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Disciplines

    Indoors Outdoors - Translating Between The Tunnel & The Sky (Part 2)

    Of all the basic orientations and body positions available, good old sitfly is the one that changes the most between indoor and outdoor flying. If you have done any head up training in a tunnel, your coach will very likely have been hitting you over the head from the very beginning about how you need to use your back more and your arms less. Learning to freefly is about understanding how each and every surface of your body can be presented to the wind in different ways that work together to create lift and drive. Your back is the biggest single surface that you have - and as such knowing how to use it properly and from early on not only makes flying head up easier on every other surface you use, it feeds into many, many other skills.
    Head Up Is Cool
    Just a mere handful of years ago it was much more common that sitfly abilities were seen as another frustrating speed bump on the way to ‘getting head down’ - and as with belly and backfly only the minimum possible understanding and skill development was needed (or tolerated) before you do the ‘proper flying’ that was cool and not lame. In no small part thanks to the macroscopic nature of modern tunnel training people now seem to mostly accept and understand that the path to improving as a flyer is one that embraces good foundational skills that cover all the orientations properly. The ways that programming your body via repetition to understand movement and build both confidence and awareness have such a strong symbiotic relationship that the better you are at one thing, the easier it is to learn another.

     
    Even a well fitting harness might develop space that can hinder your movement  
    Being diligent and thorough with something that is comparatively easy will make the harder thing easier and you will get it much quicker.
    Also, some imaginative people did awesome, progressive things with their feet pointing at the ground and as a result we have learned that doing head up flying is as challenging, rewarding and fun as anything else. With bigway records and complex feetsdown angle flying becoming more and more regular - head up has never been more exciting.
    What About My Parachute?
    Herein lies the difference. Your container assembly is made from a really grippy material and from the ass-end is not so aerodynamic. Also, as often as not, when flying head up your body position will generate a little (or a big) space between your back and your rig, exposing more surfaces to the wind that you need to consider. The sum total of these factors is that your rig hampers your ability to use your back to get about the place, and the balance of how you move shifts over to the other surfaces you have available - your arms and legs. When learning to sitfly a good coach will explain and demonstrate exactly how all the surfaces of your body work together and how to safely manage the difference between indoor and outdoor movement. Once you have learned how to do it, using your back for movement in the tunnel is easy peasy. When you put on a parachute and try the same thing while skydiving you will feel like your rig is trying to anchor you on the spot and you must adapt how you fly accordingly.
    Technical Difficulties
    While the following is true of other positions, a good early example of how developing good technique between the tunnel and sky is with sit. The tunnel is an enclosed space in which you need to generate the correct amount of lift with your body to fly and remain in the right place - whereas In the sky there is no net to worry about so strength and diligence with your body position becomes less important to maintain a position.
    There is stability in speed and it is easier on your body to fly fast.

     
    Understanding how to use your limbs important  
    So, in the sky things feel a little looser and jumps tend to fly a little faster. This is great when applying things you have learned in the tube, as once you remember to be subtle you will have it nailed to the wall - but it is important to be aware that the same adaptation in reverse means it is easy to develop sloppiness and wind up battling with inefficient and tiring technique when you go back inside. The way to avoid this is always consider your body position as part of your pre and post jump process. When running through the plan in your brain, picture yourself flying in a proud, efficient position and break down the movements you are aiming for into each surface you will bring to bear on the wind. Afterwards, include analysis of not only what you did, but of how you did it as part of your personal de-brief. if there is video of the jump go through it frame by frame and deconstruct exactly what is happening with your body and how the changes you make effect your movement.

    By joelstrickland, in Disciplines,

    Indoors Outdoors - Translating Between The Tunnel & The Sky (Part 4)

    Part Four: Belly Flying


    It is probably important clarify exactly what we are talking about when referring to belly positions. Not to be confused with ‘Relative Work’ or ’Formation Skydiving’ or whatever saucy nomenclature is used in your part of the world for gathering up your bootie friends and doing as many doughnuts and thingys as you can - within the sphere of freefly training ‘belly’ means the various forms in which the side of your body with your belly on it is presented towards the wind.
    An important part of evolving into a wise and learned freefly type is the difference between merely teasing belly flyers for being lame and actually meaning it. Serious flat flying is very technical and contained within it are many of the concepts it is crucial to understand to fly competently in other orientations - such as developing spacial awareness, using multiple surfaces of your body at the same time to control both place and position, and the processes of planning and executing bigger, more complex skydives.
    The better you are at one element of flying the easier the others are to learn.
    Freefly is about mastering movement across all three axis, any way up and at any angle, and learning to fly with the wind hitting the front parts of your body is not only as important as any and all of the other parts - it is available right from the start. There are a couple of very good reasons why good belly basics are not something to dismiss or overlook. Firstly, the circumstances you are training under (indoors or from aircraft) require you to achieve some kind of basic proficiency anyway - so why not use the opportunity to cram as much of it into your brain as possible? Secondly - down the road when you are ready to attempt some of the more advanced tricks and transitions, understanding more advanced methods of how to fly on your belly will help a great deal.
    How Does Belly Carving Work?
    The general rules about learning to carve in (or from) a belly position are the same as doing so on your back. The mechanics of carving do not change wether you are head up or head down, facing inwards or outwards, and if flying on high speeds or low speeds:

