Jumpers are welcome to use a larger parachute than the chart suggests. Size must be Increased as necessary to reflect “Relevant Variables”
(See Footnotes and Explanations)

*The chart is based on “Total Exit Weight”:
[ Jumper + All Equipment]

Footnotes and Explanations:

The chart gives two different values:

A) Top Number: “Middle of Range” (Square Feet) *Not an absolute figure. See “Relevant Variables” (above)

Due to individual differences in natural ability, judgment and demonstrated in-air awareness, there must be allowances for variability with the recommended size. To fit every canopy pilot into a finite formula is not reflective of the true nature of the situation.

B) Bottom Number: (Smallest Size Allowed)

Although some canopy pilots are ready to downsize beyond the recommended limitations of this chart, there must be absolute limits. Most parachute manufacturers prescribe a Maximum Wingloading for a given parachute design, implementation of these limitations requires further elaboration. The purpose of the bottom number is to establish a ”Wingloading Never Exceed”, or WNE, defined in Pounds per Square Foot, rather than a wingloading number. This allows for careful selection of each subset category of the wingloading range, reflective of the non-linear nature of parachute performance as it relates to wingloading and canopy size.

Applicability of Chart
The parachute size to which the Chart suggests pertains to the Smallest

Parachute of the dual parachute system (main or reserve).

Relevant Variables:
Density Altitude Compensation

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Surface area should be increase to reflect increases in density altitude. Increase the recommended size by roughly 10 square feet for each increment of 2000 feet above sea level. This adjustment is subject to adaptation based on the proficiency exhibited with regards to the “Essential Maneuvers” (see below).

Currency

Add approximately 15 square feet for less than 100 jumps per year (i.e. 120 becomes 135)

Add approximately 30 square feet for less than 50 jumps per year (i.e. 120 becomes 150)

Canopy Design
Add one size for Fully Elliptical Canopies

-F.E.C. = More than 20% wing taper
-Fully Elliptical Canopies are not permitted for jumpers with less than 300 jumps.
-Prior to transitioning from a non-elliptical to elliptical planform, all jumpers should make at least 100 on a non-elliptical parachute of the same wingloading, or as dictated by the Canopy Transition Course Instructor.

Rounding Sizes:

The parachute sizes prescribed by the Chart do not always coincide with the sizes marketed by a given manufacturer. Given this, jumpers should use the size closest to the prescribed number if the number is not a standard size. If the canopy is elliptical or radical in design in some other way, this may or may not suggest increasing the size further. This is a judgment call of the Canopy Transition Course Instructor, and should be based on the skills demonstrated by that canopy pilot. The best course of action is usually to err on the side of safety.

Rounding Weight:
Use the weight and size to the right of your numbers. If your weight is above the

number on the chart, round up to next the higher number.

Skipping Sizes and Planform Type

It is not advisable to change planform type and or size simultaneously in the transition process. Skipping sizes or changing planform type is a judgment call of the Canopy Transition Course Instructor based on the skills demonstrated by that canopy pilot, and the best course of action is to err on the side of safety.

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Beyond 500 Jumps:

After a canopy pilot has exceeded 500 jumps, the only limitation on wingloading, size and planform is to be based on the Specific Canopy Manufacturer’s Recommendations for that design and of the Safety and Training Advisor or equivalent instructional staff.

Probationary Period

The initial jumps on a new canopy are a probationary period. This is an opportunity for the pilot to focus complete attention on the flight characteristics of the new canopy. Therefore, the first 5 jumps on a smaller or more agile parachute should be made solo, opening no less than 5000 feet AGL.

Frame of Reference

Depending on the jumpers previous experience, currency and individual ability, the canopy transition course instructor may chose to allow accelerated downsizing or skipping sizes.

Non-Linear Nature of Parachute Performance

Due to effects relating to the balance of drag between the suspended weight and the parachute, the same canopy design of varied sizes will perform differently with the same wingloading.

Larger wings tend to have more Roll Axis Stability, shortened Recovery Arc and superior True Glide Ratio*.

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While a 170 square foot canopy may perform in a docile manner at 1.0 lbs per square foot, a 107 of the same design will be much more responsive at the same 1.0 wingloading. Therefore, the Chart skews the data in a non- linear nature, suggesting a more gradual downsizing progression for lighter pilots and a more aggressive paradigm for the heavier jumpers.

Relative Glide Ratio and Wingloading

Although Upwind Relative Glide Ratio is further enhanced with increased wingloading, Downwind Relative Glide is more a function of descent rate than airspeed. Therefore, the best way to enhance Downwind Relative Glide is in the deep brake mode on a small canopy, or through the use of a larger parachute.

