Using Brakes for different type approaches

[cbain 0]

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In reference to flatten glide with brakes,


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In Reply To
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All of the above info is of course not common sense, nor is it taught in a standard student progression.

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Actually, this is not true. If you are using the USPA recommended ISP, reduced decent rate using brakes and braked landing IS covered in Category F, section B, parts 2-6 (canopy portion of jump):

2. Using brakes to attain the maximum glide and minimum descent:

a. On lower-glide designs, the minimum descent may begin nearer the half-braked position.

b. On higher-glide designs, the minimum descent may be nearer the three-quarter braked position or just prior to a full stall (reverse flight).

c. Some canopies achieve minimum descent using the back risers instead of the toggles.

d. Minimum sustainable descent (float):

(1) allows the jumper to remain above other jumpers on descent

(2) allows the canopy to cover a greater distance

3. Recognizing and adjusting for minimum descent and maximum glide ("accuracy trick"):

a. Look ahead to the point on the ground that appears not to rise or sink in your field of vision.

(1) Everything before that point appears to fall.

(2) Everything beyond it appears to rise.

(3) That point is the projected landing point on the canopy's current glide slope.

b. Pull the toggles down slightly to see if the stationary point moves farther away.

(1) If so, the glide slope has flattened.

(2) The canopy will cover more distance.

c. Repeat until the point begins to move closer, then return to the maximum glide position that you have just determined.

4. When flying downwind in maximum glide:

a. As the winds decrease at lower altitudes, your glide slope will degrade.

b. The actual landing area will be closer than you initially anticipated.

5. Increasing the glide when flying against the wind:

a. in lighter winds, may improve distance

b. in stronger winds, may slow the canopy too much and reduce its upwind range

6. Braked pattern and landing approach

a. Fly one entire landing pattern in at least half brakes, to determine the effect on glide path.

b. Plan for a change in glide slope.

(1) A lower-glide design may require a smaller pattern when flown in brakes.

(2) A higher-glide design may require a bigger pattern when flown in brakes; extend the final approach to avoid overshooting the target.

c. Fly final approach in quarter to half brakes.

d. Flare carefully from the braked position:

(1) Practice high to avoid a stall.

(2) To get the best flare may require a shorter, quicker stroke initiated lower to the ground.

(3) The stall may occur more abruptly.

(4) Plan for a PLF.

e. A smaller canopy may descend too quickly in deep brakes for a safe braked landing.


Just one of the reasons why I think every dropzone should use ISP.

I took this from a thread in the incidents forum that has been discussing the differences of using brakes for extending glide versus using brakes for "sinking" accuracy type landings.

I took Scott Miller's Essential skills class last August and one of the things he stresses is learning how your canopy flies in various brake levels and using that to your advantage.

Since then I've been learning a lot about my canopy by practicing using brakes. I've found on my canopy that I get the best glide at about 3/4 brakes in most wind conditions <~15. In order to "sink" my canopy it has to be on the verge of stalling and I've found very difficult to do.

Before taking the canopy control course I had always beens told "Use rear risers to extend glide and 3/4 brakes to sink." Having taken the course and experimented on my canopy I now know better and that every canopy/WL combination can behave differently. I've found this part of understanding my canopy to be very confusing as a newer jumper.

So I was just wanting to start a discussion about what you've been told versus your actual experience when it comes to flying your canopy in brakes.

Christina

[feuergnom 29]

hmmm - while being a student i wasn't taught anything specific about flying my canopy

then - as i was trying out different canopies - i was learning by playing around. still no input by fellow jumpers or teachers *shrug*

so i guess i invented the wheel once again, till i found some mentors & friends that were willing to share their experience in flying canopies

guess a lot of jumpers could tell the same story


as of things told vs my own experience:

most of the info provided is either general or told by people who have no in depth-knowledge of what they are talking about (except for canopy-coaches) - so even if you get good info on one specific canopy you still have to try and see how it works for yours

The universal aptitude for ineptitude makes any human accomplishment an incredible miracle

dudeist skydiver # 666

[GTAVercetti 0]

I wrote this reply. In my experience in my student progression, my instructors took alot of time to explain how using rear risers differed from using brakes and also how different amounts of brakes affected glide.

So I knew right off of student status to test my canopy up high to see the different glide and sink points.

Why yes, my license number is a palindrome. Thank you for noticing.

[BIGUN 1,488]

Scott has taught and written that each canopy has different characteristics. Some will extand the glide ratio better using brakes, while others will extend the G/R better using rear risers.

With that as a foundation, the performance objectives of the "A" license and BillVon's downsizing checklist, I encourage students to make several 10,000' hop-n-pops and learn how to do all the things on BV's list.

Nobody has time to listen; because they're desperately chasing the need of being heard.