Turbulance

[SixtySecRush 0]

Last summer i remember that while setting up in the landing pattern that i go from a smoot ride to a very bumpy ride that scares the living shit out of me. The thought of my main collapsing and not recovering makes me nervous. Its usually right around 700-1000 feet up and being that low there is not much if any time for reserve activation. I steer away from things that can cause the turbulance but sometimes still get it. I always hear go to half breaks but i wanted to check on any other information there may be to deal with the turbulance.

[tdog 0]

I am not a canopy expert by any means.... But I will say I was part of a lively discussion about what to do in turbulence as part of a canopy class. Here is what the instructor taught.

Option A. Half brakes. May momentarily fill the canopy up with air as you pump it, but this is not a continuous effect. Brings canopy closer to stall point. Brings less forward speed, thus, less pressurization of the “ram air” cells. Causes you to stay in rough air longer as you are going slower.

Option B. Full Flight. Farthest from stall. Travel quickest thru turbulent spot. Has most amount of wind pushing into the cells, thus the highest pressurization, thus the strongest wing.

Hence - Option B is what we were taught to do. In reading Parachute and it’s Pilot by Brian Germain, it seems Brian also prefers full flight to pressurize the canopy, and he even discusses using coordinated turns to increase airspeed beyond full flight (Page 46)

But I am no instructor, so let the debate begin. This is just what I have been told…

[Hooknswoop 19]

Quote

I always hear go to half breaks but i wanted to check on any other information there may be to deal with the turbulance.

A search will bring up a lot of info. Full flight in turbulence is your best shot for keeping the canopy inflated. If it does collapse, half brakes +/- will get it to re-inflate faster.

Derek

[jman 0]

Pick up Brian Germain's "The Parachute and it's Pilot". It will not only tell you what to do in certain conditions like turbulence, but it will also tell you why.

[darrenspooner 0]

I don't know shit, so check elsewhere, but higher wing loading should make you more stable in turbulence. I had a canopy fold under 3 end cells at 200 feet in choppy winders. I binned it, and now make a very safe decision as to whether I should jump on those days. This Saturday just gone, I did one and went home.

[mdrejhon 8]

I had my first turbulence experience at 250 feet last weekend. No mals but I really felt it in the risers and toggles a bit. One each of end cells wavered, so I responded by pumping toggles by a few inches just in case. (I hope it was the right action, I forgot to ask someone at the DZ before I left.) Turbulence abated at about 150 feet for a smooth soft landing. But it scared me for a bit.

Now I know what you are all talking about! Hate to experience the turbulence near flare time.

I was flying upwind over a taxiway at the time towards the landing area (which is right beside the taxiway), so it was probably the updrafts over warmed-up taxiway surface contrasting against downdrafts over slightly damp grass, as I approached the landing area. Was well away from the hanger. Talked to a couple of people at the dropzone, and this was probably the likely explanation, but that turbulence can still occur at unpredictable times away from buildings.

[Ooops. Did I say the word "first"? Oh no. More beer!]