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Smaller parachutes have several advantages when flying in high wind conditions, as well as in turbulent air. Further, heavily loaded canopies tend to perform more like fixed-wing aircraft, enhancing the extrapolative learning process. Nevertheless, downsizing prior to attaining the necessary skills and judgment is unwise and potentially very dangerous. Therefore, the following set of performance standards establish a baseline for a canopy pilot as they prepare to downsize. Without demonstrating the following survival skills prior to switching to a smaller canopy, the increased airspeed, descent rate and roll axis instability are a set-up for failure.

Essential Maneuvers

The following is a list of in-flight maneuvers essential to safe flight. These tasks must be preformed regularly, so that the pilot will have the ability to perform these maneuvers without thinking. “Learned Instincts” must be developed for such tasks, so that when situations arise requiring immediate action, the programmed responses will be the correct ones.

*All exercises should be performed above a safe cutaway altitude, in the event that the pilot inadvertently induces line-twists and loses control of the parachute.

*All exercises should be performed on the current size and planform before downsizing or transitioning to a more responsive design.

*All exercises should be performed on dedicated jumps, opening above 5000 feet AGL. Opening high following a relative work freefall may allow sufficient time to perform the maneuvers, but dedicated jumps are preferable as a learning experience.

*Video should be used whenever possible for debriefing and evaluating landings and in-flight maneuvers.

Pitch Control Exercises

• Manipulate the canopy on the pitch axis using the brakes.
• Look at canopy to notice the amount of pitch axis change.
• Notice the amount of slack in the brake system when in the full flight mode.
• Notice the difference between “soft” and “sharp” inputs:{slow application vs. quick}

  Why?

  Controlling the pitch angle is how we manipulate the Angle of Attack of the wing. Without a dynamic change to the angle of attack, the pilot will be unable to increase the lift of the parachute enough to change the direction of flight from its normal full flight glide to level flight. This maneuver is therefore essential for safe landings.

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Stall Practice

• Find the stall point using both the brakes and the rear risers
• Recovery with minimal altitude loss and loss of heading
• Controlled recovery must be demonstrated, using a slight reduction in theangle of attack, rather than an aggressive release, which can result in a

  collapse of the wing or line-twists.

• Any modern parachute design is capable of stalling and recovering safelywith proper technique.

  Why?

  The stall point represents the highest angle of attack that a particular wing can utilize prior to a loss of control. This discrete angle of attack, when approached slowly, also represents the slowest airspeed available to the pilot. When landing in no-wind conditions, it is necessary to diminish the airspeed as much as possible in order to achieve the lowest possible groundspeed for the touchdown. On smaller, high airspeed parachutes, this ability is essential.

Further, deep brake flight is often necessary for approaches into small landing areas. If the pilot is unfamiliar with the flight characteristics of the parachute in the high angle of attack mode, there is significant risk of a stall or spin at low altitude. By rehearsing slow flight and beyond to the full stall condition, the pilot becomes more comfortable with dynamics of the canopy in the steep descent flight mode. If the parachute stalls, quick recovery has become a learned instinct, increasing the chances of survival significantly.

Slow-Flight Practice

• Place the canopy in 90% brakes and hold for 60-90 seconds.
• Make controlled heading changes of 45-90 degrees.
• Notice the difference in responsiveness as compared to full flight turns.
• Notice that lifting a toggle on the outside of the turn reduces the risk ofstalling the wing on the inside of the turn.
• Notice the diminished roll axis stability in the deep brake mode, requiringsmooth control inputs and slow recovery of the roll angle.

  Why?

  Most pilots spend the majority of their canopy ride in full flight. This means that the feeling of the canopy in this mode is most comfortable to most people. It also means that flying in deep brakes places many out of their comfort zone. In other words, most people are somewhat uncomfortable just prior to putting their feet on the ground on every single jump.

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Anxiety in slow flight often causes pilots to hold their breath which diminishes their cognitive capacity due to oxygen deprivation. The impatience caused by the discomfort usually results in looking down and offsetting the steering toggles toward the end of the landing in order to get to the ground sooner. They simply want this part to be over.

In order to land with great consistency, we must become intimately aware of the flight performance of our parachutes in very deep brakes. The more time we spend in this flight mode, the more comfortable we will be.

Pitch Control with Bank Angle

• Begin a turn using a single steering toggle
• Apply the opposite toggle while still in the turn
• Experiment with soft versus sharp inputs to negate decent.
• Look at canopy to notice pitch changes with respect to the relative wind.
• Recover bank angle to zero As Gently As Possible, as roll axis stability inhigh angle of attack flight mode increases the likelihood of overcorrection in

  the recovery of the roll angle.

