IT'S PULL TIME...  

A moment of apprehension...  your canopy opens... relief - you're safe...

OR ARE YOU?

In truth, the most dangerous part of your jump has just begun...  If you want to land and live...

LAND ALONE According to USPA annual incident summaries, the majority of skydiving deaths still occur after perfect deployments. Today's parachutes are faster than ever before. We have more large aircraft, meaning larger groups, more canopies, and longer spots. To survive, you need your wits about you.Ten years ago, two canopies bumping into each other in the landing area was vaguely amusing. It is now dangerous and unnecessary. The same collision at 100 feet is a killer. Two highly loaded Stilettos, finishing turns, can close on each other with a combined speed of around 100mph. A far -off canopy can very suddenly be in your face. We have lost too many good friends to canopy collisions.

Cat Derby landing at Langar by Clloydy

Look at the most experienced ram-air pilots at your DZ. Whether they fly sedately or make toe-curling low swoops, the top flyers will always land alone. They will plot a path back to earth that's away from other canopies at all times. Some teams fly a tight canopy stack and all land together, but notice; the formation will still land alone. The same goes for a canopy formation such as a biplane - it will land alone. The dude on a high performance canopy who spirals through others and then picks a gap between landing canopies to hook in, is not only bad mannered but a danger.

So, having mastered the controls of the 'car', it's time to learn about driving in traffic. How do we ensure we land alone?

Basics:
Remember your first jump training:
All round observation, all the time, in every direction.
If you see other canopies, steer away.
Simple enough.

Planning:
Avoid obstacles at altitude, give yourself time and room to react.
Don't wait until 250ft to decide where you are going amongst all the other canopies.
Plan your route to the ground, even before you get in the aircraft, and then update your plan constantly as the situation changes.

Exit separation
Exit order could be an article in itself; the debate still rages. Let's just say you need to discuss it before getting in the plane. The only exit separation you can control is the separation between you and the group in front. You are at the mercy of the people behind you. So talk to them and make friends!

James Stevenson

Break off Consider breaking off higher. Many teams now separate at 4,000ft, plus. The old break-off and pull heights were invented back in the days of baggy jump-suits, round parachutes, small planes, low exit altitudes, and tiny formations. Now we are really spoilt with large formations and lots of altitude - make good use of it.

Pull time If you're last out of the plane, chances are you'll be deep. Why not pull higher, say 3,000-3,500 feet? It may cost five seconds of freefall but could save a ten minute walk. It will also increase the distance away from the early groups. If we all want to land on the same little patch of grass, we need vertical separation. Learn how to control your deployment.   (Go to Control Your deployment article) If your canopy opens off heading, all that good tracking can be undone. Choose kit that gives you hassle-free, consistent openings. While you're about it, choose bright colours for your main. Take hold of the back risers while your canopy is inflating and, once it has fully deployed, use them to steer into clear airspace before you do anything else -even before releasing your brakes. Avoid radical input before full inflation, but you'll have immediate control if you find yourself on a collision course.

Avoidance
Say you do everything right, but still find yourself on a collision course. Pick a direction, check it for traffic if you have time, and turn. Shout out too - attract the canopy pilot's attention. If you don't have time then turn anyway, but check as you turn. I would choose a blind turn over certain collision any day, but it doesn't help to fly into a second canopy while avoiding the first. This does happen!

In a head-on collision situation, the accepted convention is to steer right. In any other situation, just take the shortest route out of danger. The secondary risk is losing awareness of your surroundings, so keep looking. If you are close to the ground, go onto brakes and steer using elevation turns. If you aren't used to steering your canopy in deep brakes, then learn and practice these skills - they can save your life and should be automatic.

Landing Patterns
If everyone flies in the same direction, the chances of collision are reduced and closing speeds are minimised. The danger with flying a pattern is getting tunnel vision. Two canopies on 'parallel' courses can creep towards each other insidiously. Keep up that all-round observation - it's amazing what can just 'appear'.