    The combination of a drive and a turn creates a carve.
    When carving, the input with your body required to generate the turn part of the equation is small. Controlling everything else is the same - the surfaces you apply to the wind to alter your speed both horizontally and vertically remain constant, so when you are learning to carve in the tunnel you are training the same movements and positions that you use for tracking and angle jumps. You start flat and work up through to higher speeds and steeper angles - which is directly reflected by the skydives you perform as you build your confidence with tracking jumps.
    Orientation and Awareness
    It cannot be overstated how important spacial awareness is. As you work through the various stages in a training programme there are drills in which you are re-programming your muscle memory to do the exact opposite of what it has normally done every time in your life up to this point. Up is down, left is right, forwards is backwards. It takes time and is frequently frustrating, so anywhere you can find the opportunity to gain a head start is valuable. The same drill we discussed in the last chapter - where you can fly in a flat orientation (on your back) and switch (as far as your brain is concerned) between a head up and a head down position simply by moving your head is also applicable when on your belly. The opposite version of the same procedure has a comparable outcome and similar advantages:

    Helping you to fly an outface carve in the tube without losing control or getting dizzy.
    Setting you up for learning to fly head down positions and then perform transitions between head up and head down without being bamboozled by it.
    Progressing your angle skydives into steeper and steeper positions while maintaining safety and awareness.

      As we touched upon in the previous chapters, as you push through the training stages the symbiosis not only between each orientation of flight but that of the indoor and outdoor environments becomes more and more apparent. Knowing some details of how things all work together with each other hopefully de-mystifies the process somewhat and puts you on the good foot from the start. Getting to where your ambitions lie is a long road and the key to a more rewarding and fulfilling time with it is to recognise each step of the way as being of equal value. Every small push forwards is an important victory and an essential part of the bigger picture.
     

    By joelstrickland, in Disciplines,

    Atmonauti MOPs and PASA

    CONTENTS1. GENERAL



    1.1 THE CATEGORY TESTS ARE DESIGNED FOR

    1.2 ATMONAUTI COACHES

    1.3 TEACHING FORMAT

    1.4 COACHING CRITERIA & LAYOUT OF INSTRUCTIONAL COURSE

    >2. EQUIPMENT



    2.1 CONTAINER

    2.2 DEPLOYMENT SYSTEM

    2.3 ALTIMETERS

    2.4 CLOTHING

    2.5 AAD (AUTOMATIC ACTIVATION DEVICE)

    2.6 RESERVE HANDLES

    2.7 GOGGLES

    2.8 HELMET

    3. PROCEDURES & RULES OF THE SKY



    3.1 DEFINITIONS

    3.2 GROUP LOADS

    3.3 FLIGHT PATTERNS

    4. CATEGORY TESTS AND REQUIREMENTS



    4.1.a FRONTMONAUTI

    4.1.b CATEGORY II

    4.2.a BACKMONAUTI

    4.2.b CATEGORY III

    4.3 FLIGHT NAVIGATOR

    4.4.a FOOTMONAUTI

    4.4.b CAT IV

    5. LICENCE REQUIREMENTS
    6. COACHES

    1. GENERAL
    Atmonauti, unlike traditional freefall - including tracking and flocking - (that utilises the relative gravitational wind from “below” to achieve a multitude of stable body positions at terminal velocity) is the term given to the technique that intentionally utilises lift to compensate for the effect of gravity, in order to achieve relative wind (or a custom “tube”) at an angle of between 30deg - 75deg, where after the atmonaut (atmosphere navigator) introduces a multitude of three dimensional body positions, transitions, and docks, while “falling” at greatly reduced speeds (70mph – 110mph), resulting in extended free-fall time and increased safety.
    Atmonauti, due to the reduced air speeds, is a social discipline, which is accessible to the masses.
    Atmonauti incorporates Frontmonauti, Backmonauti, Footmonauti, and Inverted Footmonauti.
    The Atmonauti coach is the navigator in the group jumps, is capable of coaching single jumpers and/or groups of jumpers at ground-school level specific to safety, technique, navigation, slot positioning and break-off etc. and is furthermore responsible to fly as base navigator in the formation, while communicating body position improvements and general flight path direction and break-off.
    It will be necessary that the coaches are involved in the management of the activity at the centres and be responsible for all activities different from vertical fall, specific to flight planning.
    The logical progression of skills is:

    1. understanding the concept of flight vs. fall,

    2. understanding the concept of no-fly zones and flying on “level”,

    3. “flying” the tube (frontmonauti and backmonauti),

    4. adjusting speeds,

    5. adjusting levels,

    6. rotating around two of the three axes,

    7. transitions into the various body positions,

    8. break-off direction and altitudes.
    As soon as a student has successfully completed ISP progression, such a student can choose to progress to Atmonauti.
    An Atmo ISP programme is designed to assist ISP Students who wish to progress to Atmonauti CAT II and CAT III.
    Jump 1 - one on one with coach

