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Air Adventures AFF: Level 5

SOLO TURNS AND FORWARD MOTION

JUMP SEQUENCE:

When your jumpmaster says "GET INTO POSITION", take your position in the door.
When you are ready to exit, turn to your right and shout "CHECK IN!" to your JM.
The JM will respond "OK!" and nod his head when you are ready to go.
Do the exit count - "Ready! Set! Arch!"
On "Arch!" step to the left, out of the plane.
Count to four, maintaining a hard arch.
Do one practice ripcord touch.
Check your altitude.
Your JM may give you hand signals, and will then move in front of you.
If everything is going well, and you seem stable, your JM will release you and fly 5-10 feet in front of you.
Maintain hover control. If you slide backwards away from the JM, use forward motion to correct.
Maintain heading. If you seem to be turning away from the JM, turn back towards him.
Your JM will give you a turn signal - a hand pointed in one direction. Turn 180 away from the JM, then turn back.
Check your altimeter. Your JM will not give you turn signals unless you check your altimeter first.
Your JM will give you another turn signal. This time, turn 360 degrees, and stop facing him.
Check your altimeter. If altitude permits, your JM will give you another turn signal.
At 6000 feet, shake your head to indicate "no more manuevers."
Your JM will move back beside you when he sees this. Do not follow!
Wave off and pull at 5000 feet.
Count to five and check your parachute.

PERFORMANCE STANDARDS:

Do smooth, slow turns in each direction. Do not allow yourself to build up speed in a fast turn.
Maintain altitude awareness by checking your altimeter often.
If you find yourself backsliding, use your forward-motion skills to correct it.
Signal no-more-manuevers at 6000 feet, then wave off and pull at 5000 feet.

LEVEL FIVE HINTS:

To fix stability problems - ARCH!
Check your altimeter after every turn.
Be aware of your legs! Unwanted leg motion is one of the most common problems on level 5 jumps.

REMEMBER THE MOST IMPORTANT PARTS OF ANY SKYDIVE:

PULL!
PULL AT THE RIGHT ALTITUDE!
PULL STABLE!
LAND SAFELY UNDER AN OPEN CANOPY!

Before

Level 1

Level 2

Level 3

Level 4

Level 5

Level 6

Level 7

By admin, in General, October 26, 2005

AFF Training - Level 6

By admin, in General, October 25, 2005

Air Adventures AFF: Level 6

By admin, in General, October 25, 2005

Air Adventures AFF: Level 7

By admin, in General, October 24, 2005

AFF Training - Level 7

By admin, in General, October 24, 2005

AFF Training - Level 8

Napoleon Skydiving Center: Level 8 - Solo Dives
Congratulations on your successful completion of the New Napoleon
Skydiving Center's Accelerated FreeFall Program. You are probably
wondering "Where do I go from here?". The answer is that whether
you have 10 jumps or 10,000 jumps, there is always more to learn.
As an AFF Level VII graduate, that journey begins with (surprise)
level VIII. The Level VIII program is a series of solo dives
designed to accomplish three goals:

Perfect the skills learned in the AFF program.
Build confidence in your ability to exit an aircraft at a lower
altitude (should that need arise).
Develop the ability to identify and use a rig equipped with a
"hand deployed" main pilot-chute.
These goals will be accomplished over the 4--8 solo dives of the
Level VIII program. Once these goals have been reached, you'll be
ready to start making coached dives with experienced skydivers
to work on your air skills. Relax, have fun, be safe, and see you
in the coaching program....
AFF Level 8 (Page 1) - AFF Skills
The first phase of the NSC Level VIII program is a series of two to four
solo dives to practice the things you learned in the AFF program.
The emphasis here is on having fun and building some confidence your
ability to skydive "on your own". You will also be practicing for
the next phase which is a low altitude "clear and pull" dive.
TLOs

Perfect ability to perform poised and diving exits.
Perfect ability to start and stop controlled turns.
Practice backloop and frontloop maneuvers.
Practice tracking to gain horizontal separation for opening.
Practice for "Clear and Pull" by maintaining stability while
performing a PRCT within 5 seconds of exit on at least two dives.
Maintain good altitude awareness.
Perform dives in a safe manner.
Wave off, then pull at or above 3000 feet.
Land within 20 meters of target (record distances in logbook).

