BrianSGermain

Brian is a great swooper, but he isn't any older than me. I know there are plenty of folks who were doing this stuff way before us. + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I think the first of us were doing front riser carving approaches by about 1987. Is there anyone out there that was doing it before that? Man, this thread is making me feel old... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Give us a date!! I think you are talking about Dale Stewart... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I am no Godfather, that's for sure. The guy that taught me to use front riser carves for landing was Willie Botcher at the Ranch in 1988. Willie was the first person I ever saw do it right. Everyone else was toggle-hooking. Even Piras. Anyone know what happened to Willie? Probably off somewhere breeding... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I'm confused. I had always figured that after a speed induction manuever, we generally didn't enter the 'flare' portion until the artificially induced speed had already bled off. Alternately, by the time we're flaring after our speed induction manuever, the canopy is in the same place as it would be had we skipped that manuever. This would mean that building speed for landing can be a hell of a lot of fun, but it doesn't result in a better flare. _Am Actually, speed does help with the flare. Airspeed is the energy that allows a wing to achieve ample lift to counter the weight. Take a look at swoopers. By gaining speed, we are able to achieve level flight with minimal tail input, or none at all if the relief of the front riser input is timed correctly on a canopy with a strong neutral recovery arc. For many years, skydivers "hook turned" just to get their canopies to plane out at all. With mere full flight speed, they would not achieve level flight regardless of the flaring technique. Today's parachutes are more than capable of getting to level flight with full flight speed, but will only maintain this flight path for a short peroid of time. The duration of the level flight phase is something that is not ephasised enough with regards to safety. In a prolongued swoop, be it tandem or sport jumper, the pilot has the opportunity to maneuver the parachute in the final seconds of the landing. Further, by spending more time in close proximity to the ground, jumpers tend to relax and more carefully choose their foot placement. When the level flight phase is only one second long, there is not time to calm down and make choices. It is over as quickly as it began, and the risk for injury increases. Airspeed is your friend. It affords us the opportunity to slow time down during the landing, and consciously experience the process. If handled skillfully, higher speed approaches can actually reduce the risks of injury. Ironic. + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Avoiding analogies is like showering with a raincoat on. That's really funny. Thanks for the smile... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Question: "I've been really watching the tandem skydives. I notice that they come in high over the landing area, go to almost full brakes to drop without much forward speed. As they approach the ground, they slowly raise the toggles again, pick up some forward speed and flare normally. Is this a technique that I can apply to my landings if it appears that I am going to overshoot a target when I turn onto final?" Brian's Answer: What you are referring to is called the "Sink, Surge, Flare" technique. It is mainly used to gather speed for the flare by tilting the pitch to a lower angle of attack by surging the canopy at about 100 feet. The problem is, if you are too low, the flare will not work at all. If you are acutely aware of your altitude, can be a viable means by which to get a better flare. Another advatage of this type of approach is that you can take a steep glidepath to the target, sinking in on it from above. This increases your chances of hitting your mark. It can be very useful if you are forced to land in a backyard or other small landing area. There are disadvantages. On the whole, flying a standard pattern with full airspeed is a safer way to get to the ground. Flying slow through turbulence increases the chances of losing control of the canopy. Your internal pressurization is created by your flight through the air, and your stability is based partly on that. The other factor contributing to stability is line tension. Surging the canopy close to the ground reduces the apparent weight, and brings you closer to a collapse. + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Good analogy. And an uncoordinated turn would be like skidding through a turn on a snowboard. Actually, it is more than just an analogy, it is an example of the same principle. Analogies get sticky; I try to avoid them... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

You've Got It!!! + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

You should have read the book... ;) Yaw is the axis of rotation that passes vertically through the head and out the feet. A change in attitude on the yaw axis might be described as a flat turn. If you altered your yaw, your compass heading would change. Roll is the axis of rotation that passes horizontally through the belly from front to back. The balancing of these two changes creates a perfect turn, also known as a "coordinated turn". When both changes happen together and in balance with each other, the relative wind flows from front to back across your airfoil. An uncoordinated turn forces the air to folow a diagonal path accross the bumps on your topskin. This is aerodynamically messy, and should be avoided when flying at high speed so as to promote control and efficiency. How's that? + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Hmmm. And here I thought that a coordinated turn was one that involved no slipping (achieved in an airplane by proper use of the rudder). Precisely. Balance is the center-point between extremes. Coordination of turn is a balance of aircraft and relative wind. When the wind runs straight from front to back accross the airfoil, the wing is performing at peak efficiency. The balance created by this kind of "pure" flying affords the pilot complete control over the flight path. It's like carving a turn with your snowboard. The path is clean and flows perfectly with the relative world. In snowboarding the "relative world" is the snow passing the board. In flight, it is the relative wind. Same thing... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Nope. A wing-over involves extreme attitudes, and has no real function other than having fun. What I am describing is in fact a perfectly mundane maneuver; something that must be in everyone's arsenal of skills. Flying level with the ground while turning is essential for survival in this sport. A coordinated turn can lose altitude, maintain altitude, or gain altitude. Flying in "coordination" with the relative wind is to be in balance. If you are flying in balance, you are ready for anything... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Most importantly, did anyone get hurt? + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I would be happy to come to South Africa! Just let me know when, where and how many! PM me and we will make it happen! + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Each participant gets a copy of the book, but I will bring some extras as well. + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