    Jump 2 - one on one with coach

    Jump 3 - one on one with coach

    Jump 4 - one on one with coach

    Jump 5 - group jumps, with maximum 2 Cat I students

    Jump 6 - group jumps, with maximum 2 Cat I students

    Jump 7 - group jumps, with maximum 2 Cat I students
    B licence and above may join coaching groups without the Cat II requirement.
    1.1 THE CATEGORY TEST JUMPS ARE DESIGNED FOR
    The student who has obtained Category I status through the successful completion of the Intermediate Skills Programme.
    1.2 ATMONAUTI COACHES
    The Atmonauti category system is instruction based. In order for students to progress safely and without learning bad habits, it is essential that coaches actively participate. Current and competent PASA rated Atmonauti Coaches, who need not be PASA instructors, can teach it. Provided that the teaching is standardised (taken directly from the manual) the student should be able to visit any drop zone in the country and receive the same coaching and information. The holder of a current coach rating must sign off Category II, Category III and Category IV tests.
    CATEGORY SYSTEM COACH’S OBJECTIVES
    • To provide information before, during and after the skydive

    • To teach basic Atmonauti and further discipline skills, as laid down in this section

    • To teach SAFE Atmonauti flying in any one of the disciplines in a way that both the coach and student never loose sight of having fun

    • To communicate in the air by using “in air” signals

    • To teach and remedy mistakes as they happen in order that the student may carry on learning throughout the skydive

    • To give the student a good deal



    NOTE: Acknowledge if you have made a mistake – the student will appreciate an honest coach.
    1.3 TEACHING FORMAT
    Before the jump:


    • Check student’s logbook - look for indication of a student’s ability.

    • Talk through student’s objectives - applicable to the skydive.

    • Talk through the jump sequence and show a video if possible.

    • Teach each new skill in turn - applicable to the skydive.

    • Discuss importance of flying minimum 45 degrees off jump run, and following the Coach/Navigator at all times.

    • Dirt dive the jump sequence as best as possible from exit to pull (talking the student through).

    • Dirt dive the jump sequence as best as possible from exit to pull (the student talking you through).

    • Confirm in air signals (practice these with student).

    • Confirm break off altitudes and direction of break-off.

    • Confirm emergency procedures.

    • Check equipment and dirt dive more.
    In the Aircraft:


    • During the climb (approximately 5000ft) ask the student to talk you through the skydive from exit to pull.

    • Suggest that the student mentally dirt dives periodically until run-in.

    • On run-in and before exit check pins and puffs.

    • Take student to the door and observe the spot.
    After the Jump:


    • Debrief – first the student’s version then the coach’s (dirt dive exactly what happened from exit to pull)

    • Corrective training – establish the student’s weak points and give corrective training. Advise the student what to practice on the next jump.

    • Logbook – student to fill in the logbook making comments on each part of the jump sequence. Coach must write in their recommendation for a repeat or pass on the skydive.
    NOTE: It is recommended that the coach jump with a camera. Video is one of the best training tools.
    NOTE: The next coach can obtain valuable information if the logbook has been filled in correctly.
    1.4 COACHING CRITERIA & LAYOUT OF INSTRUCTIONAL COURSE
    1.4.1 Introduction
    Atmonauti is the term given to the technique that intentionally utilises the torso (as an aerofoil) to generate lift, while ‘diving’ at an angle of between 30deg – 75deg to generate relative wind required for lift.
    1.4.2 Comparison Freefall vs Atmonauti/Flight (including tracking)
    Freefall = no lift attempted. Tracking = spilling air. ATMO = lift generated with angle + torso.
    1.4.3 Concept of lift, how to use the torso as an aerofoil, including angle
    Discuss aerofoil, relative wind striking leading edge travelling over torso, importance of angle.
    1.4.4 Round vs Square canopies (drag vs flight)



    • Round = Drag, no lift, freefall

    • Square = angle of attack to generate air speed, use of aerofoil to create lift, front/rear risers
    1.4.5 Body Positions – Frontmonauti only, Backmonauti as reference



    • General Body Position - Chin Down, Arms Forward, hips back, retaining curvature

    • Control surfaces – Arms and legs to speed up and down, use of hips to change angle

    • Backmonauti position discussed briefly for reference only.
    1.4.6 Fly Zones, flying on head level



    • General set up above and ahead, seeking opposite horizon

    • Discuss head level at angle in relation to the ground

    • Discuss no fly zones and reasons
    1.4.7 Exit – placing in door, count, exit order, correct body position on exit
    1.4.8 Flight path – 45 min deg to jump run (safety 1st)
    Discuss importance of flying off jump run and staying with group to avoid risk of collision, move to centre on opening i.e. after break-off return to common centre away from jump run until other canopies open.
    1.4.9 Break-off and varying altitudes of break-off for groups
    Maintaining position in group, breaking off with angle of 45 deg between jumpers “fanning out”
    1.4.10 Signals
    Turn left/right, speed up, increase angle, break off, other
    1.4.11 Equipment including audible altimeters
    1.4.12 Log book and reference to Manual of Procedures, briefing and debriefing of jump, signing of logbook, informing NSTO of category qualifications, etc.