• Exercise should be practiced alone, as well as with a relative reference suchas another canopy, altitude reading or clouds.

  Why?

  Having the ability to control the pitch axis while in a bank is what gives the pilot the ability to control the decent rate while in a turn. The natural tendency is to lose altitude in a turn, but this is not necessarily the result of turning with bank angle. By increasing the angle of attack while in a bank, the pilot increases the amount of lift that the parachute is producing, and can alter the flight path to zero descent rate flight despite significant bank angle.

  The goal of this maneuver is to cultivate the ability to arrest the descent rate while in a turn, rather than relying on a reduction in the bank angle to negate descent. This technique can be utilized during low altitude emergency evasive action. It is inevitable that parachutists will encounter situations requiring a change of heading close to the ground. This method allows such actions without significant risk, given sufficient rehearsal.

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Dive Arrest: Toggle Turns

• Begin maneuver above 3000 feet AGL
• Place the canopy in a spiral dive using a single steering toggle.
• Arrest the dive as quickly as possible by sharply applying the opposite togglewhile maintaining toggle input on the inside of the turn.
• Roll out of the turn at a high angle of attack without oscillation orovercorrection.

Why?

While turning too close to the ground is the preliminary cause of injuries in parachuting, it is not specifically the bank angle that causes the accident; it is the Descent Rate. Although bank angle tends to be coupled with a loss of altitude, it is the low angle of attack that causes the descent. The descent rate of any turn can be eradicated through the application of collective brake pressure in a turn when sufficient airspeed is maintained throughout the maneuver.

Unfortunately, most canopy pilots assume that bank angle must be eliminated before arresting the dive. This leads many to waste valuable time and altitude in the process of leveling the roll axis of the system prior to the flare. In situations with very little altitude remaining, this may delay the collective brake application until it is too late. Further, the release of the single brake input allows the canopy to surge forward in the window, causing a decrease in the angle of attack.

By rehearsing a transition to zero decent while still in a bank, the pilot becomes accustomed to applying the toggle on the outside of the turn as a learned instinct, reducing the chances of a turn leading to serious injury. The process of “Carving” out of a turn, rather than allowing the canopy to follow a diving recovery is perhaps the most important skill available to the modern parachute pilot.

Turn Reversal

• “Pause and Reverse” (wait for line tension returns prior to reversing direction of flight)
• “Aggressive Reversal” (apply collective toggle input prior to reversing direction of flight)Why?

  It is often necessary to reverse the direction of a turn to avoid traffic. Without sufficient rehearsal, a pilot may inadvertently induce line-twists and lose control of the parachute. By practicing turn reversal, the pilot is able to change direction almost instantly, decreasing the risk of canopy collisions.

  Rear Riser Flight

  • Perform rear riser evasive turns immediately after opening with the brakes stowed.
  • Perform rear riser turns with the brakes released.
  • Perform rear riser flares and stalls.
  • Apply collective rear riser input to flatten glide without a significant loss ofairspeed.

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• The benefits of such exercises are significantly enhanced by having a relative reference such as clouds or another parachute flying in no contact formation.

Why?

In the event of traffic after opening, there is little time to alter the canopy’s heading, and the process of releasing the brakes requires time. Having the ability to safely maneuver the parachute with the brakes stowed is essential to safe parachuting. Experimenting with the performance tendencies of each parachute brings to light individual issues relating to over-steer and allows the pilot to take precise evasive action.

Performing rear riser turns with the brakes released prepares the parachute pilot to properly deal with a broken steering line. Further, by rehearsing rear riser flares, the pilot will be better equipped to handle such situations. Attempting to land a parachute using the rear risers with no prior high altitude rehearsal is unadvisable and may lead to injury.

Lastly, application of collective rear riser input allow the pilot to increase the True Glide of the canopy, reducing the risk of off-field landings, as well as altering the flight path to improve accuracy.

Front Riser Input

• Perform straight front riser dives.
• Perform single front riser turns.
• Perform offset double-front riser turns.Special Considerations:

  Front riser input should be applied with the toggles in the hands. Given this, this maneuver requires forethought and planning on exactly how to hold and release the risers without risk of inadvertently dropping a toggle. The risk of dropping a toggle near the ground can be significantly reduced by inserting all four ringers into the toggles and tightly grasping the toggle with the pinkie and ring finger at all times. This allows freedom of the index and middle finger for insertion into the front riser dive loops.