What was the longest disance? + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I have been steeped in the old-timey idea that we shouldn't teach the students too much because they might get overloaded with information. I no longer subscribe to this philosophy, and belive that when I did things this way I was coping out of my responsibility to teach them everything they need. Everyone that flies a ram-air canopy needs to be able to perform both low-speed and high speed flat turns. Although we hope they will not need either for a long time, education is how we fortify our students against gravity. Although this kind of stuff does increase the length of the first solo course (post tandem) it is our responsibility to do everything we can to keep them safe. I would not personally allow my little brother to jump without teaching him how his canopy works in all flight modes. The students are our little brothers and sisters. They are relying on us for the information, and we cannot anything to get in the way of teaching all the essentials. The future of the sport is counting on us... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Bummer, I didn't know that. I am sure I will be back Down Under again soon. Two trips in three months, it won't be long... Can't we just get a bigger room? There plenty of Bri to go around

The following was a response to the following question: "Is it possible to truly yaw a canopy? and if so, how?" Yes, it is possible to exhibit Yaw energy under canopy. It is done with the toggles. When we apply sharp toggle input, we are increasing the drag on that side of the parachute. For a moment, all the energy is Yaw. Once the turn ensues, the outboard wingtip is almost immediately flying faster than the inboard. This causes a skew in the span-wise distribution of lift toward the outboard wingtip. As a result, the canopy exhibits roll. Depending on the aggressiveness of the toggle input, the canopy will perform anything from a very uncoordinated turn (hard toggle), or a perfectly coordinated turn, when applied in conjunction with harness input. This way the roll occurs in cooperation with the yaw, and balances the turn. The real question is: "Why would you want to only yaw the canopy?" When we are carrying airspeed, there is no good reason to fly in an uncoordinated manner. It is inefficient, and reduces our control over the situation. If, however, we have reduced our airspeed to slow flight, true "flat turns" may be useful for minimizing altitude loss. This is often used in a traditional "accuracy approach". If you are landing in a backyard or in the trees, this may be your best option. In truth, slow-flight flat turns are not completely flat. They always lose altitude. If you want to make a turn without losing any altitude at all, you must have two things: Airspeed and a Positive Angle of Attack This comes as a result of going from no brake input at all to a single toggle, followed immediately by the other toggle as well. This is what is called "collective brake pressure" and the positive angle of attack that is caused by both brakes being pulled down places the canopy at the back of the "window". Consequently, we are able to make a level-flight turn for a short period of time. Once the turn is nearing completion and the airspeed is waning, your job is to SMOOTHLY place the wing back over your head. This is not important when performing this maneuver at altitude, but essential is the ground is near. This maneuver is the most important of all. If you know how to turn your parachute in a dynamic way, allowing minimal altitude loss, there simply is no reason to hook in. That is, unless your emotions get in the way of your performance...but that is for another book, called: Transcending Fear. Blue Skies Everybody! + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