    2. EQUIPMENT
    Every skydiver’s nightmare is a premature opening. Firstly, the jumper may be transitioning and become entangled; secondly, they will be going faster than the recommended canopy opening speed; potentially fast enough to hurt, seriously injure or even blow up the reserve.
    2.1 CONTAINER
    Containers must be tight fitting and should never allow for exposure of risers, pins and most importantly the bridle and pilot chute. Exposed risers are not recommended. Ensure that all pin protection flaps and riser covers are secure as with AE container requirements.
    2.2 DEPLOYMENT SYSTEM
    Bottom of container (BOC) throwaway or a pullout deployment are vital as the pilot chute and bridle must be stowed tightly away from the airflow. NO leg strap throwaway’s allowed. Keep your closure loop tight and in good condition, inspect it for wear on a regular basis (every pack job) and check Velcro for wear.
    2.3 ALTIMETERS
    It is advisable for every participant to wear not only visual, but audible altimeters on all Atmonauti flights.
    However, it is a compulsory requirement that a minimum of 50% of the atmonauts on the same formation wear audible altimeters.
    2.4 CLOTHING
    It is important that clothing does not restrict movement and that it does not cover cut-away / reserve handles
    2.5 AAD (AUTOMATIC ACTIVATION DEVICE)
    An AAD is recommended to all those who can afford it. The potential for collisions exists.
    2.6 RESERVE HANDLES
    Ensure that Velcro is in a good condition. One can also decide to change the metal D – handle to a puff the same as the cutaway puff. However if you prefer to jump with your alti on your palm the D – handle is the preferred option.
    2.7 GOGGLES
    Should not limit visibility and should be securely tightened, as the varying body positions and higher speeds easily dislodge them.

    2.8 HELMET
    A hard shell helmet (and goggles – for open face helmets) is compulsory for all Atmo skydivers excluding “D” licence holders.

    3. PROCEDURES AND RULES OF THE SKY
    3.1 DEFINITIONS
    Student refers to the person performing the test
    Coach refers to the coach of the test, as well as the reference point or Navigator for the student. It is the responsibility of the student to appoint a capable coach / cameraperson and confirm it with the CI.

    Navigator refers to the person in the sky toward whom the student or the rest of the formation is working towards, who sets angle and speed, and who’s responsibility it is to fly minimum 45 degrees off of jump run.

    Atmonauti Relative Work (ARW) refers to Sequences and Blocks, including transitions and inters, to include Frontmonauti, Backmonauti and Footmonauti positions.

    Backmonauti refers to the performer flying on heading on his back with his back towards the earth.

    Frontmonauti refers to the performer flying on heading on his belly with his back towards the sky.

    Footmonauti refers to the performer flying on heading feet-first with his back towards the ground.

    Break Off refers to separation in the sky prior to opening altitude. Minimum break off altitude is 4500ft AGL to allow for good separation and time to slow down. Please see 3.2 Group Loads for additional information specific to Group break off minimum requirements.

    Grip is a recognisable stationary contact of the hand(s) of one competitor on a specified part of the body or harness of the other competitor, executed in a controlled manner.

    Dock is a recognisable stationary contact of the foot (feet) of the one competitor on a specified part of the body or harness of the other competitor, executed in a controlled manner.

    Atmonauti position: objective is to achieve head-on relative wind (or a custom “tube”) at an angle of between 30deg – 75deg to the ground, with horizontal movement in relation to the ground, whilst searching for lift with the torso - freeing up the limbs to achieve hand grips and foot docks.

    Heading refers to the direction in which the “leading edge” of the performer faces.
    Leading edge refers to a specific body part of the performer (either head or feet) which is the first point of contact with the relative wind generated from the angle of attack.

    No Fly Zone Frontmonauti: Behind, below, and not on head level during the approach

    No Fly Zone Backmonauti: Ahead, above, and not on head level during the approach
    Head level: The level of the approaches - utilising the head as reference in relation to the angel of attack set by Navigator.
    3.2 GROUP LOADS
    Groups from 2 – 3 jumpers will break off at an altitude of 4500 feet AGL, in accordance with the break-off pattern as briefed by the coach/navigator.
    Groups from 4 – 7 jumpers will break off in two phases, with 4 jumpers breaking off at 5000 feet AGL and the remaining jumpers breaking off at 4500 feet AGL, in accordance with the break-off pattern as briefed by the coach/navigator.
    Groups from 8 – 11 jumpers will break off in three phases, with 4 jumpers breaking off at 5500 feet AGL, 4 jumpers breaking off at 5000 feet AGL, and the remaining jumpers breaking off at 4500 feet AGL, in accordance with the break-off pattern as briefed by the coach/navigator.
    Groups from 12 – 15 jumpers will break off in four phases, with 4 jumpers breaking off at 6000 feet AGL, 4 jumpers breaking off at 5500 feet AGL, 4 jumpers breaking off at 5000 feet AGL, and the remaining jumpers breaking off at 4500 feet AGL, in accordance with the break-off pattern as briefed by the coach/navigator.
    Minimum exit altitude for Atmonauti jumps is 7000 feet AGL.
    3.3 FLIGHT PATTERNS
    Flight patterns are in accordance with aircraft exit patterns as briefed by the coach or navigator, but whereby in general it is important to note that experienced navigator groups exit first and whereby inexperienced solo jumpers/groups will exit last (excluding wingsuit jumpers), and should be discussed prior to boarding with the pilot.
    In general the Atmonauti groups fly at minimum 45 deg to run-in so as to fly away from, and create separation to, freefall jumpers exiting closer to the dz.
    In the event that more than one Atmonauti group is present on the aircraft, the first group will exit at 45 deg to right and the second group 45 deg to the left and third group 45 deg to right (as with first group) and so on.
    Inexperienced groups exiting last should be aware that a flight pattern of 130 deg might be required in order to avoid flying away from the recommended landing area. Attention should be paid to the direction of the preceding Atmonauti loads to avoid opening close to such preceding groups.

