BrianSGermain

It is a matter of converting airspeed into lift, via an increase in the angle of attack. Angle of attack can be changed in one of three ways. The first is through an increase in the amount of drag produced by the canopy itself via an increase in the brakes. The greater drag of a parachute in brakes forces it to retreat behind it's neutral overhead position, which intern increases the angle of attack. The second comes as a result of rear riser application, which alters the fixed angle or trim, also known as the angle of incidence. The parachute itself achieves a higher angle of attack due to the rear riser application, and therefore increases the amount of lift it is producing. The third is through the well-timed use of the canopy's natural "recovery arc". In this method, the parachute achieves level flight due to the increased lift produced by the "A-B" section of the wing while in high speed flight. The parachute then rotates about its pitch axis all by itself, without any input by the pilot. This effect varies greatly depending on the design of the parachute, as well as the wingloading and density altitude and aggressiveness of the maneuver. I hope this answers your question completely and directly. If you want more info, try the website: www.bigairsportz.com. Brian Germain President Big Air Sportz.com. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

there is a great deal of information in the Big Air Sportz Owner's manual, which is located on: www.bigairsportz.com It is pdf file, and completely free to download. Go for it. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Brian Germain’s Swoop Camps The goal of the course is to promote safety, as well as improving technique. I try to hit as many topics as possible in the time allowed, which is why I try to do an entire weekend workshop now, rather than one evening talk. There is a lot to cover. The class-room portion of the course targets canopy flight skills and understanding as the primary subject matter, from the perspective of a parachute designer. I will, however, adapt the class to incorporate anything the students think is appropriate, as well as shaping the subject matter to fit each particular group of students. I also try to include lots of information on the psychology of survival in high stress situations, a topic on which I have done a great amount of research. I also include a copy of my book-in-progress: "The Parachute and it's Pilot" for each of the participants. The bulk of the learning is in the classroom, not the air. During the jumping phase of the class, I will provide specific jump objectives, as well as video everyone's landings for critique. I highly suggest booking well in advance of the planned date of the course, as the demand for this has become quite high worldwide. Brian Germain [email protected] Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

If you think about the geometry of your harness and riser system, there is absolutely no difference in pitch changes in the pilot's body. The risers are attached at two locations, one one the right, the other on the left. That's it. Therefore, leaning forward will not effect the performance of the parachute. There is a subjective difference, however, in the way the system FEELS. By leaning forward, with your shoulders against the main lift-web, you willhave a greater feeling of what is going on with your parachute. Further, you will be afforded a better view of the situation. There is another difference. Pilots who lean forward in the harness are speaking with their body language: "I am happy to be here". Leaning away from where you are going says the exact opposite: "When is this going to be over?" As for the aerodynamic drag associated with body position, there is very little difference, at least below about 20 mph. Drag increases dramatically with airspeed, so body position indeed has an effect at high speeds. The problem is, with the high "G" forces going on during the highest speed phase of the approach, it is hard to do anything to deliberately effect your body position. In a nutshell, it is really up to you. Whatever makes you feel comfortable, and allows you access to your field of vision as well as you control inputs. Whatever floats your boat, baby. Brian Germain President Big Air Sportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Just trying to get an idea of what you folks think of PD building the Big Air Sportz.com canopies? We've been doing it this way for a few years, and the quality has been great for us. We are of course, continuing to offer "Signature Series" canopies built by Brian Germain. We are simply wondering what the jumpers think of this subcontract arrangement, and if you think we should increase the capacity of our own manufacturing facilities. Thans for the feedback! Sincerely, Brian Germain Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Definitely a Samurai. It is the safest choice all-around. It has a reasonable recovey arc, not too long, not oo short. It has fairly light front risr pressure, which will alow you to start and finish your turn high, without the canopy pulling out of the dive. The airlock system makes the canopy incredibly rigid, and won't collapse in turnbulence. It is built stranger than reeve are, and will last you thousands of jumps. It is a very well-thought-out, well constructed design that is unparalleled. check out the website: www.bigairsportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Parachute stability, when considering a "stable design" comes down to two variables: 1) Parachute inflation/pressurization: If you don't have air in the wing, it's simply not a wing. A parachute with no air in it will fall like a brick, period. Airlocks do exactly what is needed for this aspect of stability. Better to have something inflated over your head then nothing at all. 2) Suspension line tension/"G" Forces: If the lines are not taught, the parachute can distort, despite the internal pressure. It is up to the pilot to monitor the "G's", and apply the toggles to increase the angle of attack when a zero "G" moment is beginning. Many in-flight maneuvers can induce line slack as well, and should be avoided at all costs in turbulence. We have resolved only half the battle by installing Airlocks in your canopy. The rest is up to you. You have enough jumps, you can skip one or two if it's not safe. "It's better to be on the ground, wishing you were in the air, than in the air, wishing you were on the ground." Brian Germain www.bigairsportz.com P.S. There's an article on Airlocks on our site, check it out!