What's all this old guy bashing? If it wasn't for old guys, we'd all be stuck on the ground... Here's to the Grey Hairs... Thanks Roger Nelson Thanks Norman Kent Thanks Mike Michigan Thanks Deana Kent Thanks Scratch Garrison Thanks Tony Uragallo + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Brian Germain's Canopy Flight Course Schedule Update April 21, 2005 Dates are still available!!! To book a course, go to: www.CanopyFlightInstructor.com April 30, 2005 - May 1, 2005 Adventure Center Skydiving Holister, California Contact: Aviva Phone 800-386-5867 Local: 831-636-0117 Email: skydive@1800funjump.com May 16-18 Cairns, Australia National Safety Conference May 20-22 Sydney Skydivers Picton, Australia June 3-5, 2005 Skydive Tecumseh Tecumseh, Michigan Contact: Sporto email: sporto@gd-2.com (248) 790-0494 Dropzone (517) 423-7720 June 10-12, 2005 Instructors Course Skydive Snohomish Contact: Elaine Sutton E-mail: Elaines@HarveyField.com Website: www.skydivesnohomish.com Phone: 360.568.7703 Fax: 360.568.1743 June 17-19, 2005 Canopy Flight Course Skydive Snohomish Contact: Elaine Sutton E-mail: Elaines@HarveyField.com Website: www.skydivesnohomish.com Phone: 360.568.7703 Fax: 360.568.1743 July 8-10, 2005 Skydive Burnaby Ontario, Canada Contact: tara@skydiveburnaby.com July 15-17, 2005 Canopy Course Skydive Stockholm Gryttjom, Sweden Contact: Ola Jameson E-mail: riks@sff.se July 23-July 31, 2005 Denmark Bornholm -Bornholmer boogie2005 Contact Thomas Neilsen Email: 112@faldskaermsklubben.dk +45 31 232 112 + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Yes. Training works on our "learned instincts". It cultivates our contextual responses, so we are able to perform specific coping machanisms rather than the old "fight, flight or freeze" behaviors. When you cutaway and pull your reserve, you are acting on these learned instincts, behaviors that have been pounded into your consciousness through repetition. We need training in the specific responses. More that just that, however, we need to develop the emotional intelligence to keep our bodies from betraying us. When we go into a state of panic, we are reduced to only our instincts. We have no other choices. Survival is about thinking our way through a situation, and the only way to do that is to remain cool. + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The following is an excerpt from the upcoming book by Brian Germain: "Transcending Fear" Fear is Inversely Proportional to Intelligence: In Other Words: “Fear makes us Stupid” An interesting fact is brought to the surface when one compares the brain scans of someone who is relaxed and someone who is afraid. People who are in a state of fear have a diminished functionality of the Neo Cortex, or the “new” part of the brain. This is the part of the brain that controls higher cognitive functioning. It is what separates us from the monkeys. In short, when we become afraid, we are reversing evolution and reverting back to the mental capacity of a caveman. When we become afraid, the old brain seizes control, and does the things that have saved our species in the distant past. This ancient response will cause one of the three simple behaviors previously described: resisting, running away, or locking up. If one of these three turns out to be the correct response, we are in business. We will then increase the likelihood that we will select this coping mechanism again in the future. Most of the time however, acting on impulse just makes things worse. Correct action is what is necessary. As in chess, every move may be our last. We must consider our steps wisely. Momentum without consideration is how we get ourselves into trouble. The ironic thing is, most people believe that a certain amount of fear is good for them. I will agree that this is true when our emotional response causes us to avoid doing something ridiculously dangerous; beyond what our skill and knowledge can save us from. If we choose not to go for the summit of a mountain because of a bad feeling about the weather, the choice may save our lives. Our physiological reaction is what causes us to reconsider the safety of the situation. This function of fear is essential for survival. We must learn how to listen to our bodies so that we may avoid getting in over our heads. Once we are in the situation and things are moving, there is no room for fear. Extraneous thought that is focused on worrying about things that are not here and now only serve to take our attention away from the actual current state of affairs. Survival happens in the now. We must remain focused on the unfolding events, and make our best decisions using our full attention and our complete intelligence. Staying cool in a crisis is the only way to increase the likelihood that we will act in an appropriate manner. The only way to make important decisions is to be act with a clear head that is thinking forward toward solutions, rather than simply avoiding problems. Once life is flowing, fear is the enemy. For more information about Transcending Fear, go to: www.TransFear.com + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I try not to predict the future, but I know what I have been focusing my energy on. I have been testing the new lineset for the Samurai, the one that yeilds more dive. I really like it, but not everyone flies the same kind of approach as me. The standard lines seem to take care of most people's needs. The Sensei is coming along nicely. It is a small market canopy, so I don't feel a gigantic urge to finish it. I am really enjoying the learning process. Most designers are more goal-oriented than me. They want to finish the canopy so that they can cash in on the inventment, which is considerable. I understand that angle, but I am in this for the knowledge. I test so that I can teach from my experience, rather than talking out of the other hole. I have several revolutionary ideas that could change the face of sport parachuting forever, but until people learn how to fly what they have over their heads, there is no point in going further. Right now, the more important thing that I do is teach. That is going to make a greater impact on the sport than better gear. If that means I won't make a million dollars in parachute sales, so be it. My designs are sound and safe, and people love them. While that wheel is turning, I want to focus my time and energy on what matters most, helping my friends to land softly. + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Knowledge is Lift. Fear is Drag. Ego is Weight. Joy is Thrust. If I appear shameless, it is because I have no shame. I believe in what I do... + Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com