BrianSGermain

The discrepancies are based both on laziness and deliberate deception. There is, of course, the true area of a canopy, but that is not what many manufacturers use as their number. Areas of debate: 1) Top surface span (leading or trailing edge, 6" back from leading edge, or high point of airfoil) 2) Bottom surface chord or chord-line of rib (furthest forward point on rib) Sometimes designers choose their measuring method based on what they want the canopy to feel like relative to the number. If the goal is to have a high lift capability for a very small square footage, the parachute might be measured in such a manner to make it slightly bigger than the number suggests. The reverse is also true at times. I have always tried to simply tell the truth about the sizes of my canopies, and let the customer decide what is best for them. If I say it's a 95, it is exactly 95 square feet of fabric. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

What's the point of risking everything for a number? I can measure the 46 with a different technique and come up with a 39. I know I am coming off like a total buzz-kill right now, but my interest is merely to protect my friends. Luigi is my friend. I do not want to see him get hurt, nor anyone else for that matter. Chasing the theoretical limits of the system will eventually end with someone dying. It reminds me of a college game we used to play. We would hold our breath as long as we could, I guess to see who was more macho or somthing. Eventually, someone comes along that will not focus on the survival instinct, but only the goal itself. That was me. I held my breath until I passed out and went into convulsions. Super cool... What I am asking is: where are we going with this, and where will it end? I am not willing to sacrifice my friends for some theoretical goal. Please come home Luigi. Show us your true colors through your incredible flying skill, not your Grande Cahones. Cahones always get scrambled in the end... Your friend, Bri Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

What's the point? Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Have you considered a Lotus MAX? I love it. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

