Pre-Jump Study Sheet >>

This is mainly for AFF students, but all skydivers should know the emergency procedures.

Preparation

Students should try to jump at least once every two weeks. More often is better ("Use it or lose it."). If you wait more than 30 days between jumps, we're required by USPA regs to do a more thorough retraining, which will take even more time on the ground (and cost extra, of course).

You should join USPA before doing your AFF Level 4 skydive. Forms are available at manifest, in Parachutist magazine, and on the USPA Web site: http://www.uspa.org

Don't jump within 48 hours after making a scuba dive or donating blood, or while under the influence of alcohol or any other drug which could affect your ability to skydive safely.

Please review this information and the dive flow for the jump you're planning to do the night before coming out to the drop zone, or at least once a week if you can't jump that week. Be sure to review the hand signals, also. ASK QUESTIONS. There are no stupid questions, only stupid mistakes.

Come out even on lousy- or marginal-weather weekend days (but call first). That's the best time to learn to pack and to do the ground work required for the USPA A license. You don't have to wait until after your AFF Level 7 jump to do this. Besides, you never know about weather; it might clear up enough to jump.

Bring your logbook every time you come out. Make sure your name, address, and phone number are inside.

Always do a thorough equipment check before putting on a rig, and check all the handles and buckles after you put it on. Develop a mental checklist to make sure you have everything before you walk out to the plane. ("Jumpsuit, rig, altimeter, helmet, goggles, gloves, dive flow, landing pattern", or whatever works for you.)

Review the landing pattern before getting on the plane. Face the direction you're going to be facing on final approach and remember where the sun is when you're facing that way.

Aircraft

Stay at least a few feet away from non-spinning propellers, helicopter tail rotors, and jet engines. Stay at least twenty feet away from the front or side of spinning propellers and tail rotors, and don't get any closer to the back of a spinning prop than is necessary to board the plane. Stay at least twenty feet away from the front or fifty feet from the back of a spinning jet engine. When carrying an open canopy, stay at least thirty feet away from any spinning propeller, rotor, or jet engine intake, and one hundred feet away from a jet exhaust.

The pilot is in command of the aircraft at all times. Above 1,000 feet, it's okay to ask questions and make suggestions, but his/her decision is final.

Seatbelts are required during taxi, takeoff (through 1,000 feet), and landing, and should be worn in a way that will actually help in a hard landing. All hard objects like helmets and cameras should be secured, either by wearing them or by a separate strap, not just by holding them.

Every aircraft emergency is different. Don't make things worse by panicking. One instructor or other experienced jumper will coordinate with the pilot to choose the best plan of action. If you're a student, do exactly as your instructor says. If you're off student status, do what the coordinating jumper says.

If it's necessary to land in the aircraft, make sure your seatbelt is securely fastened and your helmet is on. If the landing is likely to be hard, lean in the direction of flight and lace your fingers together behind your neck to protect it from whiplash as much as possible. If your rig has a student AAD, get someone to turn it off before the plane descends below 2,000 feet. If it won't turn off, remind the pilot to maintain a 1,000 foot-per-minute rate of descent or less below 2,000 feet..

If you're told to bail out on your reserve, get to the door as quickly as possible, put one hand on the reserve handle, jump out quickly, arch, count "1,000", pull the handle with both hands, strip the cable, and keep arching through the deployment.

If you're told to bail out on your main, get to the door as quickly as possible, put one hand on the main handle, jump out quickly, arch, count "1,000", throw the pilot chute, and keep arching through the deployment.

Emergency exits from higher altitudes will be more controlled, and may even allow for portions of the planned skydive to be performed.

If someone's pilot chute comes out while you're still in the plane, grab it and yell "Pilot chute out!” If it gets out the door before anyone can grab it, push its owner toward the door or at least get out of their way. If it's yours, dive out as best you can. The main cause of a pilot chute out in the plane is excessive or careless movement in the plane. Guard your handles and don't move around more than necessary.