Remember that the aim is vertical separation. Two canopies on the same level block each other's choices, usually leaving one person with no clear route back to the landing area. The idea is to slot into the group so that the faster canopies are low and slower canopies are higher. If you are level with another parachute, change it. Either lose height with front risers and toggle sashays (swaying from side to side), or float by using brakes and back risers. Compare canopy types and rates of descent - you may want to slot in further down, or let others get below you. If you're light and on a big, floaty canopy, stay up using brakes. A heavy person on a small canopy will have a faster descent rate than you, they should aim to get below, by flying on full drive. Avoid spirals - they take up a lot of airspace, can be disorienting and are confusing to others.

Never chase other parachutes towards the ground. When you have worked to find a clear slot in the stack, it is extremely frustrating to see someone start spiralling down to your level. Make sure that you are not that pilot! Always ensure that if the traffic gets too dense for your liking you can fly elsewhere at any time. Going somewhere else is a good way to land alone.

Left or right hand pattern?
If your jumpmaster dictates a left or right hand pattern then respect it where possible. Find out what the local policy is.

Left hand circuit
If in doubt, fly a left hand pattern which has become the established convention, albeit an arbitrary one.

Right hand circuit
There may be times when a right hand pattern is better. For example, when the opening point is significantly to the right of the surface wind, a right hand circuit gives a much gentler turn onto final approach. Take an interest in the spot and discuss the pattern with other jumpers - but go with the flow.

Split circuit  
If you have to go against the pattern of the day, then do not cross the wind line or the centre of the landing area. Stay to one side for the whole canopy ride. A split circuit may be preferable where many canopies are spread over a wide area, eg, a large group breaking off, large aircraft or short spot.

Nil wind or light wind - which way?
Again, find out the local policy. Some DZ's have a wind arrow as well as windsocks. The beauty of this is that a direction is always shown, however light the wind. If there is no arrow, watch the first jumpers down. Be aware that they may be wrong or may even be taking deliberate downwind landings - take nothing for granted.

In light winds the arrow can change direction even as you look at it. The problem here is the confusion created. Let the traffic dictate your direction first, arrow second. A downwinder in light winds is a lot less scary than a canopy coming at you on finals. If you aren't sure, or aren't comfortable with the situation, pick a spot well away from the main landing area, and land alone.

If you are the first person down, remember that everybody else is looking to you for guidance. Make your intentions clear and set a good example. This might be the only good time to use spirals, to get down quickly and help everybody else plan ahead.

Take it wide
A wide path gives the best view of the landing area, the obstacles, and the other traffic. It is also a longer path and therefore gives everybody more room. Go really wide, and you'll be amazed at how clearly you can see everything. But avoid encroaching on flight paths of other groups of canopies, say, students making for the student area.

Rights of way
Generally, lower skydivers have right of way because they run out of height first. An even better rule, and one you should keep, is that everybody else has right of way! Remember the basics? If someone is above you, don't expect them to politely stay there waiting for you to land. Don't expect them to see you, or even be paying attention. Just steer away. It doesn't matter who is in the right - land alone.

Final approach
The wind line is a good place to avoid under canopy, pretty much at any time. It gives the most awkward turn onto final approach. It is also where you will often find a big 7-cell sinking in on deep brakes, its pilot focussed on the target. Don't let that pilot be you either. If accuracy is your thing, designate a separate landing area and enjoy your sport in peace.

The final approach is not the place to spiral, trash your canopy or sashay as it is congested enough already. The place to be losing height is off to the side, and slightly upwind of the target - basics, again!

As you set up for landing, check the whole approach, the space around you and all around the landing area for traffic. If your slot is clear, move onto finals (final landing approach) on full drive, facing into wind in good time. Remember that everyone else wants to be where you are right now. If others want to barge through to the target area, then recognise their behaviour early, steer away in plenty of time, and land alone. Have a friendly, well chosen word later, in the bar. But finals is not the place to be asserting your rights - rights don't mend bones!

Be safe, have fun, land alone!

Article by Eno van der Post

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