    4 CATEGORY TESTS AND REQUIREMENTS
    Cat I and B, C & D licence jumpers may commence a Cat II and Cat III Atmonauti progression course.
    One-on-one instructionals are not obligatory but highly recommended.
    4.1.a Frontmonauti



    • have passed a theory exam on the basic Frontmonauti rules and techniques.

    • have passed a test that consists of performing a flight with the instructor who, during the flight, will perform changes of speed, of angle and of trajectory.

    • the candidate will have to demonstrate the ability to always remain at a constant distance in relation to the coach, and never be in the “no fly zones”.

    • have passed practice jumps that consists of being able to synchronize with the formation and remain at a constant distance, and on level with it, for the duration of the flight, while never going into the “no-fly zone”.

    • have shown the ability to correctly separate in frontmonauti at break off.

    • to execute the above test correctly on three consecutive flights.
    4.1.b CAT II



    • have successfully passed Frontmonauti brevet/license requirements (see above).

    • have passed a test of exiting the aircraft 1 second after the coach, taking a stable dock from the fly-zone within 10 seconds, holding the dock for 5 seconds, releasing and crossing over the coach to the opposite side, taking a stable dock and holding the dock for 5 seconds.
    Once the Atmonauti CAT II is obtained, the candidate will be free to participate in large Atmonauti groups utilising the Frontmonauti body position exclusively without a recognised coach present.
    4.2.a Backmonauti



    • have passed a theory exam on the basic Backmonauti rules and techniques.

    • have passed a test that consists of performing a flight with the coach who, during the flight, will perform changes of speed, of angle and of trajectory.

    • the candidate will have to demonstrate the ability to always remain at a constant distance in relation to the coach, and never be in the “no fly zones”.

    • have passed practice jumps that consists of being able to synchronize with the formation and remain at a constant distance, and on level with it, for the duration of the flight, while never going into the “no-fly zone”.

    • have shown the ability to correctly separate in backmonauti at break off.

    • to execute the above test correctly on three consecutive flights.
    4.2.b CAT III



    • have successfully passed Backmonauti brevet/license requirements (see above).

    • have passed a test of exiting the aircraft 1 second prior to the coach, taking a stable dock from the fly-zone within 10 seconds, holding the dock for 5 seconds, releasing and sliding under the instructor to the opposite side, taking a stable dock and holding the dock for 5 seconds.
    Once the Atmonauti CAT III is obtained, the candidate will be free to participate in large Atmonauti groups utilising the Frontmonauti and Backmonauti body positions, including transitions, without a recognised coach present.
    4.3 Flight Navigator
    The navigator qualification allows the navigator to navigate group Atmonauti loads of recognised Cat II and Cat III atmonauts. This qualification is not a coach qualification.



    • Must have a JM rating

    • Must pass a theory exam on Atmonauti Navigation rules and techniques.

    • Must exit the aircraft stable, and maintain a stable and consistent frontmonauti body position.

    • the candidate will have to demonstrate the ability to fly and maintain a safe and correct flight path.
    4.4.a Footmonauti



    • have passed a theory exam on the basic Footmonauti rules and techniques.

    • have passed a test that consists of performing a flight with the coach who, during the flight, will perform changes of speed, angle and trajectory.

    • the candidate will have to demonstrate the ability to always remain at a constant distance in relation to the coach, and never be in the “no fly zones”.

    • have passed practice jumps that consists of being able to synchronize with the formation and remain at a constant distance, and on level with it, for the duration of the flight, while never going into the “no-fly zone”.

    • have shown the ability to correctly separate in footmonauti at break off.

    • to execute the above test correctly on three consecutive flights.
    4.4.b CAT IV



    • have successfully passed Footmonauti brevet/license requirements (see above).

    • have passed a test of exiting the aircraft 1 second prior/after the coach, taking a stable footmonauti position from the fly-zone within 10 seconds, holding the position for 5 seconds.

    • Demonstrate the ability to transition safely (180 side transition) into backmonauti.

    • Demonstrate the ability to transition safely (180 side transition) from backmonauti to footmonauti
    Once the Atmonauti CAT IV is obtained, the candidate will be free to participate in large Atmonauti groups utilising the Frontmonauti, Backmonauti and Footmonauti body positions, including transitions.

    5. LICENCE REQUIREMENTS
    A-Licence:

    As per section 2 of the MOPs.
    B-Licence:

    As per section 2 of the MOPs.
    CAT II & CATIII qualification in Atmonauti - signed off by a recognised Atmonauti Coach.
    C-Licence:

    As per section 2 of the MOPs.
    Flight Navigator and Coach qualification in Atmonauti - signed off by a recognised Atmonauti Coach.
    D-Licence:

    As per section 2 of the MOPs.
    CAT IV qualification in Atmonauti - signed off by a recognised Atmonauti Coach.