When the pilot gives the two-minute call, that's a good time to carefully get up on your knees and do a final gear check. Make sure you can reach all three handles, that all three buckles are threaded and tightened properly (leg straps tend to slide open a bit on some rigs), and that your three-ring assemblies are correct. Always feel free to ask for a pin check or even a full gear check - they're not just for students.

No matter what type of dive is planned, everyone should not move to the back of the plane at the same time. If you're up front, stay there until at least four people drop off.

Exit and Freefall

King Air, Twin Otter, Beech, or Caravan - On the command to climb out, get a good grip on the bar and climb out. Arch in the door and trail your left leg. Make eye contact with the inside instructor, and say "Check in!". Wait for the OK. Make eye contact with the outside instructor and say "Check out!". Wait for the OK. Look forward and say "Prop, Up, Down, Arch! Arch! Arch!". Do the up and down with the right calf muscle only. Swing your body to the left, let go of the plane, and ARCH. As with any group exit, it's helpful when the exit count has a good rhythm. That lets everyone else time their exit to yours.

Cessna 182 - On the command to sit in the door, swing your legs out onto the step, pointing forward, slide slightly aft in the door, and grab the wing strut with your left hand. On the command to climb out, get a good grip on the wing strut with both hands and climb out onto the step. Pull yourself forward so that your shoulders are above the strut, and trail your left leg. Make eye contact with the inside instructor, and say "Check in!". Wait for the OK. Make eye contact with the outside instructor and say "Check out!". Wait for the OK. Look forward and say "Prop, Up, Down, Arch! Arch! Arch!". Do the up and down with the right leg. Hop backwards, keep your head back, and ARCH. As with any group exit, it's helpful when the exit count has a good rhythm. That lets everyone else time their exit to yours. .

Immediately after exit, assume a nice deep, legs-out arch. If the exit goes unstable, make the arch even deeper. If an exit is unstable enough, one instructor may have to let go to allow the other one to get the two of you stable. Just keep that nice deep, legs-out arch and things will stabilize within a few seconds. The other instructor should re-dock as soon as possible after you're stable, but don't wait for that, just continue with the skydive. This applies to solo exits also. Trust in the arch.

COA (Circle of Awareness)

H eading - Look forward to see which way you're heading.

A ltitude - Look at your altimeter, read it, understand what that altitude means for you right then and there.

R eserve - Make eye contact under your arm with the reserve-side (left) instructor, call out the altitude, comply with any hand signals, wait for the OK signal.

M ain - Make eye contact under your arm with the main-side (right) instructor, call out the altitude, comply with any hand signals, wait for the OK signal.

Practice Pulls (AKA Practice Hand Tosses)

Keep your head, neck, torso, and legs in the normal arch position. Pulls are done with your arms only. At the same time, move your left hand above your head and your right hand back to the main handle at the bottom right corner of the rig. Take the time to make sure you really are touching the handle. Pretend to throw the pilot chute (thumb down) and swing both arms back to the arch position at the same time.

You should check your altitude whenever it's called for by the dive flow, after each maneuver on AFF Level 4 - 7 dives, or about every five seconds, whichever is shorter.

If both instructors let go of you on an AFF Level 1 or 2 jump, something is wrong. Arch, arch, arch, then pull!

If you lose track of your instructor(s) on an AFF Level 3 - 5 jump and you are C omfortable, I n control, and A ltitude aware, do short circles and pull at your assigned pull altitude.

If you lose track of your instructor on an AFF Level 6 - 7 jump and you are C omfortable, I n control, and A ltitude aware, continue with the skydive and pull at your assigned pull altitude.

On a release dive, if you start to lose stability, arch! That will get you to a stable, belly-to-Earth position in almost every case. In the unlikely event that you seem to be stuck in a back-to-Earth position, do a "roll-out-of-bed" maneuver.