Dive Suggestions
The exact format of these solo dives is up to you, but it will probably
resemble the AFF Level VII dive flow somewhat. It is important to
use a good ground reference when practicing turns to enable you to
judge your ability to start and stop them on heading. When practicing
tracking, do so in a direction perpendicular to the aircraft's line-of-flight
to stay clear of groups exiting before or after you. It is suggested that
solo jumpers leave the plane after the smallest RW group, but before tandems
and AFF groups (which open higher). Remember that the priority on all
skydives is Pull, Pull at the assigned altitude (before 3000'), Pull stable.
AFF Level 8 (Page 2) - Low Altitude Exit
Throughout the AFF program, dives were performed from high altitudes
to give a maximum amount of freefall learning time on each dive.
Unfortunately, due to circumstances beyond our control, skydivers
must often exit the aircraft at lower altitudes due to mechanical
or atmospheric problems. This dive is to get you acclimated to
the lower altitude exit.
TLOs

Ability to perform a stable exit.
Initiation of deployment within 5 seconds of exit.
Land within 20 meters of target (record distance in logbook).

Dive Suggestions
The first low altitude exit should be performed between 4000 and 5000
feet. The exit is not dramatically different than the exit you used
for Levels I--VI (poised exit). In this case though, you will be
initiating the main ripcord pull before reaching terminal velocity (which
would take about 10 seconds). To insure stability at subterminal speeds,
a hard arch position is used. This is accomplished by putting
the hips and chest into a "maximum arch" position. Additionally,
the arms and legs are extended straight. When performed correctly,
it should look like the letter "X" when viewed from the front or
back.
When performing the actual dive, exit the aircraft from the poised
position and perform a hard arch. Give a two to three second count
and then initiate a main ripcord pull in the usual manner, recovering
immediately to the hard arch position. This dive is also
good for practicing your spotting skills since you will probably be
the only one exiting on this pass. Remember that you are not at
terminal velocity, so a 3 second delay translates to only about 150 feet
of altitude loss (versus a 500 foot altitude loss at terminal velocity).
AFF Level 8 (Page 3) - Transition to Hand Deploy
Most experienced skydivers use rigs employing pullout or
throwout main canopy deployment systems. These systems eliminate
pilotchute hesitation and make packing easier. They also demand
more proficiency of the jumper.
TLOs

Understand and identify pullout and throwout deployment systems.
Be able to pack a throwout deployed pilotchute.
At least ten practice pulls on a throwout deployment system.
At least one jump with a throwout deployed main canopy.
Land within 20 meters of target (record distance in logbook).

The Pullout Deployment System
Though it was developed after the throwout system, the pullout deployment
system is actually more like a traditional ripcord deployment system.
In the pullout system, the deployment handle is attached to a straight
closing pin and to the base (or bottom) of a springless pilotchute.
As the deployment handle is pulled, the pin is first extracted from
the container closing loop. As the handle is pulled further, the
pilotchute is pulled from the now open container and inflates, pulling
the handle from the skydiver's hand. The handle is usually mounted on the
bottom of the container.
The Throwout Deployment System
The throwout system was the first "hand deployed" pilotchute system
developed. The handle is attached to the apex (top) of the pilotchute.
The pilotchute itself is externally packed (usually in a pocket on the
legstrap or bottom of container. The pilotchute is extracted from its
pocket and released at arm extension. It then inflates and pulls a
curved pin from the closing loop, opening the container.
Using a Hand Deployed System
In any hand-deployed system, there are several things to be aware of:

Stability is important. If activated in an unstable position, the
hand deployed pilot chute can easily entangle with the jumper.
Note that this does not mean that the pull can be delayed until
stability is achieved! The priority is still Pull, Pull by the assigned
altitude, Pull stable. The pilotchute should be released at full arm extension. Releasing
it sooner can allow it to be "sucked" into the jumper's burble.
The handle will be in a significantly different position, possibly
one that cannot be seen.
To prepare for your first hand deployed jump, have a staff member demonstrate
the correct technique for folding the pilotchute. Then make several (ten
or more) practice pulls on the ground, concentrating on maintaining good
form and a good arch. Finally, perform at least one skydive using the
hand deployed system. Plan your breakoff and pull at least 1000 feet higher
than usual to allow for the new deployment procedure (but make sure to
alert others that you are doing so).
Where do I go from here?
Now that you have completed the solo dives of the level VIII program,
you are ready to begin skydiving with others. Your immediate goal
should be to qualify for a United States Parachute Association
"A" License. The minimum requirements for that license beyond
what is accomplished in the AFF program are:

