4-1: Skydiving Emergencies 
Types of skydiving emergencies include those occurring in aircraft, during freefall, on deployment, during canopy flight, and on landing.
Regular, periodic review, analysis, and practice of emergency procedures prepares you to act correctly in response to problems that arise while skydiving:
Annually, review all aircraft, deployment and landing emergency procedures using appropriate training aids.
Monthly, dedicate a clear-and-pull or high-pull jump to practicing canopy-flight-emergency-procedure skills.
Before each jump, review the procedures for both avoiding and responding to emergency situations. Long periods between jumps not only dull skills but heighten apprehensions.
At every reserve repack, practice your reserve emergency procedures on the ground. Simulate some type of main malfunction, then cut away and deploy the reserve. This practice will provide you with first-hand knowledge about the potential pull forces and direction of pull on your gear.
Proper preparation and responsible judgment greatly reduce the probability of encountering an emergency, but even with the greatest care, they may occasionally occur. Anticipating and being prepared to respond to various emergencies makes skydiving safer. One of the greatest causes of fatal incidents in skydiving is failure to effectively deal with an emergency situation.
Doing the following reduces risk:
- Acquiring accurate knowledge
- Jumping only in suitable conditions
- Evaluating the risk factors
- Knowing your personal limitations
- Keeping your options open
- Never sacrificing your decision altitude
- Never cutting away below the 1,000-foot cutaway hard deck
Survival Skills
Altitude Awareness: Check your altimeter every 5 seconds (approximately 1,000 feet of freefall), every time you complete a maneuver, anytime you encounter difficulty, and if you simply do not know your altitude.
Pull Priorities: The number-one priority on any skydive is to pull. You can pull at any time during the skydive when encountering difficulty. The second priority is to pull at the assigned altitude, and the third priority is to preferably pull in a stable body position. A stable, face-to-earth body position improves opening reliability but is secondary to opening at the assigned altitude. Always prioritize altitude over stability.
Canopy Right-of-Way Rules: Look before you turn. Turn right to avoid other jumpers. The lower jumper has the right-of-way.
Landing Priorities: The number-one landing priority is to land with the wing level while flying in a straight line. The second landing priority is to land in a clear and open area, avoiding obstacles. The third landing priority is to flare, always being prepared to PLF. Remember: Landing with a level wing is a higher priority than landing in a clear and open area.
Land with a level wing, even if you need to make a flat turn to avoid an obstacle. Land in a clear and open area, even if it is farther from the drop zone. To avoid injury, always flare the parachute before touchdown with your feet and knees together, prepared for a PLF.
Each skydiving center should establish and review procedures for all possible aircraft emergencies. Every pilot and non-student jumper should thoroughly understand these procedures. All students should take direction from their instructor(s). All licensed jumpers should take direction from the pilot.
Jumpers face danger of collision when exiting in a group or when they lose track of each other when exiting on the same pass. Taking into account horizontal and vertical movement, the difference in speed between jumpers may reach upward of 150 mph. You must take precautions to prevent a collision with freefalling jumpers during and after opening.
Parachute Malfunctions (General)
Most malfunctions trace to three causes:
- poor or unstable body position during parachute deployment
- equipment failure
- improper or careless packing
Refer to Category A of the Integrated Student Program for specific, basic procedures for dealing with parachute malfunctions. Licensed jumpers may need to adjust procedures to accommodate different techniques, equipment, and personal preferences. Using safety devices, such as a reserve static line (RSL), preferably with a main-assisted-reserve-deployment (MARD) system; and an automatic activation device (AAD) can significantly reduce risk when encountering malfunctions.
You can prepare for emergencies by thinking through possible scenarios, having a plan in mind, and practicing reacting correctly. You should decide upon and take the appropriate actions by a predetermined altitude that should be no lower than 2,500 feet for students and A-license holders and no lower than 2,000 feet for B- and C-license holders. D-license holders should establish their decision altitude for themselves based on their experience and equipment.
Reserve Activation
Reserve pilot chutes contain a metal spring in the center, which adds to their weight. During a stable, belly-to-earth reserve deployment, the reserve pilot chute can remain in the jumper’s burble for several seconds, delaying reserve deployment. Immediately after pulling the reserve handle, look over your right shoulder while twisting your upper body upward to the right or sit up in a slightly head-high orientation to change the airflow behind your container to help the reserve pilot chute launch into clean air.
Most harness-and-container manufacturers secure the steering toggles to reserve risers using touch fasteners (e.g., Velcro), which will firmly hold the toggles in place. Be sure to peel the Velcro before attempting to pull the toggles free from the risers to unstow the brakes.
