here, feel disengaged. It’s called ‘classic’ for a reason!
Source: Mastering Paragliding
— By Kelly Farina