Twenty (20) freefall jumps including 5 minutes of total freefall time.
Landed within 20 meters of target on 5 jumps.
Unintentional water landing training.
Participation in at least three 2--way relative work jumps.
Pass a written exam.
Note that application for any license requires documentation
of the requirements (usually a logbook entry). When you are ready,
you may contact any of the AFF Instructors for information on taking
the exam and applying for the license.
You should also have begun accumulating your own skydiving gear. At
a minimum, you should already have ordered or received:
A hard, Protec style, helmet (which NSC requires until 50 jumps).
A jumpsuit appropriate for your size and weight.
A visually accessible altimeter (either chest mounted or wrist mounted).
Goggles.
You should also be in the market for a complete rig (main parachute,
reserve parachute, and harness/container system). There are many
manufacturers of parachutes and containers, each of which produces several
product lines and sizes. Ask staff and other jumpers for suggestions on
the type of gear they recommend (but remember they are only
suggestions). A new rig will cost between $2500 and $4000
depending on the choice of components. A used rig will cost less, but
should be carefully inspected by an FAA rigger prior to purchase.
There are many other items that are useful for skydiving, many of
which can be obtained through regular sporting goods sources.
Gloves are necessary for skydiving whenever the temperature on
the ground or at altitude drops below 40 degrees farienheight.
Equipment should be stored and transported in a protective container
like a duffel, gear bag, or hard case. A USPA Skydiver Information
Manual has information necessary for passing the license exams and
performing special dives like night or demonstration jumps.
Finally, keep in mind that you are entering a new sport quite unlike any
you previously have experience with. Jumping with others will be
helpful, but you must carefully determine the experience level and ability of those wanting
to "coach" you. Just like "Two drowning men cannot save one another", two recent AFF graduates cannot effectively teach one another to skydive, and may actually represent a hazard to each other.
NSC offers several coaching programs and many jumpers enjoy coaching novices.
Staff members can introduce you to available coaches who we feel do a good job. If you have questions about the ability of someone wanting to coach you, ask. Freefall time is
expensive and we want you to make the most of yours.
Good luck, have fun, be safe.

Dale Southard,

Safety and Training Advisor,

Napoleon Skydiving Center,

AFF/I, VTM, Sr. Rigger, D--11216

Level 1

Level 2

Level 3

Level 4

Level 5

Level 6

Level 7

Level 8

By admin, in General, October 22, 2005

Skydiving at Night

So you want to make a night jump and don't know what to expect? Here is an example of how many dropzones run their night jump procedures and what you need to know before you participate in night jumps.