If you see your instructor look scared, move away, and pull, that's the ultimate pull signal. Pull. Now. Really.

Deployment

Always maintain a nice deep, legs-out arch during deployment. This is the most important time in the entire skydive for you to be stable, since many types of malfunction can be caused by instability during deployment.

Wave off - This is a warning to other jumpers that you are about to pull. Your instructors will not leave until your parachute actually starts deploying.

Keep your head, neck, torso, and legs in the normal arch position. Pulls are done with your arms only. At the same time, move your left hand above your head and your right hand back to the main handle at the bottom right corner of the rig. Take the time to make sure you really are grabbing the handle. Throw the pilot chute (thumb down) and swing your arms back to the arch position at the same time. Maintain the arch until the opening of the canopy swings you into a vertical position. Complete the "1,000, 2,000, 3,000, 4,000" count to give the canopy time to open and to keep track of that time. Check that the canopy is Square, Stable, and Steerable.

Remember your Pull Priorities (click link or see the poster in the hangar) but if you can only remember one thing, remember: Pull!

Equipment Malfunctions and Nuisances

Malfunctions

Malfunctions are not fixable, and therefore require you to perform emergency procedures immediately.

Total Malfunction - For whatever reason, nothing has come out of the main container. Arch. Look at your reserve handle, put your left thumb through it, place your right hand on your left, and push both hands down. Strip the reserve cable all the way out and release the handle. Keep arching through the reserve deployment.

Horseshoe Malfunction - The pilot chute and/or main are out of the container and wrapped around you somewhere. Usually caused by a bad pilot chute throw or by tumbling during deployment. Try to shake the tangled gear loose for three seconds; if it doesn't come loose, treat it as a partial malfunction.

Canopy or Line Damage - Do a controllability check. If the canopy behaves okay, you can probably land it safely. If it isn't S quare, S table and S teerable or you don't feel safe landing it for whatever reason, release both toggles first , then treat it as a partial malfunction.

Partial Malfunction - The main container has opened, but the canopy isn't S quare, S table, and S teerable and it isn't just a nuisance situation. Arch. Look at your cutaway handle, put your right hand on it, place your left hand on your right, look at your reserve handle, peel the cutaway handle Velcro down, and push both hands down. Strip the cutaway cable all the way out and release the handle. Put your left thumb through the reserve handle, place your right hand on your left, and push both hands down. Strip the reserve cable all the way out and release the handle. Keep arching through the reserve deployment.

Two Canopies Out - Usually caused by deploying the main just as the AAD fires the reserve (at 750 feet!).

Biplane - Release the brakes on the front canopy (normally the main). Don't do a controllability check, just make the gentlest turns necessary to get to the middle of a large grassy area. Don't flare, just PLF.

Side-by-Side - Release the brakes on the main (yellow toggles). Don't do a controllability check, just make the gentlest turns necessary to get to the middle of a large grassy area. Don't flare, just PLF.

Downplane - If the risers aren't twisted or tangled together, release the RSL and cutaway.

Nuisances

Nuisances are generally fixable, but keep track of your altitude. If you don't have a S quare, S table, and S teerable main canopy by 2,500 feet, treat it as a partial malfunction.

Line Twists - Spread the risers apart and kick your legs to untwist.

Slider Stuck Partway Up - After clearing any line twists, unstow the toggles and do a controllability check. If the slider is at least halfway down and the canopy flies okay, go ahead and land it. If it doesn't handle okay, release the toggles and treat it as a partial malfunction.

End-Cell Closures - After clearing any line twists, unstow the toggles and do a controllability check. The flares should pop the end cells open. If they stay closed but the canopy flies okay, go ahead and land it. If it doesn't handle okay, release the toggles and treat it as a partial malfunction.

Pilot Chute over the Nose - If the canopy is S quare and S table and there are no other problems, skip the controllability check and fly the canopy gently with quarter- to half-brake turns only. Land normally. If it is not S teerable with quarter- to half brakes, release the toggles and treat it as a partial malfunction.

