I appreciate you pointing out the importance of ensuring you can fasten the chest strap again asap in case of emergency. I had the loosening covered, the fastening not so much... Makes perfect sense. Thank you!
10 years later and exactly what I needed to hear. Half way to getting my a-license and finally had a video of my landing. Knees way ahead, flare threw them even more, had the butt sit/pop-up landing. Listening to this and seeing the video was a huge light bulb. Thank you!
I am so glad to hear that. Check out the Parachute Flight Safety safety video series, here: www.adventurewisdom.com/store/Parachute-Flight-Safety-Video-Series-B-License-Canopy-Course-AND-BEYOND-over-8-Hours-p41560614
@@Brian-Germain Thanks! Recently got your book, The Parachute and its Pilot, and videos that were included. Slowly going through them. I don't know how I missed the other goodness! 😁 The nerd in me loves the science/physics of parachute piloting.
😂 So it's good for more than putting my wife to sleep!? The recent landings have been SOO much better! Go figure, I can see the ground now that I'm in the right position vs legs flying forward and my head back. Working my way through all of the other videos and book!
I'm a noob, but I would not have guessed that loosening chest strap for landing would be safer. Thank you. Purchased your Ultimate video package. So much to learn. Thank you for your videos.
If we keep our eyes open, and fly a predictable patten that coordinates with the plans of others, a canopy collision is not all that likely. You still may be able to tighten your chest strap. Nevertheless, the likelihood of getting into a wrap when you aren't planning to do CRW is far less than the chances of landing. That happens every jump, and changing your harness into the "landing configuration" seems prudent to me. It is just the next step in parachute deployment.
Great info. I've been loosening my strap for awhile now but without much difference in the spread between the risers. I either need to take it out of the buckle or get a longer chest strap. I'll get a longer chest strap.
super fun grabbing your chest strap slack and cutaway handle at the same time and not being able to fully pull the cutaway handle. But good points for safer landing body positioning
You make a valid point for loosening the chest strap and having a more stable landing, however, I fail to see how loosening the strap right after opening is safer because as you pointed out In the event of a malfunction after opening, it's obviously not safer. Therefore why are you not advocating loosening the strap at a lower imminent landing attitude (500ft) ?
One part of your answer relates to general parachute stability. When the chest strap is loose, the risk of self-induced lines-twists is reduced significantly. This is because of the greater distance between the points on the lowest end of the system. The suspended load is essentially inside the triangle, rather than hanging below it. The second part of the answer relates to task loading in the pattern. If the standard procedure was to loosen the chest strap at 500 feet, the risk of canopy collisions (and accuracy problems) would increase dramatically. Looking around and flying the parachute is what is most important below 1000 feet. Further, the risks posed by cutting away with a loose chest strap are far lower then having everyone playing with their harnesses below 1000 feet. I know, I have cut away with a loose chest strap and I didn't die. Being fully aware under canopy is a far more important priority.
So, if the chest straps is loosened how would one go from the, “ let it fly position” to full flare? Meaning would this put the pilot in partial brakes since the risers are much higher from the shoulder and when reaching for the steering toggles one would have to be pull down by a 1/4 so the pilot can prepare to flare. Thus taking away the, “ground effect” needed for a traditional landing. You should know I am returning to the sport after three decades. And the internet has taught me new techniques that I would not have otherwise have known about. Q2 where is your DZ? Q3 I have a thought on preventing a certain type of a high speed malfunction and would like to discuss it with you. I have limited range of motion reaching for the BOC pilot chute. It is a minor problem. Not that it prevents me from doing so but the idea can also aide someone like me with easer deployments.h
The risers become wider, but not higher. Thus the brake line slack is unchanged, and the flare is the same, but more powerful, with greater roll axis stability and best of all, the ability to lean forward and remain in balance over the leg straps.
LOL you got that right! He told in the plane that he'd loosen it after the chute opened. And he even said "I'm gonna loosen the strap now...It perfectly normal"... There was still an oh shit moment when I actually felt it loosen LOL
Hi Lisa, The issue is not straight forward, but I wanted to shed light on the entire issue so you can make an informed decision. I believe it makes sense to loosen the chest strap after a complete controlability check on the canopy. This way you do not need to re-tighten your chest strap following your decision to cut away. You can, of course take a moment to re-tighten it anyway. Both ways work, and we must remember that there is still the possibility of needing to cut away after the controlability check: i.e. Canopy Collapse, Collision, Self-induced Linetwists, etc.
Hi Brian, thanks a lot for your response! I will definitely change my routine. I used to collide slider, then loosen chest strap and then release the toggles. But loosening the chest strap as the last step makes way more sense. Watched many of your other videos. There will always be pros and cons but as you say, so important to make an informed decision. Thanks a lot :)
Canopy opens, you grab the toggles and set the brakes. You have a good canopy, then you loosen chest strap, and to do so do you let go of toggles, yes?