  Front riser pressure increases as a function of airspeed. Therefore, attempting front riser application in full flight or faster is extremely difficult or impossible. In order to reduce front riser resistance, application and subsequent release of 1⁄4 brakes is usually sufficient to diminish the resistance to within workable limits.

  Why?

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Reduction of the angle of attack is necessary for many flight maneuvers including: upwind penetration (improving relative glide ratio), canopy relative flying, accuracy, as well as high performance approaches.

Dive Arrest: Front Riser Dive

• Place the canopy in a dive using the front risers.
• Rehearse dropping the front risers and quickly stabbing the brakes.
• Rehearse both straight front riser dive recovery as well as turning dives.Why?

  What keeps pilots alive is the judgment and skills necessary to save them when they dive too close to the ground. If a pilot rehearses the solutions to the dangers, the likelihood of a dive resulting in serious injury is dramatically reduced.

  Dropping the front risers allows the pilot to keep their hands down, ready to stab the brakes aggressively to arrest a dive. A short, sharp, “nudge” on the brakes is usually all that is necessary to place the jumper back under the wing, and to the higher angle of attack that saves their life.

  Harness Turns

• Harness turns with the brakes stowed
• Harness turns in full flight
• Harness turn follow-through after other inputs
• Harness turns to adjust the flight path on final approachTurning on the harness is accomplished by leaning to one side or the other, and lifting the leg on the outside of the turn. The capacity for the harness to load the canopy on one side is limited by chest strap tightness as well as canopy design and wingloading. Utilizing asymmetric harness input in order to effect a turn is only effective on parachutes of sufficient wingloading and elliptical taper.

  Harness input can be used to initiate a turn as well as enhance or extend the heading change of another type of input such as toggle, rear riser or front riser.

  Why?

  Immediately after opening, the harness can be utilized to steer away from traffic or toward the landing area prior to unstowing the toggles. Although the turn is not as fast about the yaw axis as a toggle or rear riser input, the immediate access of this kind of turn makes it a useful technique.

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Another use of the harness turn is for heading changes in turbulent conditions. While all other methods of turning distort the airfoil and alter the pitch axis of the wing (which effects many variables such as airspeed and decent rate), the harness turn is neutral in this regard. This makes the harness turn the safest method in turbulence, reducing the chances of an abrupt decrease in the angle of attack resulting in a loss of control and or collapse.

Harness turns can also be used to enhance or extend the effects of other turning methods. While front riser turns may become difficult as airspeed increases, the heading change may be continued with the harness even after the pilot is forced to let off of the front riser input.

On final approach, adjustments to the heading should not affect the glide angle. Unlike toggle inputs, harness turns will not result in pitch and roll axis oscillations. Therefore harness maneuvering can be a superior control input to other options.

Precision Landing Pattern

• Enter the pattern with sufficient altitude for the decent rate and glide ratio of the specific canopy.
• Fly a semi-linear Downwind, Base and Final Approach with minimal adjustments so as to coordinate with other traffic in the pattern.
• Demonstrate the ability to appropriately adapt the approach pattern to reflect the specific needs of the opening point or other issues that may affect the safety of the flight.
• Demonstrate sufficient Situational Awareness while in the pattern, not only of location and altitude, but of traffic as well.

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Approach technique will vary depending of type of parachute, the pilot’s experience level, as well as situational variables. While flying the pattern in full flight may be appropriate for some pilots under certain conditions, others may find more success by flying a braked approach during the Downwind and Base leg of the pattern.

Deep brake approaches can deprive the system of the airspeed necessary for a safe landing, especially on heavily loaded canopies. Final approach, then, should be primarily flown in full glide with only subtle corrections.

*The smaller the canopy, the more altitude is necessary for a safe landing pattern. This is due to the higher descent rate, and increasing the pattern entry altitude allows for a similar amount of time in the pattern for all canopies regardless of size.

Why?

Consistency in the landing process allows a pilot to notice differences and make necessary changes to the flight path early enough to ensure safe landings. Further, by flying a predictable pattern into landing, other traffic will better be able to expect the next change to the flight path, thereby reducing the chance of collisions.

The accuracy method referred to as “S” turns are useful for approach adjustments in the absence of traffic, but create a dangerous situation when multiple parachutes are landing at the same time. Therefore a standard “Box Pattern” creates a safer situation in the landing area, and is an important skill prior to downsizing or changing planform.

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Accuracy Landings

• 30 Stand-Up Landings within 10 meters of the target center, consisting of:
• (10) No wind/light wind accuracy
• (10) 5-10 mph
• (10) 10-18 mph
• Full Flight Approach
• Braked Approach (5-10 mph wind, no turbulence)The ability to land precisely in a planned location is essential for safe parachuting.

