Safety in a BIG way Dave Morris gives advice on the extra hazards involved in large formation loads

Photo by Simon Ward

The tailgate slowly opens, its the third attempt at the magic 300. Although your whole body is tingling with adrenaline, there is a calmness about the moment and everyone is ready. You can just see two of the other aircraft in the formation, condensation trails spiralling from the rotor-tips creating strange patterns. The deafening drone of the engine is broken by the alarm bell signalling the standby. Twenty seconds to remove the masks, stow them safely and prepare for the exit. Green light and go, exit!
The nerves you were feeling get blown away by the blast of air. In your peripheral you can see the streams of bodies leaving the other aircraft and within a few seconds the base is visible, getting larger every second as you manoeuvre into your quadrant. You get a straight approach and with very little effort you are able to make a good docking, settle down and start flying the formation. 

The ant-like figures around the outside of the formation, one-by-one, meld into the picture. From where you are it looks good, the far side is definitely complete and you start to pray that it is happening behind you. Without any apparent reason the centre of the formation breaks frantically. You glance at your altimeter, 9,000ft, what is going on? The base has broken completely and there are people fighting to move out from the centre. A small funnel on the right and the centre is collapsing. A fully formed canopy comes rocketing up through the middle of the formation, catching three of the base 120 and sending them cartwheeling through the air. What happened?

A cameraman with three inches of exposed bridle was sitting in the lead aircraft. His bridle was caught on the corner of another jumper's rig when they stood up on the standby bell. Three inches of bridle was now seven inches, loose and flapping. As the formation built, the cameraman made a transition to sit and dropped to 800 feet directly below the skydive. The seven inches of bridle became one foot four inches, which was just enough to pull the pin and the rest is history...

This story is thankfully fiction but I hope it has sent a shiver down your spine and made you think.

Your Kit
As experienced jumpers we are all responsible for the maintenance of our skydiving equipment. The development of kit over the years has improved the safety standards of the sport but there is still kit out there that should be looked at with a different view. It is no longer good enough to accept the minimum standard for equipment supplied by the manufacturer. Look again and work it out for yourself.

Common faults with modern equipment which get overlooked but are not acceptable
1 Any section of exposed bridle
2 Reserve flaps or pop-tops that sit proud and could catch lines
3 Leg strap throwaways

In the Aircraft
Establish where you should be sitting in the aircraft. If you are part of an organised group the organiser should tell you the best seating plan. What should be avoided is the scenario where, at 8,000ft you realise that you are in the wrong place and then start climbing over bodies to get into the correct slot. This is when accidents can happen by catching your kit on another person or part of the aircraft. Be aware of your equipment and do not treat it as if it is just a backpack of no value, this is your life on your back! Use the seat belts or restraints provided. They can save lives if there is an aircraft emergency.
Make a mental note of exactly how the aircraft is responding during the climb out and ascent. This will give you prior warning of any turbulence so that you won't be surprised during your canopy ride.
Be prepared for any unusual type of exit procedure and always remember that to make a safe, complete skydive you need everyone out in one piece. don't turn into an exit monster!

In the Skydive Do not get out of your depth. We all want to be doing the cool and groovy skydives but if you are on the edge of control you are a danger to yourself and others. There is a reason we have a progression system and now, with the new ratings to cover all the disciplines, there is no excuse for cowboy (or cowgirl) skydivers. Don't fool yourself by accepting a slot if you know you are not really up to it.

Photo by Simon Ward

Read the minimum requirements for each category and be honest with yourself about your abilities. If you are Category 10 you should be able to exit the aircraft under control, make a direct approach to a pre-position without orbiting the formation and dock gently. If you cannot do this on a regular basis you should go back to basics! Under Canopy Know your equipment and get used to how the main responds during opening, descent and final approach. Avoid large formation loads until you are totally happy with your openings. Be extra aware on tracking off, looking around, waving off and opening; canopy collisions are the main problem to be avoided. During and just after opening is one of the most critical times under canopy.  If you are jumping a zero porosity, elliptical canopy you should be used to the odd opening which is not on heading. Contrary to what manufacturers say, these parachutes will dive off now and again. You should be able to control the opening with risers or by shifting your weight in the seat straps. Use of your rear risers must be second nature to you.

During your descent, stay alert and aware of your position over the ground as well as of those around you. You should have a plan for your descent using reference points in relation to the landing area. You are 'Pilot in Charge' so act like one.

Photo by Simon Ward

Final Approach don't all land in the same area, there's a whole airfield to use. Final approach should be without problems if you have stuck to the basics and made a predictable downwind leg and base turn onto finals. 'predictable' is the word that really covers the safety factors during any descent. If everyone around can easily see what you are doing and you don't give them any radical surprises, there is no reason for an accident. If you like to spiral, stall and spin before hooking in front of others, this is not the place. There are too many other canopies in the air. I am the last person to suggest that swooping should not be allowed. But it is even more important to give yourself rules if you enjoy a fast landing.   Have fun - Be safe! Article by Dave Morris dave@daleside2.demon.co.uk www.daleside2.demon.co.uk  Back to Jun 99 Contents Back to previous Brit100 article