Before you even sign up for night jumps at a DZ you need to do a few jumps at the location during the day. Open somewhat high on at least one of the jumps looking and examining the potential hazards and outs if you end up in any direction from the DZ at night. Also before the end of the day arrives you need to have at least 1 glow stick and 1 strobe light that can be easily turned on under canopy.
Typically most dropzones will hold a briefing before dark to go over the procedures for the specific location or situation. You will most likely then be asked to sit in a dark room with no lights for a period of time to allow your eyes to adjust to the darkness
Typical things that are covered during night jump briefings include:
Prep work
In plane procedures
Exiting
Opening separation
Under canopy behavior
Landing Before you can even prepare your eyes for the night skydives you need to prepare your equipment. First take the time to actually do a proper pack job on your main. Last thing you want to add to an already complex skydive is a reserve ride. You need to securely attach a glow stick to your altimeter or use a clearly lighted altimeter. If you are going to use a glow stick it is best to activate it before you start preparing your eyes then cover it with duct tape that is pulled off right before you jump. This insures that your glow stick is not a dud and it also keeps the light from shining on people's eyes. You also need to securely fasten your strobe light to you or to your rig. Attaching it to the rear of your leg, rear of your helmet or back is preferred since as the strobe fires your body will be blocking the light from getting in your eyes, but it is still very visible to everyone else. Some DZ's also require you to attach glow sticks to an arm so you need to listen during the briefing for individual DZ procedures. The most important thing in the preparation of the equipment is for the strobe and light sticks to be securely attached.
One of the most important things you can do to maintain your night vision is to avoid looking at any lights during your climb to altitude. Make sure your jump plane does not have any interior lights on, that no one is using flashlights, or anything else to light up the plane. The only color light that should be used inside the plane is a red light since that does not affect night vision. If there are any other light sources or colors (from jump lights) cover as much of them as possible to maintain your vision and still maintain their functionality.
According to the USPA SIM first time night jumpers are required to do a solo before they do any group night skydives. It is a really good idea to spend your first time in freefall at night looking around to make sure you find the landing area and pulling at your correct altitude. Typically groups are sorted by both group size and wing loading of the people in the skydive. Usually people with higher wing loadings are the first out on night jumps for reasons to be detailed shortly. After the groups and solos have been sorted most good night jump organizers will dictate exit order and pull altitudes. Usually with larger planes such as Caravans, Otters, Skyvans and Casa's two passes are made to allow for a greater horizontal separation then normally is allowed. Discuss with the pilot and S&TA; what the needed delay is for proper night jump separation. Exit on time, but as during the day do not rush the count. Just prior to exiting you need to activate the lights in the altimeter or uncover the glow sticks. DO NOT activate the strobes yet. In the last rewrite of FAR 105.19 the FAA changed the wording so the strobes no longer have to be active in freefall and since the lights of others in the group could affect your vision keep the strobes off. You do need a strobe that's visible under canopy still though.
At most DZ's each night jump group is separated by a solo skydiver. The first group out the door is assigned the lowest pull altitude. 3000 feet is a standard first pull altitude for the first group to allow proper separation and more time to deal with the complexities of night canopy flight but this may change with the group experience and DZ procedures. Each solo or group exiting after the first group is assigned an altitude 500 feet higher then the previous group up to usually 4500 to 5000 feet. Pull at your correct altitude. Do not pull higher then your altitude since the combination of horizontal separation, vertical separation and wing loading separation make for the safest possible night jump environment for you.
Once under a good canopy you need to do a few things differently than you normally would. The first is do not collapse your slider. The flapping noise that it makes can be heard by other canopies that might be getting close to you. You also need to turn on your strobe light. Do not do any spiraling or altitude loosing maneuvers since this will eliminate the vertical separation factor that the assigned pull altitudes established. Remember that. In a lot of cases of near misses on night jumps its usually discovered one jumper spiraled down to the other jumpers' level. Fly a very conservative pattern with no hook turns, S turns or other erratic flying. As you are flying constantly be scanning for the dropzone, outs, hazards and other canopies in the air. Hazards at night are different then hazards in the day since its easier to mistake a river for a road or not see power lines. If you are going to land off, try to avoid landing extremely close to roads since there are probably power lines above them you can not see. Always assume a PLF when landing off at night since you will not be able to clearly see the landing area.
Typically most DZ's will light their landing areas by having the jumper's cars facing into the wind with the headlights on. Jumpers must plan and fly a flight pattern that has them passing over the cars high enough to miss them, but low enough that they do not out fly the lighted safe landing area. Overshooting the landing area is acceptable if the jumpers know the terrain and know of any potential obstacles they need to avoid. Notice the wind direction as you are boarding the plane, in some locations near large bodies of water the winds will change 180 degrees at night as the temperatures change. Take note of the lights and wind direction before you are set up to land. Also to safely land at night the jumpers are best advised to concentrate on the horizon more then looking down. Looking down will distort your vision and cause you to assume you are at the wrong height for flaring.
If you learn nothing else about night jumping learn about the shadow effect. In a lot of situations where the moon is at your back as you are landing you will see a large black canopy rising up on a direct collision course with you. This is your shadow that you are flying into. Lots of jumpers have made avoidance turns only to pound themselves into the ground breaking bones or killing themselves only to find out it was their shadow they were avoiding. As soon as you land depending on the DZ procedures and where you landed, most DZ's either have you walk towards the cars or to the side of the lighted landing area. Others have you stay where you are until your entire pass has landed. Check in with either manifest or the organizer as soon as you land.
Additional safety items to be taken into consideration are to carry a cell phone and the DZ phone number with you. Carry a DZ business card or pamphlet with you to make sure you have the correct local DZ phone number and not just a 1-800 number that redirects to them. This way if you land out you can call to let people know where you are or if you need help. Give your cell phone number out to manifest so that if you do not check in right away they can try to contact you. Leave the ringer set to high so if you are injured the rescue parties can locate you that way. Also a whistle around your neck can be used under canopy to scare away any canopy coming close to you or if you are coming close to them. The whistle is also a great way of assisting responders to find your location if you are hurt at night. As with all jump activity, the use of any alcohol or drugs is not only against the law, it is dangerous to others and STUPID. If you or others are unable to refrain from said activities do not get on an airplane to jump. Also some jumpers go the extra steps of attaching a glow stick to their main risers so in the case of a cutaway it is easier to track and then retrieve from the ground. Discuss the best method of doing this with your rigger or S&TA.; If a jumper lands off field do not rush into a truck to get them, slowly drive towards them with your head lights on high with someone walking in front of the truck to make sure you do not run over an injured jumper.
This article was compiled by Eric Boerger D-26333 with assistance by Keith Laub, Michael Owens and Art Shaffer.