Brake Line Released on Opening - Grab both toggles and flare; that will release the other brake, also.

Missing Toggle or Broken Steering Line - Release the other toggle and do the controllability check with rear risers. If you can't control the parachute that way, treat it as a partial malfunction.

General

Decision Altitude - Don't lose track of altitude while dealing with a nuisance or evaluating a partial malfunction. If it isn't S quare, S table, and S teerable by 2,500 feet, treat it as a partial malfunction.

No-Cutaway-Below Altitude - If you lose track of altitude while dealing with a problem and find yourself below 1,000 feet, don't waste time cutting away, just pull the reserve.

Controllability Check - If you appear to have a reasonably good canopy, do two full flares, followed by a full-toggle turn in each direction. Look before you turn, and look for the airport while you're turning. Don't be shy with the toggles. If there's a problem controlling the parachute, you want to find it at 3,000 feet, not 300 feet! If the controllability check shows that the canopy isn't S quare, S table and S teerable, release both toggles first , then treat it as a partial malfunction.

Flying a Reserve Canopy - All our rigs have square reserves, so they fly and land the same way the mains do. Main toggles are normally yellow, while reserve toggles are normally red. If you borrow a rig or rent one somewhere else, make sure to find out what kind of main and reserve it has. If the reserve is round, get them to train you on how to fly and land it.

Canopy Flight:

The canopy's open, so you're safe, right? Not exactly. The majority of skydiving fatalaties these days are the result of poor canopy piloting judgment or skills, not equipment failure.

As soon as the canopy is open and you're sure it's S quare, S table, and S teerable, check the area around you for other jumpers. If there's a possibility of a canopy collision, turn to avoid the other jumper. It's okay to use full toggle on any turn above 1,000 feet, just don't go straight from a hard turn in one direction to a hard turn in the other direction, since that can cause line twists.

Clear your ears as soon as you know you have a good canopy. Follow radio directions, but remember that the instructor can't always judge your height and distance precisely. If you're sure that you're getting bad directions, do what's necessary to make a safe landing. That applies if the radio isn't working at all, too. Aim for the middle of the largest part of the landing area, or a big open field if you're away from the airport.

There will usually be other canopies in the air with you. Keep at least 200 feet away from them; more if you're heading toward each other. Always look before you turn. Look all around every few seconds, even on final approach, to make sure you're not getting too close to other canopies. To avoid a head-on collision, turn right.

When you finish your controllability check, go directly to your playground area, upwind and off to the side of the landing area. Follow the established landing pattern, even if that means landing a little crosswind. It's better for everyone to be a little wrong together than for everyone to fly different patterns and increase the probability of a mid-air collision.

In case of a canopy collision, communicate with the other jumper if time and altitude allow. In a canopy wrap, the lower jumper should probably cutaway. In a canopy entanglement, the upper jumper should probably cutaway first, followed several seconds later by the lower jumper.

If your arms are long enough, you may be able to stall the canopy by pulling all the way down on both toggles and holding them there for several seconds. If that happens, the canopy will fall backwards. Slowly ease up on both toggles until the canopy resumes normal flight.

Use the "accuracy trick" to see where you're going to land (the spot that doesn't move).

Don't fly over the runway below 1,000 feet unless that's the only way to make a safe landing.

Half-brake turns are good if you have to make turns below 500 feet to avoid obstacles. Bring both toggles halfway down, then pull down farther on the one you want to turn towards. Ease both toggles back up by 100 feet to allow for a full flare.

Landing

Normal Landings

Decide where you're going to land at 1,000 feet. If you can't make it to the airport, find the biggest open area that you can get to and go there. Look around; the best area might be behind or directly below you. Start your landing pattern from the playground area at 1,000 feet by heading downwind. The normal pattern in light to moderate wind is to turn onto the base leg at about 500 feet and onto final approach at about 250 feet.