There are two categories of malfunctions:
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total malfunction:
the main pin is not out; parachute is not activated or is activated but not deploying; the container is closed
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partial malfunction:
the main pin is out; parachute is deployed but is not landable; the container is open
Total Malfunction
A total malfunction includes deployment-handle problems such as being unable to locate the main handle, a hard pull, a container lock, and a pilot chute in tow. You should attempt to solve the problem only when altitude permits and should make no more than two attempts or take no more than five additional seconds to solve the problem.
Procedures:
- When no main pilot chute deploys (e.g., cannot find handle or hard pull), deploy the reserve.
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For a pilot-chute-in-tow malfunction, there are currently two common and acceptable procedures, both of which have pros and cons. Seek guidance from an instructor to plan your training and ensure you’re prepared before you jump.
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Pilot-chute-in-tow procedure 1: Pull the reserve immediately.
A pilot-chute-in-tow malfunction is associated with a high descent rate and requires immediate action. The chance of a main-reserve entanglement is slim, and you could lose valuable time and altitude by initiating a cutaway before deploying your reserve. Be prepared to cut away. The main may deploy after the reserve is open, so be prepared for a two-out scenario.
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Pilot-chute-in-tow procedure 2: Cut away, then immediately deploy the reserve.
Because there is a chance the main parachute could deploy during or as a result of the reserve activation, a cutaway might be the best response in some situations.
Partial Malfunction
Deployment or partial deployment of the main parachute characterizes a partial malfunction. This includes pilot-chute entanglement, premature deployment, bag-lock, streamer and line-over malfunctions; tension knots; major or unlandable canopy damage; and other open-canopy malfunctions.
Emergency Procedures
The recommended procedure for responding to partial malfunctions is to cut away the main parachute before deploying the reserve. However, if you are below your cutaway hard deck of 1,000 feet, where it's too low for a safe cutaway, you must deploy the reserve and land both parachutes. Also, consider the operating range of the AAD when determining your personal malfunction-response altitudes.
Premature Main-Container Opening
A premature main-container opening happens when the main pin is dislodged, allowing the container to open and the bag to come out, but the main pilot chute is still stowed.
You can prevent a premature main-container opening by inspecting your closing loop regularly and asking for a pin check before exit. Move carefully in the aircraft and avoid your rig contacting the door frame during the climb-out and exit.
The recommended procedure is to first attempt to throw the main pilot chute; however, finding the pilot chute may be difficult after the bag is out of the container. Attempt to find the pilot chute twice or for 5 seconds. If that fails, cut away and deploy the reserve. If you are able to deploy the pilot chute, be prepared to execute emergency procedures as the main may not come out of the bag.
Two Canopies Out
Note: The following recommendations are drawn from experience with larger canopies during tests conducted in the mid-1990s. Smaller canopies may react differently and require a different response.
Various scenarios can result in having both parachutes deploy with one of the following outcomes:
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One canopy inflated, another deploying
- Attempt to contain the deploying canopy by stuffing it between your legs. If the second canopy’s deployment is inevitable, disconnect the RSL if possible, wait for inflation, and evaluate the result.
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Stable biplane
- Land both parachutes. Disconnect the reserve static line if altitude permits. If all toggles are stowed, leave them stowed. If any toggle is unstowed, unstow all of them. Steer using the rear risers of the front canopy only as necessary to maneuver for a safe landing. Land without flaring and perform a PLF.
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Stable side-by-side (choose one procedure):
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Side-by-side procedure 1:
Land both parachutes. Disconnect the reserve static line if altitude permits. If all toggles are stowed, leave them stowed. If any toggle is unstowed, unstow all of them. Steer using the rear risers of the dominant canopy (more overhead) only as necessary to maneuver for a safe landing. Land without flaring and perform a PLF.
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Side-by-side procedure 2:
If both canopies are flying without interference and altitude permits, disconnect the reserve static line. Confirm the parachutes are completely separated from each other then cut away the main and steer the reserve to a normal landing.
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Downplane or pinwheel (canopies spinning around each other)
- Disconnect the reserve static line if altitude permits. Cut away the main canopy and steer the reserve to a normal landing.
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Main-reserve entanglement
- Although rare, main-reserve entanglements can occur in multiple configurations, making a single solution impractical. Land both parachutes. Never give up trying to clear the entanglement or inflate the parachutes. Recommended techniques include pulling in the less-inflated canopy, hand over hand, to contain it, or pumping the brakes or rear risers of both parachutes to increase their inflation. Try to make the parachutes fly straight for landing. Prepare for and execute a PLF on landing.