This allows the pilot to negotiate constrained landing areas in the event of an off- field landing, eliminating the need for last minute corrections due to a faulty approach. Such missed approaches in tight landing areas often result in accidents.

Replication of the approach in varied conditions is also an important part of the demonstration of this skill, and is required for the fulfillment of this skill category.

Landing hard on target is not the goal of this exercise. Therefore it is also part of the requirement to land softly without the need for a PLF. This requires a more advanced understanding of the parachute so that the descent rate can be negated prior to landing. A “Flared Landing” requires accommodation of the horizontal “float”, so the target of the approach must be downwind of the actual landing point.

Depending on the size of the landing area, a full speed approach may or may not be appropriate. Therefore it is necessary to demonstrate the ability to make steeper brakes approaches as well. Such a method becomes crucial for small landing areas.

Heading Changes in the Landing Surf

• Set up a final approach approximately 45 degrees off the windline
• Achieve zero descent rate within 5 feet of the ground
• Roll and Yaw the canopy into the wind
• Recover the bank angle to zero without overcorrection about the roll axis
• Complete the flare for a soft, stand-up landingSpecial Considerations:

  Airspeed is necessary for the performance of a level flight turn. It is not necessary, however, to accelerate the parachute beyond full flight glide in order to perform the maneuver.

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It is essential that this maneuver be rehearsed numerous times at altitude prior to attempting it close to the ground. Roll axis wobble due to overcorrection can result in hard landings, and practice is the only way to become comfortable with the roll axis instability experienced at a high angle of attack.

Why?

Controlling the heading throughout the landing process is essential for safe canopy flight. The increased airspeed and groundspeed exhibited by smaller parachutes causes longer landing surfs as well as a longer period of time in this phase of the landing. This increases the risks of colliding with obstructions on the ground as well as other canopy traffic. The skill of controlling the parachute’s heading while maintaining level flight is therefore even more important on parachutes with higher wing loading, and for pilots working on advanced approach techniques.

In the event that the landing area is narrow and off the wind line, the ability to make a crosswind approach allows the pilot to reduce the risk of hitting an obstacle on the ground by overshooting the landing site. Making a heading change back into the wind during the landing flare reduces groundspeed substantially, as well as the distance covered across the ground.

Crosswind Landings

• Set pattern and final approach 45 to 90 degrees off the windline
• Complete Level-Off within touching distance from the ground
• Complete the landing flare for minimum groundspeed landing

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• Slide or PLF landing should be performed, rather than attempting to run.

Special Considerations

Attempting to run out a crosswind landing significantly increases the risk of injury. The jumper must place the heels on the ground first facing the direction of motion, and then gradually ease back onto the butt toward the completion of the landing. It is also important to continue the flare while sliding for the lowest possible groundspeed.

Do not attempt the crosswind landing exercise above 10 miles per hour ground wind velocity. In the event that the jumper is forced to perform a crosswind landing in high winds, it is advisable to carve the canopy into the wind during the landing flare as much as possible, without touching down with significant bank angle.

Crosswind landings must always be performed away from the normal landing area so as to avoid creating a traffic hazard. Further, the site chosen for this maneuver should be clear of rocks or other obstacles, and should be level terrain.

Heading changes may be necessary on any landing, and looking forward toward the direction of flight is crucial.

*Do not attempt to land more than 90 degree off the windline while practicing this exercise.

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Why?

If a pilot is not accustomed to landing with high groundspeed, they will be more likely to attempt to make a dangerous low turn to face into the wind. If, however, they have practiced landing crosswind, they will be prepared for the additional challenges with this type of approach.

No Contact Formation Flight

Flying relative to another canopy at altitude presents an unparalleled learning opportunity. While exploration of a parachute’s flight modes is essential training, in order to truly understand the results of the control inputs, a pilot needs a relative reference. Although such drills are very important in the cultivation of canopy flying skills, there are a number of safety concerns that must be addressed prior to the jump.

1. 1)  Only fly with one other canopy at a time. Losing sight of another parachute presents the greatest risk in formation flight. Do whatever is necessary to remain in visual contact with your wingman. If you lose visual, maintain your flight path until you re-acquire the other canopy.
2. 2)  Never approach another canopy head on. The closing speeds of two parachutes flying toward each other can be staggering, leaving little time for evasive action.
3. 3)  When flying within 200 feet of another canopy, match heading and descent rate prior to moving closer. This reduces the risks that both pilots will attempt to manoeuvre closer at the same time.
4. 4)  Establish a Base. When flying in close proximity, it is important to have one canopy remain still in order to create the best possible learning environment. The whole point of the exercise is to establish a relative reference, and a base that is moving around will make things much more difficult, and quite possibly more dangerous.