Don't make sharp turns below 500 feet. Always allow time for the canopy to return to level flight before landing. Avoid obstacles. Land upwind if practical, but it's better to land downwind or crosswind on grass than upwind anywhere else. Assume that every road has power lines running down both sides, with wires crossing back and forth overhead and traffic coming out of nowhere. Assume that every runway has a plane with great big propellers that's about to take off or land on it.

Keep your feet and knees together. If there's any doubt that you can make a good standup landing, go ahead and PLF. Controlled falls are better than uncontrolled ones. Start the flare when your feet are about ten feet above the ground; the view's about the same as from a second-story window or balcony. The idea is to decrease your downward speed to zero just before your feet touch the ground. Start pulling both toggles down smoothly, touching your hands together in front of you. If you realize that you started too soon, stop flaring, hold that toggle position, then finish the flare when you're lower. If you start sliding to the side, don't reach for the ground; that will make you turn that direction even faster. Keep your hands together directly in front of you and do a good PLF.

Hazardous Landing Situations

If you realize on final approach that you're actually heading downwind , not upwind, don't make a sharp turn to get heading upwind. Just do a normal landing and run, slide, or PLF as necessary.

If you can't avoid landing in water , turn toward the nearest shore, loosen your leg and chest straps at about 500 feet. Make a normal flared landing and prepare for a PLF. Get clear of the gear as quickly as possible after hitting the water. If the canopy lands on top of you, swim out from under it or pull it all to one side until you can breathe.

If you can't avoid landing in trees , turn upwind, aim for the middle of a tree, keep your feet and knees tightly together, and pull both toggles down so you're protecting your face, neck, and chest as much as possible, and prepare for a PLF. If you're suspended in the tree, wait for help.

If you can't avoid landing in power lines , turn parallel to the lines, keep your feet and knees tightly together, and pull both toggles down so you're protecting your face, neck, and chest as much as possible and prepare for a PLF. If you're suspended in the wires, don't move and don't let anyone else come near you! Wait for help from the power company.

If you can't avoid hitting a building , car, or other obstacle, flare and swing your feet up to PLF into the object so your legs take most of the impact.

If you can't avoid landing on a road or runway , land normally, then get well clear of it immediately. This is the only time when it's okay to drag your gear.

After Landing

Stay clear or quickly get clear of any runways or roads. On windier days, the canopy may not collapse on its own. Run around beside the canopy to let it collapse. If you can't do that, let go of one toggle and pull hand over hand on the other brake line until the canopy collapses. If necessary, cutaway the main canopy to keep from being dragged and injured.

If you land out of sight of your instructor or need help, pull the radio out of your jumpsuit, press the Talk button on the left side of the radio, put the speaker near your mouth, and speak loudly and clearly.

Keep an eye out for other jumpers who are on final approach. You can loosen your leg straps and remove your goggles, but put your helmet back on afterwards. Stow the toggles on the risers and daisy-chain the lines all the way up. Gather all the canopy fabric, lines, bag, and pilot chute into a bundle before walking back to the hangar.

If you have to cross the runway, look very carefully in both directions. If there's a plane facing you that's on the runway or lined up with it in the air, wait at least thirty feet from the edge of the runway until the plane passes. Look both ways again before crossing.

When carrying an open canopy, stay at least thirty feet away from any spinning propellor, rotor, or jet engine intake, and one hundred feet away from a jet exhaust.

When you get back to the hangar, put the canopy down, open the chest strap, slide the rig to the floor, and put it on the canopy, back side up. Then take off the helmet, radio, altimeter, and jumpsuit. It's easier in that order.

At least one of your instructors will sit down with you and discuss the jump, work with you on any areas that need improvement, fill out your logbook, and give you a brief overview of your next jump.

Be safe and have fun! [Printable Study Sheet]