The next step is to control the
The next step is to control the landing area. By this I mean that even at a considerable height you must recognize all possible participants in the air traffic, determine the direction of the turns and the approach, take into account the obstacles and calculate alternative options for action. Personally, I like to approach the area of the landing site along a long straight line, after which there should be a turn of 90 degrees for landing – this allows us to consider it well. If the terrain allows and the situation requires, I can easily give up landing on the main site and go to the spare. Never make S-turns and spirals if there is someone other than you in the air. In such situations, the most predictable and safest approach route is the aviation “box” – approaching with the wind parallel to the landing course, the “third” turn at 90 degrees perpendicular to the course of landing, and the “fourth” turn on the landing line.
Start learning speed landing should be approaching in a straight line with acceleration by two front free ends, which must be tightened by 10-12 cm. This approach will be similar to the standard, except that the front free ends must be smoothly started to let go at a height of several feet ( 1 foot = 0.309 m) higher than the one on which you usually start to perform the “pillow”. The “pillow” itself is performed smoothly and slowly. If you have to run after landing in calm weather, you have performed the “pillow” too low, or the brakes are set too low on the control lines. This moment should be eliminated before you begin to work out landing with acceleration at the front free ends. The main thing, before performing any maneuvers with front free ends, make sure that you securely hold the brakes and that they are securely fastened to the control lines!
When you start working out this technique, ask an experienced skydiver pilot to see a few of your landings, even better – take them off to the camera and take it out with you. With an experienced eye from the side, it is easier to see if you are not too aggressively working with front free ends, do you need to move the brakes, do you introduce brakes symmetrically when performing the “pillow” and so on.
When you achieve that all your landings are made without flights and undershoots, and you do not have to urgently change the landing plan due to previously unnoticed domes, you can proceed to the approach with a slight reversal using front free ends. Be honest with yourself: if you have to justify an unsuccessful entry by “valid” reasons like “the wind has changed,” “out of nowhere student,” etc., this means that you have not fully mastered the first two stages: air control and control of the landing site. Justification means unwillingness to take responsibility for insufficient experience or error in calculation. This mood has no place in the world of speed domes. The high speed of piloting modern domes is a source of great potential danger for jumpers, and imposes a great responsibility on pilots. Took the tug:
Then go to the shallow turns on the front free ends at 30-45 degrees on the landing line, with the transition to the acceleration of the two ends until the beginning of the “pillow”. If to exit the turn or accelerate you have to sharply invert the brakes, you have started the maneuver too low. A good landing is done with a gradual insertion and output of front free ends, followed by a smooth, slow “cushion”. Pulling the brake clearly indicates a bad technique. For a good landing, the dome accelerates slowly and goes to the “cushion” almost by itself as the pilot lets go of the front free ends and gradually introduces brakes to maintain level flight as the dome slows down. Over time, you will be able to increase the turning angle on the landing line to 90 degrees and release the front free end just before the starting point of the “cushion”.