5. 5)  Know where you are. It is easy to lose track of your location when engrossed in relative flying. Therefore it is essential to take periodic glances at the ground to determine if a course correction is in order. Landing off DZ in formation is not the goal.
6. 6)  Know how high you are, and have an obvious break-off signal above minimum cutaway altitude. An audible altimeter is a very useful asset for this, but ultimately it is our eyes that tell us how high we are.
7. 7)  Never look away from your wingman for more than 1 second when in close proximity. In the time that it takes to check an altimeter or ground reference, the distance between the parachutes can disappear. Maintain your global awareness of the situation as a sidebar to your relative flight. Landing off the DZ is less dangerous than a wrap.
8. 8)  Have a plan in the event of a canopy wrap. Although no-contact flight almost never results in a collision, the possibility remains. Think your procedures through carefully.

Helpful Hints:

1. 1)  In the event of mismatched airspeed and descent rate due to disparate wingloading, have the slower canopy open 300-500 feet lower.
2. 2)  When the other canopy is stuck behind you, turn your parachute 90 degrees to reduce the closing distance.
3. 3)  When in close proximity, make all your course corrections slowly and predictably.
4. 4)  Communicate clearly and concisely. Have hand signals or air-to-air communications. The ability to talk increases the value of the exercise immeasurably.

No-Contact Drills

1. 1)  Matching Flight Path (Slow, Medium and Full Glide modes)• It is crucial that a stable no-contact formation be established before moving on to more dynamic drills.

   • Becoming accustomed to being in close proximity to another canopy is useful in preventing undue stress on the pilot on final approach in the event of traffic.

   • Do as little as possible to maintain relative proximity.

2. 2)  Synchronized turns of 45 degrees or less.• Maintain proximity
   • Maintain relative altitude
   • Use any and all control inputs to maintain proximity.
3. 3)  Synchronized turns of more than 45 degrees

• Switch to other side of formation to cut down closing distance

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• Maintain levels
• Do not look away during the turn4) Dive, Pause, Rebuild.
  • When one canopy dives down and then resumes full glide, they provide a base that the chasing canopy can target.
  • This drill allows the chase-pilot to practice “Dive Arrest” in the event that they are going low.
  • This is the same skill necessary for preventing low turn injuries. Complex Approaches on Small CanopiesWhen learning to fly any parachute, all kinds of approaches must be rehearsed. This includes increased airspeed approaches. If a pilot is only comfortable with full flight airspeed, they are likely to panic and make mistakes in the event that they are forced to increase the airspeed as a result of an unexpected evasive maneuver. It is therefore a part of the learning process to cultivate the skill of steep, high speed approaches.

When Should You Upsize Your Canopy

At the end of the day, skydiving is a dangerous sport. I’ve lost many friends and even family members– under properly functioning parachutes. We can’t regulate stupid behavior, but we can at least spread good information so more people can make wise decision.

So why would someone consider upsizing?

10. Cannot land consistently standing up. If you’re having troubles standing up consistently or even in the same area in all weather conditions, then you need to upsize and take a canopy course to understand the concepts basic flight characteristics.

9. Not current. You can be uncurrent after a winter vacation without skydiving, coming off an injury or just life getting in the way. According to USPA, you are uncurrent if:

• A-license holders who have not jumped within 60 days
• B-license holders who have not made a freefall skydive within the preceding 90 days C- and D-license holders who have not made a freefall skydive within the preceding six months
• DZ policy: Every DZ has their own policy for uncurrent skydivers. Be sure to check in with them before coming out to the DZ to see what you may have to do. Also check the USPA Skydiver’s Information Manual for more info.

8. Jumping at a Higher Elevation. At higher elevations the canopy is going to perform faster and act more responsive because of the air being less dense. So landings will feel faster and turns will feel more aggressive. If you’re traveling to places like Colorado or Utah, you may want to pack a larger canopy.

7. Gained Weight/Wearing Weight. Well, what can I say? Sometimes during the winter, it’s easy to pack on some pounds and that invariably negotiates your wingloading. Also, if you haven’t jumped all winter and you’ve accumulated a new wingloading, you may want to consider getting current on a bigger canopy.

Next, if you’re a small girl, or decide to get on a 4-way team, you may be wearing weights. This added weight will definitely make your canopy fly differently than expected. So before making a decision on what canopy to buy or whether or not to downsize, consider the use of weights to make the best wingloading decision for your experience.