No worries everyone. I paid a premium to get them quickly. They will be here on Thursday the 24th of June. I am as excited as all of you to see the new revision in print. We'll be shipping everything immeditately. So sorry for the delay. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Yes, it does make a difference. Here is a section from The Parachute and its Pilot that may be helpful. There are other considerations when attempting to improve the glide angle of your parachute. The front view of ram-air canopies is bowed, with the wingtips lower than the center cell. This is because the lines are roughly the same length across the canopy. Referred to as “Anhedral” wings, airplanes are rarely shaped this way. The lift vector at the wingtip presents at an angle to gravity, thereby reducing the net lift produced by the wing. Furthermore, Anhedral wings tend to have less roll axis stability than those with “Dihedral” designs (curved upward). Unfortunately, parachutes rigged to fly completely flat do not open, nor are they terribly stable. So we are therefore stuck with two partial hemispheres, described from the center points of our connector links at the top of our risers. We can, however, improve this shape in flight. Consider that ram air canopies are, in a frontal view, two partial circles, separated and limited by the span of the tops of our risers(see fig). If we were to allow the risers to spread further apart from each other, our glide would improve somewhat. The first step in accomplishing this goal is to bring the slider down to the bottom of the risers, and loosen the chest strap. This allows the canopy to “expand out” and flatten more, and in fact grow in surface area. The effects of this are more pronounced on smaller canopies, particularly ones with heavy wing loading. Another positive side effect of this reduced Anhedral wing shape is an increased ability to save yourself from a low turn, and a general dampening of oscillatory tendencies on the roll axis. The second method of reducing the Anhedral wing shape is to push the rear risers apart, as you pull them down. This further flattens the wing, and increases the glide of the canopy beyond rear risers alone. It also reduces the chances of stalling due to excessive application. Best of all, if you lean forward in the harness as you do this, you will find that you can hold this position much longer and with less effort than merely pulling the rears straight down. Keep in mind that pushing the rear risers apart will accomplish little or nothing if you have not pulled your slider down. Hope this is helpful! Brian Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Headline: Brian Germain Offers In-Depth Canopy Flight Courses Parachute Designer Brian Germain, President Of Big Air Sportz, is now offering a new type of canopy class. Unlike other canopy camps, the focus of Brian’s courses is the classroom information, rather than filming landings. Although jumping is often included in the course, this is intended to be an in-depth ground-school of parachute flight. “The sky makes a terrible classroom”, says Germain. “There is so much that is not taught, and I want to cover as much information as possible”. Course material ranges in scope from basic aerodynamics of ram-air canopies through parachute design. The course syllabus is Brian’s book: The Parachute and its Pilot. Each participant leaves the course with a copy for further reading. “There is a great deal to remember”, says Germain, “and I find it essential to have something to review over time for this information to really stick”. Brian is traveling all over the world giving these courses, and the response has been extremely positive. “Despite expectations, it isn’t all that hard to keep jumpers in the classroom if the topic is parachutes.” Classroom time is no less than seven hours, and the courses typically span two days. The other unusual aspect of Brian’s classes is the focus on the Psychology of Flight; or as Brian refers to it: “The Weakest Link”. Brian’ extensive research on the topic assists the participants in isolating their own mental blocks to their evolution as canopy pilots. In the end, it is the pilot that matters, not the parachute. For more information on how to get in on one of Brian’s courses, email him at: bgermain@bigairsportz.com or go to: www.bigairsportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I agree that people would rather be in the air than in the classroom. Kids would rather have dessert than eat their vegetables. It is the way of things. The issue is not what they want but what they need. People are dying out there. I know we all have to go sometime, but I would rather it be some other way than in my sport. I am willing to lock them in the classroom and tie them to the chair if it will make a difference. I have seen the classroom time make a difference. I have seen knowledge save lives. The trouble with forums and other web formats is that the information can often lack documentation. Humans are very good at remembering ideas, but terrible at attributing those ideas to sources. It may have come from the "Inquirer"... I think that if we present the material in a classroom setting, the opportunity to answer questions on the spot gives the educational experience significantly more depth than reading alone. Traditional collegiate settings uilize this format because it is the most effective manner in which to pass on information. In skydiving, we are trying to do even more than most educational systems. We are efforting to get the information into the "Working Memory" and actually change behavior. Ideas don't keep us from hitting the ground, making the right choices at the right time is what saves our butts. The right books, combined with consciencious mentorship is the way to do that. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Sounds like a plan! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I agree completely. Way too many riggers don't know the first thing about how to check trim on mains, for example. The idea is for the rigger to provide a Complete Equipment Recertification. This involves more than just cutting the main away to make sure the 3-rings work. I means looking over the entire main and checking it in every way. A course on this is definitely something that I am open to holding, and I know there are others that would love to run one as well. If you invite me, I will come... Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I just wanted all you crew dogs to check out .... Brian - no advertising in the forums please. Feel free to post this to the Classifieds - sangiro Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I think that one of the problems with the sport today is that we have not utilized the classroom enough, as well as the books that are already available. I have written two so far, for example, and I know there are countless more that can have a very positive impact on the number of impacts. (Sorry, I couldn't resist) The way of the future, I believe, will involve deeper learning more similar to general aviation. Ground school is essential, and must play an increased role in the future of our sport if we are to avoid continued escalation of injuries and fatalities. I know you all know this. I just wanted to begin a thread regarding the books and other resources that are already available. What have you read that you believe can make a difference for our beloved sport? Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The secret is to keep your arousal level on the "up-slope" rather than the "down-slope". The Performance vs. Arousal curve looks much like a bell curve. In other words, if you are under-aroused, you cannot perform at the peak of your ability and likewise when you are over-aroused. The secret is to learn how to recognize where you are on this curve, and make cognitive and physiological changes to ensure that you remain on the left side of the curve, ascending in performance capabilities, and not on the down-swing. When we are relaxed and calm, we have access to our long-term memories. We have the full functioning of our brains, and can realize our grace. When we are freaked out, we slip into the "Fight, Flight or Freeze" mode, and we are reduced to crazed monkeys that have no higher cogitive abilities whatsoever. Calming down is a skill that can be cultivated. This is but one of the topics we cover in the psychology part of the courses. Look forward to seeing you there! Brian Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I would love to see what you have put together. As you may already know, I have just finished the 3rd Edition of "The Parachute and its Pilot". I think it is fantastic that people are spending more time and mental energy on canopy flight; there is nothing more important. Perfect freefall body position only makes a symetrical hole in the ground... Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Permit me to chime in for a sec. I have some thoughts on this issue. The main reason people hook in is due to the fact that they choose to address their "roll" axis, before they deal with their "pitch". At high speed, roll is not a real concern. Descent rate is what gets you. Descent is controlled by angle of attack, which can be increased with "collective" pressure on the brakes. If you find yourself low while still in a hellaciaous bank, keep your bank at first and apply both brakes smoothly. This will allow you to reduce or eliminate your decent rate, and buy you time to get rid of your roll angle. Kill the decent before it kills you. For most groovy ideas on canopy flight, check out the new book "The Parachute and its Pilot", now in it's 3rd Edition! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I am totally open to it. It all starts with an invitation... Bri Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