    6. COACHES
    The coach rating is designed to give a formal qualification to those who teach Atmonauti jumpers up to Cat IV level. All applicants for coach ratings must be recommended by a CI and endorsed by the Atmonauti sub committee of the SSA (see Form 19).
    The Atmonauti coach is the navigator on the coaching group jumps, and is capable of coaching single jumpers and/or groups of jumpers at ground-school level specific to safety, technique, navigation, slot positioning and break-off etc.
    The coach is qualified to fly as base navigator in Instructional Formations, while communicating body position improvements and general flight path direction.
    The candidate should know perfectly all the rules specific to Atmonauti, as well as general club rules, and general knowledge of the MOPs and above all he should be able to explain them in an easy and correct manner.
    An applicant for an Atmonauti Coach Rating must:



    • Have a minimum of 200 jumps?

    • Hold a PASA B, C or D licence?

    • Have successfully completed a PASA-ADZO approved Jumpmaster, Static Line Instructor, or AFF Instructor Course.

    • Have matured his/her experience in Atmonauti, and holds a valid Cat II and Cat III in Atmonauti.

    • Hold a valid Navigator qualification.

    • Have acquired the technique and philosophy of the Atmonauti discipline and is capable of communicating such information in a simple and understandable fashion.

    • Have passed an Atmonauti Coach Evaluation Test that consists of:

    - exiting the plane a second after the coach

    - performing a frontmonauti hand grip on his right within 10 seconds from the exit

    - flying the grip perfectly for 5 seconds

    - leaving the grip and passing above the coach at not more than a meter, passing to his left and performing a hand grip on the left hand of the coach

    - flying the grip perfectly for 5 seconds

    - leaving the grip and performing a transition to backmonauti

    - performing a grip in backmonauti on the left hand of the coach

    - flying it perfectly for 5 seconds

    - leaving the grip, while remaining in backmonauti and passing under the coach to the right side of the coach, and performing a grip on the right hand of the coach

    - flying the grip perfectly for 5 seconds

    • Have passed an oral exam on the Atmonauti technique, and have the necessary knowledge required for the instructor rating, specific to organising large formations (coaching, planning the formations, break-off etc)

    • Have passed an evaluation practice test that consists in organizing an Atmonauti group jump including verbal instructionals, preparation on the ground (analysis of the conditions and parameters), flight planning, briefing, and debriefing all the phases of the flight.
    Once having passed these tests, the candidate will receive an Atmonauti Coach Rating and can start the activity of Coach and organizer of instructional flight groups.
    It will be necessary that the Coaches are involved in the management of the activity at the DZ’s and be responsible for all activities different from vertical fall, specific to flight planning (flight patterns).
    To remain current as an Atmonauti Coach the rating holder must:



    • Have performed at least 50 jumps in the previous 12 months of which 25 must be Atmonauti coaching jumps.

    • Have performed the Atmonauti coach evaluation jump with a current Atmonauti coach, respectively changing roles to prove ability as a coach and flying skill accordingly.

    • Attendance of an Atmonauti sanctioned coaching seminar in the previous 12 months is highly recommended.

    By admin, in Disciplines,

    How To Tube: Getting It Right

    Tunnel instructors are a very special bunch Outside of the physical progress with your tunnel flying skills, there are some things to keep in mind when you visit your local tube that will aid both efficiency and enjoyment for yourself and those around you.
    Once signed in at the facility the instructor for your session (each session as they rotate) is the one in charge and should be the person you approach first with any questions or concerns - not the hoity-toity fancy coaches or other flyers (or even the other instructors).
    He or she does this every day and is under pressure to make everything run smoothly and on time. If you instructor is doing their job properly he or she will find you plenty previous before your session and discuss what is going to happen - they should enquire after your intentions but also let you know who else you will be sharing the tunnel with and what they are doing too. If you are with a coach who has overlooked this quick but necessary part of the process then consider getting a better, more communicative coach.
    Instructors are very fragile - try to help them out If you are a student - do not hesitate to get involved! Not asking when you need to know something will probably only result in looking like an arse in front of a bunch of people than a functioning human in front of one.
    If you are not with a coach and are relying on instruction from the tunnel staff - seek them out and talk to them before you start. The job of tunnel instructor is all about good efficiency - with time and energy both - and if you embrace this they will go the extra distance for you will do better out of your training as a result.
    Tunnel Monkeys enjoy teaching people stuff in the tube, it is why they do a physically demanding job for crappy money - yet those same reasons lead to short patience with disorganised and unhelpful flyers. You can aid them by personally finding and talking to either the instructor for your session, or if your instructor is nowhere to be found or prohibitively busy - the tunnel driver. The driver will (should) be halfway responsible for keeping track of your session anyway so you can relay your intentions - the two should constantly relay information to one another before and throughout the session.
    Happy instructors will make your life easy Here are a few things to remember:
    Be Ready: Tunnels all try to avoid running late and to buffer against the things that make this happen they will try to operate ahead of time as often as possible. Arrive early.


    Brief early. Be ready to start and ready to go first.
    Accommodate: When conducting a session an instructor has to consider many things, not only the requirements of every individual in the group, but what is happening both beforehand and afterwards. It might seem quiet but there can be anything form a long list of circumstances that require the maintenance of a tight ship - things like television crews and scheduled maintenance always require more time and extra work from the staff.