There are three options. 1) Let go of your breaks and loosen the chest strap in full flight 2) Loosen your chest strap with your toggles still stowed, and if one or both toggles fail to unstow properly, retighten the chest strap before cutting away if there is time so do so, and 3) Unstow the toggles and keep them in your hands as you gently go to half breaks and loosen the chest strap with your toggles in your hand, trying to fly straight with balanced brake input. It's really up to you, as the pilot in command, to do what feels right to you,
my concern has always been a canopy collision where I have my cheststrap fully open and my handles all over the place except the place where I'd expect them to be... offcourse - my dad being of the capewell generation and having had one capewell brake on opening once - I'd like to think I have the same skill to adapt to the situation... but still, any thoughts...?
Not sure I agree with the chest strap tightening move... If you have a mess above you for whatever reason after you've loosened your chest strap there is a good chance you are low, and the last thing you need to do is fidget for a flapping strap before you initiate cutaway procedures. If you can find your chest strap then you can find your cutaway. If you need help, then run your hands up from the relatively static point of your hip rings and follow the webbing up to the handles. Don't waste any time tightening the chest strap - go straight for the handles as soon as you can.
It seems today, PD's Flight-1 canopy courses go against this principle....like it goes totally opposite this principle. I did Flight-1 course and it teaches (at least the guy who taught us) to lean back and sit in the harnass, even moving the leg straps a bit more down the leg so it sits more easily (kinda like a paraglider). The moment I was told this I didn't really get it since it goes totally against what I knew before. At the DZ I see many people landing in this "sit position" and some do it with chest strap loose but I guess this part has a secondary reason because it's also easier to do harnass input when chest strap is loose.
Sitting back on landing results is many injuries to the hips and lower back. The butt is not a good shock absorber. That is what the legs are for, which requires leaning forward in the harness.
I appreciate you pointing out the importance of ensuring you can fasten the chest strap again asap in case of emergency. I had the loosening covered, the fastening not so much... Makes perfect sense. Thank you!
10 years later and exactly what I needed to hear. Half way to getting my a-license and finally had a video of my landing. Knees way ahead, flare threw them even more, had the butt sit/pop-up landing. Listening to this and seeing the video was a huge light bulb. Thank you!
I am so glad to hear that. Check out the Parachute Flight Safety safety video series, here: www.adventurewisdom.com/store/Parachute-Flight-Safety-Video-Series-B-License-Canopy-Course-AND-BEYOND-over-8-Hours-p41560614
@@Brian-Germain Thanks! Recently got your book, The Parachute and its Pilot, and videos that were included. Slowly going through them. I don't know how I missed the other goodness! 😁 The nerd in me loves the science/physics of parachute piloting.
@@msven that nerd will keep you alive.
😂 So it's good for more than putting my wife to sleep!? The recent landings have been SOO much better! Go figure, I can see the ground now that I'm in the right position vs legs flying forward and my head back. Working my way through all of the other videos and book!
I'm a noob, but I would not have guessed that loosening chest strap for landing would be safer. Thank you. Purchased your Ultimate video package. So much to learn. Thank you for your videos.
Please pass this around. Important safety information.
I'm struggles with the strap opening, thanks for the tip!
LOVE this guy! I bought all his stuff and can now pack and land like a pro...almost lol. Thanks Brain!
This guy is awesome.I would love to have been in this class Blue Skies!!!
Good teacher charismatic and knowledgeable
If we keep our eyes open, and fly a predictable patten that coordinates with the plans of others, a canopy collision is not all that likely. You still may be able to tighten your chest strap. Nevertheless, the likelihood of getting into a wrap when you aren't planning to do CRW is far less than the chances of landing. That happens every jump, and changing your harness into the "landing configuration" seems prudent to me. It is just the next step in parachute deployment.
Great info. I've been loosening my strap for awhile now but without much difference in the spread between the risers. I either need to take it out of the buckle or get a longer chest strap. I'll get a longer chest strap.
I'm the one with the legs coming out from under me. Lots of soar days. I will look forward to trying this technique. thxs
Great explanation and sharing of knowledge! Might save allot of us future injuries. Appreciate the videos & safety sections, thanks man
Thanks for your advice!! Is really useful!!
super fun grabbing your chest strap slack and cutaway handle at the same time and not being able to fully pull the cutaway handle. But good points for safer landing body positioning
Awesome content!
I really needed to watch this video again =)
Excellent video!
You make a valid point for loosening the chest strap and having a more stable landing, however, I fail to see how loosening the strap right after opening is safer because as you pointed out In the event of a malfunction after opening, it's obviously not safer.
Therefore why are you not advocating loosening the strap at a lower imminent landing attitude (500ft) ?