6. Reserve Size. Generally, your main and reserve should be about the same size. If you were quick to downsize or couldn’t find the right sized container, but have a larger reserve, with little experience under a bigger canopy, may be a good reason to upsize your main. (Having the same sized canopies also reduces other problems should 2 canopies out occur.)

5. Types of Jumps. Doing big ways? Wingsuiting? Demos? Some jumps may warrant a bigger parachute. When I do world record jumps, I usually opt for my bigger canopy so I’m not fighting my way through traffic and have a larger range of floating. Wingsuiting can cause line twists or other malfunctions and jumping a more docile canopy can help you negotiate them better. On demos, having a lower wingloading will give you more range to negotiate smaller landing areas or areas surrounded by obstacles – as long as you understand the flight dyamics of your wing.

4. Age/Health/Agility. Take an inventory of your overall health. How are your knees? Wrists? Ankles? Eyesight? Depth perception? Reaction Time? These may be considerations to upsize.

3. Attitude/Experience. Someone’s overall experience and attitude about the safety of themselves and others is a vital component in skydiving safety. Disregard for your own experience and/or safety is an obvious sign to upsize.

2. Because You Downsized and You Shouldn’t Have. Having inconsistent landings? Not standing up your landings? Stabbing out your flare? Landing by touching down on your knees first then popping up to your feet thinking it was an awesome swoop? Spiraling in traffic cause it’s freakin’ fun on a small canopy when not necessary? Scared of line twists? Having a hard time kicking out of line twists? Not paying attention to others in the sky? Land downwind for fun? Don’t follow a landing pattern? What the hell is a landing pattern? Don’t understand the flight characteristics of your wing? Pretty much don’t follow the rules?

1. Finally, if you cannot answer yes to all of these questions, you need to upsize:

• Can you land your main crosswind?
• Are you comfortable landing crosswind?
• Can you land your main downwind?
• Are you comfortable landing downwind?
• If you had to land out and the only option was a tight area surrounded by obstacles, do you know you could land your canopy accurately?
• Do you feel that you completely understand the flight characteristics of your wing?
• Do you understand what happens to the flare, landing pattern, stall characteristics and overall flight characteristics when you downsize?
• Have you used your rear risers & do you know why and when you’d need to use them?
• Have you used your front risers & do you know why and when you’d need to use them?
• Have you performed braked turns? Braked turns for landing?
• Can you land within 10 meters of a target center at least 5 times in a row?
• Did you take a canopy course beyond the B-license requirements?

When I first started skydiving, I was young and pretty much invincible. I was on the fast track to get on a small canopy and go fast! And it’s all fun, until you get hurt or you watch someone die. I’d seen a lot of crazy things (especially people “getting away” with bad decisions) in my 20-year career, but in 2003, I witnessed my father’s fatal canopy collision. Then without your permission, things change.

It’s amazing how death will completely transform your perspective on safety, especially when the sport is your livelihood.

We spend more time under canopy than we do in freefall, so this is a moment to check in and evaluate how much canopy education have you gotten? My dad used to tell me, “take stock into your destiny.” So, take that Flight 1 course you’ve always wanted to, finish your B-license canopy training, ask questions, and just know, there ain’t no shame to upsize that thang!

How at risk are you?

Below is a canopy risk calculator that was created by the USPA, which can give you an idea of just how big of a safety risk you’re at with your current canopy and experience level

Calculate My Canopy Risk

Choosing the right CANOPY

Reinier Bos

 15 Aug 2013

 21226

by Andy Wright

Individually, skydivers will choose different types of parachutes for various purposes. Make sure you master the canopy you’re flying at the moment, before changing to a smaller or faster type.

Experience and Currency

Generally a higher jump number will lead to more experience in flying and landing parachutes, but this does not necessarily mean that the amount of total jumps has an influence on better canopy control. By taking longer breaks from jumping, we lose some feeling for the canopy and for the judgment of ground references. It takes some jumps again, to feel and fly the same as before. Jumping regularly or training in blocks, will give you a great learning experience in shorter time. Judge your own experience objectively and ask experienced skydivers or instructors for their opinion.

  Further downsizing will get you into an area where even little mistakes can have painful results 

Exit Weight

The suspended weight is the factor that influences the wing loading, it has an obvious importance on the choice of canopy size. It’s a mistake to link the total jump number with the wing loading. Obviously less experienced skydivers should use a less loaded canopy compared to higher experienced jumpers. The right choice depends on the individual pilot’s ability to understand the canopy, to handle it safely and to react correctly in cases of emergency situations or difficult landings.