A canopy-light emergency is any canopy emergency that happens under a fully inflated parachute, anytime during the canopy descent or landing. Canopy-flight emergency procedures (CEPs) are a set of five skills used in response to a canopy emergency during a canopy descent or landing. Be prepared for unexpected situations with regular practice of these skills. (Stay alive, practice five.)
Canopy Collisions
The best way to avoid a collision is prevention. You should know where other canopies are at all times. Most canopy collisions occur soon after deployment when two jumpers open too close to each other, or below 1,000 feet while in the landing pattern. Higher break-off altitudes, better planning and tracking farther can help ensure clear airspace during deployment. Every time you deploy your canopy, keep your eyes forward, looking for any jumpers deploying nearby who may open coming straight toward you. Steer with rear risers as soon as inflation allows. Fly perpendicularly to the aircraft line of flight until you have identified jumpers exiting after you. Remaining vigilant throughout the canopy descent and always looking in the direction of the turn before initiating it can help you identify and avoid other canopies during the descent. Canopy collisions are more likely to occur in the base leg of the landing pattern. Planning for a longer base leg promotes more predictability and visibility for everyone under canopy. Practicing the CEP drills of rear-riser turns and turn reversals monthly during a dedicated clear-and-pull or high-pull jump above decision altitude can build the proficiency needed to avoid a canopy collision.
Canopy collisions and the events leading up to them can be complex, making it impossible to offer just one solution for every situation. The following are accepted procedures for the most common scenarios:
If the canopies are approaching each other head on, both canopy pilots should steer to the right unless it is obvious that steering left is necessary to avoid the collision (both jumpers are more offset toward the left).
If a collision is inevitable, place your left arm across your handles, turn your face away from impact, and spread your legs as wide as possible. If the upper jumper is lower than the bottom skin of the other canopy, that jumper should clear lines and fabric away from their body, harness and three-ring system, cross their legs and be the first to cut away if altitude permits.
Entanglements After a Collision
If a collision with the other jumper’s suspension lines is unavoidable, try to capture as many suspension lines as possible to keep from passing through them during the collision. A high-speed collision with suspension lines can lead to severe cuts and burns. Check your altitude with respect to the minimum cutaway decision and execution altitude recommended for your experience.
Communicate before taking action. During a cutaway following a collision, the jumper above can strike the jumper below unless one or both are clear or ready to fend off. The lower jumper can worsen the situation for the jumper above by cutting away before they are clear of lines or are ready. Remember, communication may be difficult if one or both jumpers are wearing full-face helmets.
If both jumpers are cutting away and altitude permits, the second jumper should wait at least 5 seconds until the first jumper clears the area below. The first jumper should fly from underneath in a straight line after opening.
If the upper jumper is engulfed in the fabric of the other jumper's canopy, the lower jumper should be the first to cut away if altitude permits. The upper jumper should clear the cutaway canopy from their face and their canopy’s controls. Fly slowly to reduce inflation of the cutaway canopy. It is usually safer to keep the fabric on your body rather than risk having it inflate and downplane if all lines do not clear.
At some point below a safe cutaway altitude (1,000 feet), it may become necessary for one or both jumpers to deploy their reserves (may not be a safe option with a single-operation system, aka SOS system). The lower jumper's reserve will usually deploy faster due to more airspeed and being clear of lines or fabric. If both reserves deploy, it may be necessary for the lower jumper to release the entanglement by cutting away after ensuring that both jumpers have a canopy to land. This is called a canopy transfer and can be successfully executed as low as 200 feet to save both jumpers from striking the ground in a downplane. If both jumpers are suspended under one flying canopy at a low altitude, it may become necessary to land with only that canopy. In this case, the upper jumper should attempt to fly level and slowly.
Low Turns
Low turns under canopy are one of the biggest causes of serious injury and death in skydiving. A low turn can be premeditated, result from an error in judgment, or result from a lack of experience with a situation.
You can avoid low turns by flying to a large, uncrowded landing area free of obstacles and flying a planned landing pattern that promotes a cooperative traffic flow. If landing off, choose a landing area by 2,000 feet and plan a landing pattern with an obstacle-free final approach.
If you choose to turn at a low altitude to avoid an obstacle, use a braked turn and be prepared to flare from a braked position. Monthly practice of CEP drills of half-braked turns and half-braked flares during a dedicated clear-and-pull or high-pull jump can build the skills needed to avoid injury during landing emergencies.