    Don’t Leave Your Shit Everywhere: The tunnel might let experienced flyers take drinks and such into the staging area but not the newbies - this is because you can be trusted to be safe and organised with your things. The same goes for around the building.
    Tunnel facilities are public places and the companies that operate them want to appear suitable as such, so put your pants back on and clean up after yourself.

    Know What Else is Happening In Your Session: Learn how long you will have between each of your rotations. Never rely on having long enough gaps between your flights to brief as you go (see part 3 for more). Plan accordingly. You are paying for those twelve seconds it takes your team to put their helmets on and set up - the clock is running.

    Thou Shalt Not Take The Piss: The instructor for your particular session is the only one you need to talk to about your plans, and they are in charge. They do not give a single fuck about “what they let you do last time” or what “usually happens” because you “fly there all the time”.

    News Travels Fast: Instructors whine and gossip like nobody else. If you are difficult with one of them everyone will know it before the day is out. This works the other way around too. It only takes a small amount of communication and consideration to get the staff on your side, and they will see you right. Finally - remember be nice and have fun. There is no substitute for more tunnel time and quality coaching, but everything you can do at the edges to facilitate a positive and productive experience at the tube helps. Putting in a bit of effort to try and make things easier for those around will reflect in both you own skills and the opportunities you are presented with amongst your flying community.

    By joelstrickland, in Disciplines,

    How To Tube: Managing Sessions and Understanding Rotation

    Image by Annette O’Neil
    Tunnel flying can be physically demanding, especially at the beginning. Being in good shape will help but tunnel fitness is largely built through learning good technique and trying to fly as regularly as possible.
    The more you fly the more you will be able to fly, in terms of both duration of each period you spend in the tunnel and the necessary rests in between. ‘Rotation’ is the term widely used to refer to the process of sharing time in the tunnel amongst the flyers in each session - of rotating them around so everybody gets to use their minutes in sensible portions and with ample rest periods.
    Not all indoor skydiving facilities are the same - some have an enclosed (i.e. locked) staging area immediately next to the flight chamber that necessitates formalised sessions of a set duration (usually 30 minutes) which those booked to fly divide amongst themselves. Others tunnels might have an open staging area (i.e. not locked) in which the flyers can come and go as required - which leads to a little more freedom and flexibility for deciding upon the order of rotation, but more chance for things to turn into a shambles if those concerned do not manage the time properly and let it get out of hand.

    Playback monitor and session information at Hurricane Factory Slovakia. Image by Annette O’Neil
    As indoor skydiving facilities grow progressively fancier, the most likely way sessions will be displayed is via a monitor where each and every minute of flying is listed via software that is linked directly to the tunnel’s manifesting system. The programmes used to run the daily activities is most likely specific to that tunnel (or that type of tunnel) and will have its own particular idiosyncrasies. However - there are many places to fly where the primary method of marking people’s time is by writing everything out on a white board and crossing off the rotations one-by-one with an actual finger.
    Here is a simple list of some different ways of splitting up time:
    Sharing Sessions with the General Public: People off the street giving indoor skydiving a try will likely have bought a package that involves a couple of rotations of a minute or two each. If you are in a mixed session with some newbies you can really help by being on point with your personal plans as your instructor will likely have his or her hands full with the nervous and baffled. Look out for small children bailing out early or people faffing with their gear - if you and your coach can jump straight in when the instructor needs to tend to a tiny crying human or fix a gear issue in the staging area so they don’t have to interrupt a flight they will love you for it.

    The more the merrier - just be sure everyone knows the plan.
    Sharing Sessions with Belly Teams: Belly flying is very serious so much coaching, practicing and remembering needs to be achieved. Teams are often fond of shorter rotations such as 1:30s or 1:40s so they can squeeze another go out of a session. If your tunnel has a video playback system on a delay it will likely be set for longer than this so it is easy to get repeatedly caught with your pants down still watching yourself on the screen as the belly types get out.
    Sharing Sessions with Freeflyers: Freefly training these days is all about the low speeds. Flying on lower wind is easier on your body and the mixture of positions and training methods means it is possible to fly for longer. Rotations of 2.5 minutes have become standard and some coaches and flyers prefer three minutes. Remember, nobody sensible really wants to high five this much - but it is the done thing.

    British VFS team QFX at the World Air Games. Image by Ewan Cowie
    Sharing Sessions with VFS Teams: VFS is hard work so teams frequently like one minute rotations which can be a pain in the balls. They should be nice to you about it. You might find your rest periods very brief or even be asked to do shorter rotations in your own time so they can rest too. Stand your ground - as policy tunnels do not guarantee the breakdown of sessions but you are a paying customer an as such should be accommodated. As you progress you might be fine with one minute gaps but as a new flyer it can be too much work.
    Although it really only involves some very simple maths, organising rotation can be confusing at first which sometimes puts people off figuring it out - resulting in experienced flyers (who should know better) with a total inability to behave efficiently when at the tunnel. The most important thing you can do to make your sessions as smooth and beneficial as possible is communicate with the other people involved - and once you understand a few simple principals you are ready to go.