Generally, the wing loading for first time students shouldn’t exceed approximately 0.8 lbs/ft. Beginners should gradually and progressively downsize to max 1.05 lbs/ft and stay with that canopy until demonstrating the skills to safely land the canopy in all situations. Further downsizing will get you into an area where even little mistakes can have painful results. Make sure that you have successfully managed your canopy in difficult landing situations before going smaller.

  if you’re flying at a new DZ, at 1,200 ft elevation, 30°C temperature and you’re not current, be aware of your limitations! 

Age and Physical Fitness

Different types of parachutes show a different behaviour on opening. Some designs open slowly, others open faster. The faster the opening and the less progressive, the more physical stress on the jumper’s body. Older bodies tend to heal more slowly! Landing smaller parachutes in no wind conditions often ends up running or sliding off the speed. Not being able to run off the speed can result in a crash landing (we must also take the landing surface into account). Big and high cambered canopies fly less horizontally with more vertical speed on touchdown, which can result in a hard landing.

See Considered Upsizing by Dan BC

Skydive Arizona is 1,500 feet & usually hot; this affects landings — by Norman Kent

Elevation

Air pressure at sea level is higher than at altitude. The higher the elevation, the less performance your canopy will have on landing. For every 1,000 ft of elevation, we lose about 4% of performance. If you are jumping at a drop zone with 3,000 ft ground elevation instead of at sea level, the canopy loses about 12% of its performance. This is about one canopy size difference!

Landing Area and Location

Faster landings with higher loaded canopies need more landing space. Accurate landings are generally easier with a classical design 7-cell, compared to a small 9-cell (or high performing) canopy that flies a long way across the ground.

  Make sure that you have successfully managed your canopy in difficult landing situations before going smaller 

Normal landing areas on airfields offer a lot of space to land parachutes safely. Looking at an aerial picture and studying the surroundings of the DZ will help you to find alternative landing areas in case of an emergency or off landing. The aerial picture of the landing area can also show us expected areas of turbulence, in different wind directions. Plan every landing respective to turbulent areas.

Air Temperature

Cold air has a denser air pressure than warm air. In cold climates, canopies perform better than in warm weather.

by Olga Mi

  Don’t think of a Plan B in the last moment; think about it high up, or better still, on the ground before you jump 

Traffic

Busier drop zones use bigger aircraft. This normally means more traffic over the landing area. First make sure that you’re clear of traffic then fly your planned approach. In case your Plan A approach is not possible, remember your landing priorities and have a Plan B. Don’t think of a Plan B in the last moment; think about it high up, or better still, on the ground before you jump. Stay attentive during your complete flight and landing.

Winds

Every location has its typical winds in strength and direction. Knowing about typical winds and possible changes in wind direction at the certain landing spot will help you to work out a Plan B for every landing approach and avoid last second decisions. The more difficult the wind conditions in the landing area, the more careful your approach should be.

by Willy Boeykens

Purpose

As there are different motivations for jumping and flying parachutes, there are different types of parachutes on the market. Most parachutes apart from student, CRW and accuracy parachutes are elliptical or semi elliptical. In most cases parachutes with a higher aspect ratio will have a more elliptical shape and will be more responsive to pilot inputs. The smaller and more elliptical a canopy’s shape is, the better piloting skills are required to safely land it. Some open slower, fly faster or produce more lift. Think about your own motivation for flying parachutes and find the parachute that meets most of your requirements.

  Make sure you master the canopy you’re flying at the moment, before changing to a smaller or faster type 

Factor it in

Just as the factors here affect your choice of canopy, they also affect the performance of the canopy you choose. For example, if you’re flying at a new DZ, at 1,200 ft elevation, 30°C temperature and you’re not current, be aware of your limitations!

Recommended Wing Loading

Your classification as a canopy pilot in three steps:

1. Use the purple, pale blue and red scales and determine the highest result.
2. At the height of the highest result, draw a horizontal line to the right. Where this line crosses the black diagonal bar, read off your classification.
3. Next draw a vertical line downwards. Where you meet the X axis, read off the next number to the right. This shows your maximum wing loading.

Wing loading tables

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Note: This is just a guide and should be taken in conjunction with reading the limitations and variables above. Tables for 9-cell, ZeroP canopies at sea level. For 7-cell canopies, downsizing one size is acceptable. At elevated DZs, add 4% to the canopy size per 1,000 feet elevation

Text and diagram created originally by Reiner Bos for the Safe Flight School canopy course manual

Wing Loading Calculator

To work out your current wing loading there is an easy calculator here. This will allow you to quickly work out new values for if you’re wearing weight or you’re considering an upsize or a downsize. Caution – as with the above graph the classifications (intermediate, advanced, etc) include being current.