By admin, in General, March 28, 2005

The Long Haul

There are many areas of this sport in which we can invest ourselves, so many avenues in which to excel. By focusing heavily on a single discipline, we are able to achieve significant notoriety in a fairly short period of time. By utilizing the superior training techniques, personal coaching and wind tunnel rehearsal, modern skydivers are able to reach significant prowess in just a few months of participation in the sport. Although the speedy gratification of our desires is tempting and rewarding in the short term, there is a larger, more important goal. We must survive.
I asked Lew Sandborn what he thought was the biggest problem in the sport today. With very little hesitation he stated that what concerns him the most is "new jumpers trying to make a name for themselves before their skills are ready for them to have that name". We want to get it all in one shot, and instantly achieve all of our goals. In a pursuit as complex as skydiving, it is impossible to get all the necessary information in a short period of time. We have to keep learning, and hope that our knowledge bucket fills up before our luck bucket runs out.
It is difficult to see the big picture of our lives from where we are at any given moment. We forget that the medals we strive so hard to achieve will not mean much when we are older. They will just represent more stuff to box up when we retire to Florida. In the end, the things that matter most pertain to the choices that we wish we could take back. Twisting an ankle today might seem like a small issue, but in fifty years from now, it will be something that effects whether or not we can ever jump again.
Picture yourself forty or fifty years from now. Are you still skydiving? Do you have pain in your joints from a bad landing? The quality of your life in the future is dependant on the choices you make today. If that wise old geezer that you will someday be could somehow communicate to you in the present-day, it might sound something like: "Stop trashing my body!"
We are insecure when we are young. We are so uncertain of who we are that we feel a need to prove ourselves at every opportunity. We think that who we are is based on our most recent performance. We go to great lengths to show the world what we can do, and often pay a hefty price for our impulsiveness. Short-sighted goals neglect to take into account anything that does not achieve that goal. If looking cool and wearing the right gear is your highest priority, you may find yourself joining the dead skydivers club before too long.
I hate sounding like an old fart. People assume that being safety oriented means that you have to be boring. Not true at all. We can have fun; we just need to keep the throttle below 100% thrust if we are to control where we are going. The long-term survivors in this sport all seem to have this perspective; whether or not they talk about it. We sit around in trailers at boogies, shaking our heads at the ridiculous behavior that repeats itself over and over. We watch people eat it in the same ways that they did last year, and twenty years before that. It’s like the message did not get out or something. The message is: "Pace yourself, this is a long journey".
On every jump there is a way for your life to end. No matter how many jumps there are in your logbook, the Reaper is watching for the moment that you stop paying attention. He is looking for the one thing for which you are not prepared. This fact does not require your fear, it requires your attention. If you are to be there at the Skydivers Over Sixty Swoop Competition, you must let go of your grip on trying to prove yourself, and stay focused on the stuff that really matters.
The real identity of a skydiver is not in how many medals they win or how stylishly they swoop. It is in how long they jump and how safely. There simply are no Skygods under the age of sixty. If you want to prove yourself, stay alive.
BG
Brian Germain is the author of The Parachute and its Pilot, a canopy flight educational text as well as Vertical Journey, an illustrated freefly instructional book. Brian is also the President of Big Air Sportz parachute manufacturing company, and teaches canopy flight courses all over the world. To learn more about Brian, or to order a book, go to: www.BrianGermain.com.