    By joelstrickland, in Disciplines,

    Indoors Outdoors - Translating Between The Tunnel & The Sky (Part 5)

    Part Five: Head Down
    Learning to fly upside down can be tough. Once a student reaches the point at which the coaches and instructors in charge of their progression and safety invite them to start, he or she should be suitably skilled in the other main orientations of flight in order to manage the variables involved in practicing head down with confidence. However, all too often this is not the case - and although things are improving as training methodology evolves and becomes more widely understood - too few students invest as much time as they should in the right foundational skills in their big rush to get to head down.
    The main thrust of these articles is to highlight some of the many ways that various elements of freefly training feed into and stack upon each other to create a deeper understanding of how flying actually works. The process of learning head down is a great example of exactly how many things someone could and should be able to do before they begin with those expensive headstands on the net - in order to make the whole endeavour much smoother, easier, cheaper, and vitally - more fun.
    Safety First!
    On the most basic level, good backflying and sitflying skills will keep you safe while learning head down. The ability to properly control yourself in these positions on high windspeeds is the minimum by which you should be allowed to get started. Even for those us totally devoid of maths, the ability to reset yourself onto the net in just a handful of seconds after needing to bail instead of fifteen or twenty (or more) spent bouncing around the top of the tube is clear to see.
    Investing in your backfly and sitfly early on will save you a great deal of time and money down the road.
    In addition, every bit of progress you make in the other areas of your training feeds directly back into your ability to fly head down. Doing this other stuff is more fun and easier on your body than spending hour after hour on the net.
    How Does Head Up Help?
    Aside from simply being able to safely get in the tube on wind speeds high enough for head down flying, many of the ways you sitfly about the place can be practiced and then switched the other way up as a means of making you brain understand what is going on. The most efficient way to figure out a line or a sequence of moves when you are first learning on your head can be to get it right with some sitfly first where it is easier to maintain awareness and fly with a position in which you are stronger - then flip it over. The way movements are flown from the one orientation to its opposite can be very similar - the space, the lines and the subtleties are very often one and the same.
    How Does Carving Help?
    Carving your way up from low wind speeds on both your belly and back help your head down flying from the very start by helping your brain to recognise the single most important rule to maintaining positional awareness:
    When you go from head up to head down - left is right and right is left.

    Once you have got the hang of static head down, moving around is next. Understanding how carving works and practicing it on low speeds is the way to both good technique and a much quicker mastery of it on high speeds. The best way to frame the process is to think of carving in the tunnel as learning the ability to fly at any angle and velocity as opposed to separating high speed and low speed into two categories. Once you get steep enough, the skill set you need to apply to carving becomes closer to that of head down flying - but the most important thing to understand is the fluidity. The golden moment is when your carving drills and your head down meet in the middle.
    How Do Layouts Help?
    Proper layouts are tough to get right. Frequently people have to do a great many, working through the smallest refinements in technique before nailing them. Training layouts teaches you body many things, but within the context of this article the most prescient value they have for helping with your head down skills is to get your body up over your head and travelling through the axis you need the most control of when flying (or transitioning through) a head down position. Head down is scary at the start - the wind is fast and is hitting your control surfaces from the wrong sides - having some layouts under your belt will help with being relaxed at the idea of your feet being high up and your body low down.
    The thing to remember is that all the pieces matter. While it is entirely possible to learn how to fly head down buy achieving the minimum possible requirements to be allowed to try, and then spend a great deal of time and money hammering away at it the way people used to do all the time - there is now a way that is more fun, less tiring, and that will ultimately give you a stronger skill set, better understanding and more useable tools for skydiving.

    By admin, in Disciplines,

    Annexure A – ARW2 Intermediate

    Intermediate
    Both competitors participate exclusively in the orientation of Frontmonaut.
    Make-up of the 5 manches:
    Manche 1 : 3 [Free]

    Manche 2 : 3 [Free]

    Manche 3 : 2 [Free] + 1 [Block]

    Manche 4 : 3 [Free]

    Manche 5 : 2 [Free] + 1 [Block]
    For every manches there will be a draw of the individual moves for the respective and eventual sequence.
    Moves for the Category Intermediate




    By admin, in Disciplines,

    Annexure C – ARW2 Super Advanced

    Both competitors participate exclusively in the orientation of 'Fronmonaut" and "Backmonaut".
    Make-up of the 5 manches:
    Manche 1 : 3 [Free]

    Manche 2 : 2 [Free] + 1 [Block]

    Manche 3 : 1 [Free] + 2 [Block]

    Manche 4 : 3 [Free]

    Manche 5 : 2 [Free] + 1 [Block]
    For every manches there will be a draw of the individual moves for the respective and eventual sequence.












    By admin, in Disciplines,

    Annexure B – ARW2 Advanced

    Both competitors participate exclusively in the orientation of "Frontmonaut" and "Backmonaut".
    Make-up of the 5 manches:
    Manche 1 : 3 [Free]

    Manche 2 : 2 [Free] + 1 [Block]

    Manche 3 : 3 [Free] + 2 [Block]

    Manche 4 : 3 [Free]

    Manche 5 : 3 [Free] + 1 [Block]
    For every manches there will be a draw of the individual moves for the respective and eventual sequence.
    Moves for the category Advanced

















    By admin, in Disciplines,

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