YOu need to remove the spanwise tension on the chest strap in order for the friction adapter to let go. This can be done by pushing the main lift webs together. As for slocks, here is a basic description: Directions for Making “SLOCKS” (Slider Locks) Just take a piece of 500-700 lb Dacron and finger-trap it inside itself, at least a foot long. That way you can make a bunch at once. Then zig-zag or bartack the whole thing to stiffen it. Mark the line in 2 inch increments, and cut with sharp scissors. Then melt the ends with a lighter. You can hot-knife the line instead, but this often creates an ugly end with a big bulb on it. Next, bartack or zig-zag the SLOCK onto the inside of the front riser, 2 inches above the crotch in the riser. If your sewing machine is having trouble making nice stitches through all that bulk, just sew it from the other side. It is usually the bobbin side that gets messy, not the needle-side. Good luck! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Hard to say. Either way it's the same book. The new version does not have new information, it's just cleaned up a bit. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I know that the geeks are wanting more math, but that road tends to lead to sleepy-time for most readers. The important thing is the general concepts, not the specific math that supports those concepts. My goal is to improve safety, not make more parachute designers. As or the editing, I agree. I spent the past month working on the spelling and grammer errors, and the new copy will be much easier on the eyes. We even redrew the diagrams. It will be going into print later this week. Bri Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The most important thing is to make sure your daffy does not screw up your hips. If you push your back leg too far back, your hip position will be awkward. This will create instability and stiffness that will cause the problems you described. Keep your CORE symetrical, and you will be fine. I recommend flying both right and left daffy so that you don't reduce the body position to an unconscious habit. Everything you do must remain within your conscious grasp, never descending to a fixed action pattern. That is how you remain free. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Who did your website, Steven Spielberg or George Lucas? That is the coolest website I have ever seen. Incredible! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The Following is an excerpt from the new Book: "The Parachute and its Pilot" The problem with most people is that they separate mind from body. We all fall into this trap from time to time, depending on the particular context of the stress. We somehow think that since the stress is in our heads, we will be able to extricate ourselves from it with thinking. This is not the case. We must combat physiological phenomena with physiological manipulations. This means that in order to “relax” in stressful circumstances, we must perform behaviors and bodily functions contrary to the natural physiological responses suggested by our instincts. For instance, calming the breathing is an incredibly powerful tool in stressful situations. By altering the respiration rate back to one more indicative of safer circumstances, we can actually fool the body into relaxing. The body then sends a feedback loop to the mind, which minimizes the changes in brain chemistry. This actually alters the momentum of the experience. By sending a “reverse feedback loop” of calming behavior, the sympathetic “adrenal” response is actually diminished. For ordering instructions, go to: www.bigairsportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The following is an excerpt from my new book "The Parachute and its Pilot" The Perfect Entry Once the canopy is at maximum speed, and the location of the approach adjusted, the “entry” is everything. Generating tremendous speed is not your only task; it is only the beginning. Think of yourself as a ski jumper. Yes, part of your job is to go really fast down the ramp. Coaches and technicians spend years perfecting body position, wax, and ski bases to give the jumper as much energy as possible. If the actual jump itself is ill-timed, or the body position in the air is incorrect, the jumper will not win. For a skydiver, this is about the entry. In short, your goal is to redirect your flow of energy to a path that lies parallel with the earth. The trouble is, you are going to loose energy in the process. Inertial forces are striving to keep you moving in the same direction. If they win, you will loose; possibly much more than the competition. There are two forces by which a canopy can change its direction of flight with respect to the pitch axis: drag and lift. If we use drag as the sole force that puts us in level flight, we will loose a great deal of speed. This means that the brakes are a “no-no” when it comes to the Ultimate Swoop. Most swoopers already know this. The interesting thing is, if we allow lift to be the sole force that levels us off, we will loose distance across the ground as well. Mind you, the safest swoop will always be a no-input level off. That’s not what we are talking about here. This discussion is about maximum distance across the ground. Let’s take a look at why this paradox exists. When a canopy is placed on the Barber-Pole and then allowed to ease itself into level flight, significant amounts of time are necessary for the process to unfold. Drag, therefore is whittling away at the energy over time. The longer we allow the canopy to fly at a shallow angle to the ground, the shorter the ground swoop will be. Granted, if the horizontal distance were measured from 100 feet off the ground, the longest swoop would still be the “no input” method. That, however, is not the game we are playing. We are trying to level off near the top of the wind blades, and go as far as possible. Since this is the case, we must find a balance between drag and lift to place us in the ground swoop. Rear riser application is the least of all evils when it comes to “forced” pitch changes. It does, nonetheless, have drag associated with it. The drag is increased because the pilot is inducing an increased angle of attack, which will inherently have more drag than zero-input flight. The higher the angle of attack, the faster the airspeed will diminish. This means that we are shooting for a happy medium. We must change the direction of the energy, but not so quickly or aggressively that we attain an excessive angle of attack. For ordering instructions, go to: www.bigairsportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

A 1080 is not necessary to reach canopy terminal veloicity. Spinning around and around will just make you dizzy. The only way to make your Cypres fire once you have deployed is to go back into "freefall" for LONG ENOUGH. It is not necessary to dive your canopy for that long to reach maximum speed. If you stick to 270's, you will not fire your Cypres. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

There are two issues going on here. The most significant is wingloading, the second is canopy type. Although it is generally true that 7-cells (bicells) tend to have less glide than their higher aspect ratio 9-cell counterparts, wingloading is the most significant variable in the speed. Greater airspeed means a greater ability to penetrate into a headwind. If there are no safety concerns, I suggest downsizing to closer to 1:1. You may choose to go to a higher aspect ratio canopy as well, but the biggest issue is the fact that your body weight is not sufficient to drive the parachute forward. Thrust under canopy is a function of weight, since we have o propellers to drive us forward. Suffcient wingloading will allow you more options under canopy, and give you more control over the situation. I suggest reading up as much as you can before you downsize, however, and maybe even take a canopy flight course. This is a big step you are taking. Don't take it lightly. "Don't take downsizing lightly" Hey, that's funny! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com