One part of your answer relates to general parachute stability. When the chest strap is loose, the risk of self-induced lines-twists is reduced significantly. This is because of the greater distance between the points on the lowest end of the system. The suspended load is essentially inside the triangle, rather than hanging below it. The second part of the answer relates to task loading in the pattern. If the standard procedure was to loosen the chest strap at 500 feet, the risk of canopy collisions (and accuracy problems) would increase dramatically. Looking around and flying the parachute is what is most important below 1000 feet. Further, the risks posed by cutting away with a loose chest strap are far lower then having everyone playing with their harnesses below 1000 feet. I know, I have cut away with a loose chest strap and I didn't die. Being fully aware under canopy is a far more important priority.
Very nice!
Thanks man, great advice.
Great information.... Thanks.
Cool video
So, if the chest straps is loosened how would one go from the, “ let it fly position” to full flare? Meaning would this put the pilot in partial brakes since the risers are much higher from the shoulder and when reaching for the steering toggles one would have to be pull down by a 1/4 so the pilot can prepare to flare. Thus taking away the, “ground effect” needed for a traditional landing. You should know I am returning to the sport after three decades. And the internet has taught me new techniques that I would not have otherwise have known about. Q2 where is your DZ? Q3 I have a thought on preventing a certain type of a high speed malfunction and would like to discuss it with you. I have limited range of motion reaching for the BOC pilot chute. It is a minor problem. Not that it prevents me from doing so but the idea can also aide someone like me with easer deployments.h
The risers become wider, but not higher. Thus the brake line slack is unchanged, and the flare is the same, but more powerful, with greater roll axis stability and best of all, the ability to lean forward and remain in balance over the leg straps.
As a tandem student the first time, it's alarming when the tandem instructor after opening ,says," let me loosen that chest strap".
LOL you got that right! He told in the plane that he'd loosen it after the chute opened. And he even said "I'm gonna loosen the strap now...It perfectly normal"... There was still an oh shit moment when I actually felt it loosen LOL
As some people mentioned before, when is really the best time to loosen the chest strap? I am confused now..
Hi Lisa, The issue is not straight forward, but I wanted to shed light on the entire issue so you can make an informed decision. I believe it makes sense to loosen the chest strap after a complete controlability check on the canopy. This way you do not need to re-tighten your chest strap following your decision to cut away. You can, of course take a moment to re-tighten it anyway. Both ways work, and we must remember that there is still the possibility of needing to cut away after the controlability check: i.e. Canopy Collapse, Collision, Self-induced Linetwists, etc.
Hi Brian, thanks a lot for your response! I will definitely change my routine. I used to collide slider, then loosen chest strap and then release the toggles. But loosening the chest strap as the last step makes way more sense. Watched many of your other videos. There will always be pros and cons but as you say, so important to make an informed decision. Thanks a lot :)
Canopy opens, you grab the toggles and set the brakes. You have a good canopy, then you loosen chest strap, and to do so do you let go of toggles, yes?
There are three options. 1) Let go of your breaks and loosen the chest strap in full flight 2) Loosen your chest strap with your toggles still stowed, and if one or both toggles fail to unstow properly, retighten the chest strap before cutting away if there is time so do so, and 3) Unstow the toggles and keep them in your hands as you gently go to half breaks and loosen the chest strap with your toggles in your hand, trying to fly straight with balanced brake input. It's really up to you, as the pilot in command, to do what feels right to you,
The chest strap can be loosened with the toggles in your hands, or you can release them while you do it. It's entirely up to you.
Thanks
Loved it!! Awesome Brian :-) More please. Keep up the awesome knowledge sharing :-)
that was awesome. thanks man
my concern has always been a canopy collision where I have my cheststrap fully open and my handles all over the place except the place where I'd expect them to be... offcourse - my dad being of the capewell generation and having had one capewell brake on opening once - I'd like to think I have the same skill to adapt to the situation... but still, any thoughts...?
What course is this?
Not sure I agree with the chest strap tightening move...
If you have a mess above you for whatever reason after you've loosened your chest strap there is a good chance you are low, and the last thing you need to do is fidget for a flapping strap before you initiate cutaway procedures.
If you can find your chest strap then you can find your cutaway. If you need help, then run your hands up from the relatively static point of your hip rings and follow the webbing up to the handles.
Don't waste any time tightening the chest strap - go straight for the handles as soon as you can.
Love this guy
This is what can happen on an open parachuteruclips.net/video/ksKV04BwnV8/видео.html
I paid $600 for a jumpsuit lol
That's its normal cost
It seems today, PD's Flight-1 canopy courses go against this principle....like it goes totally opposite this principle. I did Flight-1 course and it teaches (at least the guy who taught us) to lean back and sit in the harnass, even moving the leg straps a bit more down the leg so it sits more easily (kinda like a paraglider). The moment I was told this I didn't really get it since it goes totally against what I knew before. At the DZ I see many people landing in this "sit position" and some do it with chest strap loose but I guess this part has a secondary reason because it's also easier to do harnass input when chest strap is loose.
Sitting back on landing results is many injuries to the hips and lower back. The butt is not a good shock absorber. That is what the legs are for, which requires leaning forward in the harness.