This article first evolved on dropzone.com Jan 24, 2002 and is sometimes updated. Before you try any of this without supervision of an experienced crew dog (the only reason I can think of is because there isn't one around on your local DZ) read Mike Lewis' crewpaper as a prerequisite.
Let's talk safety first. The most dangerous thing that can happen doing CReW with `non CReW' canopies is pilot-chute entanglement without you noticing it. [added 25/12/2003: Actually it's getting sliced up by micro-lines] Then when you (try to) break up low (below 2500') it will scare you shit-less and it might be the last time you are scared. So get into the habit of checking those dragging pilot chutes before you break up and do it high. 150 feet in a down-plane is not the time to find out that your pilot-chutes are trying to make love... Now that I blew all the fun, let me try and make up. [added 04/07/2006: I will repeat this. If you do not have proper crew canopies available the safest way to go is static line old F111 student canopies.]
There are basically two ways to dock. The easy way and the hard way. The latter being more fun and challenging of course. Use two canopies that don't match. Position the small one in front and above (half brakes) and the big one (dog) behind and below. The dog will slowly rise since it has more float. Fly the leading edge center cell of the dog towards the container of the upper jumper, so all you see are legs and back. If you are very far behind the top (pilot) can start a slow turn and the bottom (pin) should not follow but predict flight-path and cut the corner. If you see his head your approach is to flat, use less toggle or a little front-riser. If all you see is feet you are to steep, use more toggle or less front-riser. If you loose sight make a front-riser turn away and set it up again or else be ready to deal with a wrap. When you're about a foot away shout `incoming' and when the fabric touches the pilot he should let go of his toggles and `grab what you can and hold on to it'. Well, that's just a figure of speech. If it scares you let go :-). If you time it right you'll be able to grab before you swing to far forward due to letting go of the toggles. Make sure you are in the middle of the canopy and stick your legs around the lines inside out.
[04/07/2006: Added a little more detail on who is where and when] Since nobody wants to be a sitting duck let's now take two similar canopies (I prefer two Lightnings loaded 1.5 :-) but for your first crew without crew canopies available I strongly suggest static-lineing old F111 student canopies.) Fly side by side touching end-cells (this should be hard enough so practice and play a bit) Now the docking requires both the pilot (later on top) and the pin (later on bottom) to maneuver. One of you can shout `Ready? -- GO!' Then both of you turn about 45 degrees in the same direction, pilot (guy turnig away from the other) using toggle en pin using front-riser (be smooth) What happens now is that the pilot who turns away ends up in front of the two of you and will float up and back towards pin because he uses toggle to turn. Pin who ends up trailing pilot will drop down and drive forward towards pilot because he uses front riser to turn. Pilot times and grabs pin. If you managed to do a bunch of nice docks try catching pins center lines with your legs in stead of grabbing fabric with your hands (if pin has cascades make sure you don't end up with A and B lines around your foot). This requires pin to `flare' at the right time so that he swings for ward when his canopy touches pilot who will then be able to `just stick his legs back and hook in' (arch). If you get a hang of it and have done both pilot and pin several times try a setup where pilot starts out low and behind (exit first) and pin in front and high. Now pilot keeps his heading and pin `just flies' toward his spot and docks.
[04/07/2006: I snipped away this paragraph. If you're curious check the original post.] The rest is some more general stuff and safety tips.
Planning is the most important aspect and involves discussing the problem, getting other peoples opinions and thinking them over, locating possible caveats, assessing uncertainties and risks. Always be very critical even with what you hear from experienced guys. They might not be as experienced as you think and if they are, they make mistakes too or have different assumptions and things may not be applicable to you. Don't just listen but think for yourself (I have a feeling that stubborn people live shorter lives). I quote Cheryl Michaels: Remember, whatever you hear, it's important to ask what canopies are being flown and what wing loading and if the team is doing anything special to their canopies. <<snip snip>> And remember, if you think of a different way to do it and someone says it's not possible, ask why. Over the years we've seen things flown that hadn't been possible, but some changes and some precautions made it possible. But if someone knows why it's not possible, listen. You'll have to figure out what you can do to avoid the problems if you want to try it that way.
Briefing. It should take anywhere from 15 minutes to 1 hour max. (after 50 minutes most people fall asleep). For jumping taking at least 15 minutes seems to pay off. On consecutive jumps you can skip the already mentioned. It consists of exterior factors (weather, jump-ship, landing zone), objectives you want to reach and how you think you are going to do that, emphasizing the bottlenecks and have a back-up plan. Finish it of with discussing safety points, who does what, when, why and how high (be interactive). Don't be formal about it but try not to wonder off, be to the point. Then you can go outside and walk it out on the platform (kinda like the belly-fliers do with their creepers). Really fly it trough like you would in the air. Think about position, maneuvers, toggle/riser input etc.
Skydive! There is a rule written in blood not to fly stuff you haven't briefed. This is especially true for new stuff. When I jump and get all excited I tend to sometimes feeling the urge to violate that rule but the little voice in the back of my head has kept me from doing it so far. Realize you haven't thought things through and will confuse the others on the jump. This is potentially very dangerous. The other day I saw this rule broken resulting in two cutaways. After a 16-way diamond post-dive formations were briefed to be stacks. Two guys floated their stack into a plane with incompatible canopies. Pins 193 stalled pilots 126 and he fell right trough the lines. An entanglement was born. After you land it's time for some person-bonding. All is allowed, hi-5's, hugging, yells, back-flips. This is to release some excitement so you will be able to talk normally again and other people can see they are missing something. Wait with the beer till after the last dive though :o)
Debrief. This can be the hardest thing if you don't have a camera person. General rule is that he who shouts the loudest is definitely right :-). If you want to continue jumping with the same person it pays of to be constructive and honest. In the air-force there was a huge change when the video camera was introduced in fighter airplanes. It enabled the young wingman to prove that the old shouting experienced force-lead weapon-instructor was talking bullsh.t. The effect was that the shouting made room for thorrow video analysis. This had a rocketing effect on overall performance. If fast progression is important to you find a camera person (but then you wouldn't be struggling around without a proper coach/instructor ether).
Here are some more guidelines I use. Tell people what you are up to, the DZ owner/chief instructor, the pilot and the others (on the load). Don't dock or transition below 2,500' (bump this up for your first tryouts). If you have a stable formation you are confident in flying you can keep it till 1,500'. Be gentile, you are not alone. Then you decide to break or land it (definitely not with an other puppy). Check that dragging pilot chute! Better yet, get rid of it. Retractable is the way to go but there is an other solution. I bet you and your friend can't wait to go out there this weekend and have a go at it. Ask the chief-instructor if you can static-line two F111 student chutes to do CReW (Disconnect the RSL. Turn off FXC once the chute is open). These are better fit to do your first CReW than your average meat slicing blade-runner or what have you. Learn to walk before running. I'm getting all exited, let's pray for Blues this weekend.
Keep a sharp lookout!
- Updated 04/07/2006 -