By BrianSGermain, in General, December 19, 2004

Thermals 101: A Paraglider’s Perspective

I am much more experienced in paragliding than skydiving and in paragliding we really respect the thermals as they are what we need to fly – but at the same time can cause all sorts of havoc close to the ground.
Thermals are bubbles of rising air. They might extend all the way from the ground to a cloud or they might be just a bubble. I have been told to study a 1970 hippie lava light, as the rising lava in the light is nothing more than a thermal.
If a thermal bubble leaves the ground and rushes up in a column of air, there is a void that must be filled - with the same amount of air going down or sideways outside the thermal as is going up in the thermal. Again, think of the lava light – as the lava rises, the oil fills the void where the lava was. In other words, if you land near a thermal that is bursting, you can be in the middle of a gust of wind that is going down or sideways filling the area under the thermal. I have been in a thermal that went up at 1,400 feet per minute – which is faster than a lot of jump planes. Somewhere there must have been air going down 1,400 feet per minute to fill the void.
If you see a wind indicator (wind sock) quickly change directions, you might have just witnessed a thermal near by. On a quiet day in a field of tall grass you can hear them leave too, just a quick rustle of the grass is all you hear.
A lot of times thermals are the most aggressive close to the ground as they are narrow and get wider as they go up. They can be explosive off of a super heated asphalt driveway or black roof. There are some “surface tension” forces that keep the thermals close to the ground until they break off. If the wind changes a bit, it might be all it takes to make a thermal release.
In paragliding, you know you are about to enter a thermal when you start to feel turbulence or even go down a bit. You actually judge your angle of attack into the thermal by looking at how the wing turns as you enter it. If your wing flies straight but surges back evenly, you entered it straight on. If your wing turns, part of your wing hit the thermal first causing the turn. If your wing surges forward, you probably just left the thermal.
It is very easy on a large paragliding wing for half of your wing to be in a thermal and the other half not – causing all sorts of fun things – like asymmetric collapses. You could “hear” them in your wing all the time, they sounded like fabric getting loose then springing tight. Big asymmetrics could collapse more than half a canopy.
On very active thermal days, only the advanced would dare to fly paragliding canopies/wings because you could experience all sort of "asymmetric collapses” or other dynamic unexpected events.
Paragliders are rated by DHV ratings, 1 thru 4 where 1 is the safest to fly, which rate their handling in stalls and collapses. My DHV 1 GIN Bolero glider turns 90-180 degrees in an asymmetric collapse and must spontaneously recover to get the DHV 1 rating. Gliders rated higher might need pilot intervention to recover from a collapse. Turning = loss of altitude = hit the ground hard any way you look at it. Have you ever studied what might happen to your canopy under an asymmetric? How do you fix it?
To avoid thermals close to the ground, I avoided ground treatments that absorb heat, like rock (pea gravel) or cement. In paragliding – we liked the green soccer fields, but I don’t think DZ have those.
Thermals are caused by heated air on the ground being abnormally hotter than the air above. They “break” off of any pointed object, as small as a shrub. We were taught – turn the ground upside down after a rainstorm and anywhere water would drip off is where thermals rise. It is a mistake to think thermals only happen on hot days, because temperature difference, not just warm air, causes thermals. If the atmosphere is cold and the tarmac is hot – expect a greater thermal than normal even if the outside air temperature is freezing.
There are all sorts of mathematical equations used to predict thermals and the strength of thermals, some available on the 1-800-WXBRIEF FAA Flight Service Center pre-flight briefing system, such as the “wave soaring forecast” and the “K index”. The K index measures stability in the atmosphere. You can also speak to a pre-flight briefer who can help interpret the data – but since I don’t speak pilot, I was always intimidated to talk to the humans and only played the recorded messages.
If you are interested, you can study the “lapse rate” which is the phenomenon that as air gets thinner higher you go up in the atmosphere, the air pressure goes down and so does temperature. Physics says pressure and temperature are related due to fact higher pressure causes molecules to be closer to each other. Pure science says that the “dry adiabatic lapse rate” is 5.5 degrees per 1000 feet. This means, if you jump out of a plane 12K above the ground, expect it to be 66 degrees colder at 12K than at the DZ because the air is under less pressure.
But our flying areas do not exist in scientific test tubes – there is instability in the atmosphere. If the actual temperature, lets say 2K up, is more than 11 degrees colder than the ground temperature – you are bound to experience even more aggressive thermals than normal as the atmosphere tries to find balance.
Oh, thermals cause clouds – the reason why paragliders fly “cloud streets” of thermals across country. It is possible to experience “cloud suck” also, where the thermals are so strong you get trapped in a cloud and must use advanced techniques to lose altitude.
Note – I am not an expert at this. Someone with more experience is invited to correct me. But my point is: aggressive thermals can cause turbulence close to the ground, which can very easily cause landings to be rough.

By tdog, in General, November 8, 2004

Learn to Skydive - Get started in 5 Steps

By admin, in General, October 16, 2004

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