I'll shut up now. Brian

The first model will be a 21 cell. Here's some pics from the meet. Please don't try this at home... or away from home for that matter. As you can see, the airlocks are opening all kinds of new possibilities for maneuvering capabilities.

Not just yet. We want to be 100% complete before anyone gets their hands on them. We're pretty close, though.

Actually, the paragliders that attempted to complete the nose didn't do so well, if you check your history. They didn't gather enough air pressure, and what's the point of that? This is why the modern Airlock is designed to gather as much air into the wing as possible, and them seal it in times of need. Notice that the panel lies parallel to the mean relative wind vector. Believe me, I've thought this through. Brian Germain Big Air Sportz.com

Interesting. When we spoke at the Carolina Skysports Boogie a few weeks go, you had not compared a canopy with and without airlocks, and expressed interest in getting your hands on one of my "control canopies". Have you done some test jumping since then? I have done this experiment hundreds of times, and have found PROFOUND differences. There is a reason why I have dedicated my life to this paradigm. Because I believe in it due to my experiences, and the experiences of thousands of customers. Careful how you do your marketing. You could sound old-fashioned or even vindictive when commenting on other manufacturer's ways. Brian Germain Inventor/Patentholder Valve Apparatus for Ram Air Wings

A little known fact about the modern airlock design is that they do act as crossbraces as well. The airlock panels are deliberately cut on the bias, which radiates the load across to the non-loaded rib. This is because our fabric does not stretch when loaded in line with the fabric threads (look at the boxes). This effect pulls in opposition to the force of the relative wind, and achors the non-loaded ribs near the high point of the airfoil, where the load is carried. Sorry this has to sound so technical, but I wanted to be precise. If you have any questions about this or seek clarification, please email me: [email protected] Brian Germain Inventor/Patentholder US Patent: "Valve Apparatus for Ram Air Wings"

There are many things to be debated with regards to pressure containment systems, such as my "Airlock" designs. It is best, however, to look at the facts: 1) There are nearly 3000 Airlocked parachutes out there, and no one has died as a result of a parachute deflation to my knowledge. 2) Paraglider designs are irrelevant, as the wing loading, aspect ratio and average airspeed are very different from that which we experience in skydiving. 3) Those that have actually jumped airlocked canopies are the only true authorities on the subject. 4) Airlocks do exactly what they are intended to do, contain the internal pressure in the airfoil. 5) The only manufacturers to utilize the airlock technology are Big Air Sportz, Inc., and Performance Designs, Inc. Other manufacturers are welcome to look into the possibility of including airlocks as part of their parachute designs, but thus far, only two have done so. The others, thus far, seemed content to justify why it is not necessary to contain the internal pressure in their wings. You make up your own mind. Just a thought, though: "If airlocks aren't keeping your air in, what is?" Brian Germain Inventor, Patentholder US Patent "Valve Apparatus for Ram Air Wings"

If you are on the market for a square 9-cell, look no further! The Lotus is a great performer, especially in the flair. The airlocks add a whole bunch of security in turbulence as well. The glide is similar to the Sabre 2, as were the landings. Very fun canopy for the intermediate pilot!