If you make a turn at an unsafe altitude, where the parachute will not recover to level flight before touchdown without immediate input, a low-turn recovery, one of the CEPs, is necessary. As soon as you realize that you’ve made a turn at an unsafe altitude, use the toggles to get the canopy back overhead, stop the turn and dive, and slow the forward speed. Neutralize the turn by pulling down the toggle opposite the turn, resulting in a braked toggle position. Flare from the braked position and prepare for a hard landing (PLF). Manage the speed induced by the turn. Expect more-responsive flare control with the toggles due to the increased airspeed and expect a longer, flatter flare. In case of premature contact with the ground, no matter how hard the impact, keep flying the canopy to reduce further injury.
Monthly practice of the low-turn recovery CEP on a dedicated clear-and-pull or high-pull jump above decision altitude can build
the proficiency needed to avoid injury or fatality due to a low turn near the ground.
Monthly practice of the CEP drills of half-braked turns and flares on a dedicated clear-and-pull or high-pull jump can build the skills needed to avoid injury during landing emergencies.
Potential obstacles during landing include water, trees, buildings, power lines, fences and similar hazards. You can usually avoid these obstacles by properly preparing for your canopy flight by observing the winds and planning an appropriate landing pattern. Also, choosing an alternate landing area by 2,000 feet allows you to assess potential obstacles and plan your new pattern. Follow your landing priorities. The following are best practices or actions you can take when landing in or on common obstacles.
Water Landings
Procedures for an unintentional water landing focus on actions you can take prior to entering the water (time permitting), while landing in the water, and after entering the water.
Prior to entering the water: If possible, continue to steer to avoid the water hazard. Time permitting, loosen the chest strap to facilitate getting out of the harness once you’re in the water. If applicable, open your helmet’s face shield, activate your flotation device and disconnect your RSL to reduce complications in case you need to cut away after splashing down.
While landing in the water: Flare to half brakes at 10 feet above the surface, understanding that poor depth perception over water may make this difficult to judge. Prepare for a PLF in case the water is shallow. Take a deep breath a few seconds before entry so that you enter the water with your lungs filled with air. Remain in the harness and attached to the canopy until you are actually in the water. Once you are, cut away the main canopy, throw your arms back and swim forward out of the harness.
After landing in the water: In the absence of flotation gear, separating from your equipment is essential. The container can serve as a flotation device if the reserve canopy is packed in the container. Use caution to avoid the main canopy suspension lines if using the reserve container for flotation. Tests have shown that a container with a packed reserve will remain buoyant for up to 45 minutes or longer. If time permits, use your jumpsuit or clothing to make a temporary floatation device by tying knots at the end of the openings and scooping air into it.
If the collapsed canopy covers you, dive deep and swim out from under it. Follow one seam to the edge of the canopy until clear. If under the main canopy in swift or shallow water, pull one toggle in or cut away. Refill your lungs at every opportunity. Swim upwind or upstream and use care to avoid entangling in the suspension lines. Remove any full-coverage helmets in the event of breathing difficulties. Do not attempt to recover your gear.
Air Force-type (LPU) underarm flotation equipment have bladders that inflate outside the harness although they are worn underneath. Consequently, you must first deflate the bladders before removing the harness and then reinflate them orally one at a time.
Wearing weights to increase your fall rate or using additional equipment such as wingsuits, cameras or skysurfing gear increases your risk during a water landing, and you need to plan your procedures accordingly.
Water temperature below 70 degrees Fahrenheit severely limits the amount of time a person can survive while trying to tread water or remain afloat. Treading water or swimming causes the body to lose heat rapidly, because blood moves to the extremities where it cools quickly. Depending on the situation, it may be better to float than swim or tread water while waiting for help to arrive.
You can find more details on water landings in SIM Chapter 2-1, USPA Basic Safety Requirements on water jumping equipment, and SIM Chapter 5-5, Water Landing Recommendations (unintentional and intentional).
Power Lines
Power lines present a serious hazard to all aviators; know where they are near your DZ. To prevent landing in power lines, identify where they are in the landing area as early as possible and steer to avoid them. If you need to make a low turn to avoid a power line, make the minimum, flat, braked turn necessary to miss it, execute a braked landing, flare, and PLF.
If you cannot avoid a power-line landing, drop handles or other objects, bring the canopy to slow flight, prepare for a PLF with your feet and knees tightly together, and turn your head to the side to protect your chin. Land parallel to the power lines so that you do not touch more than one wire at a time.
If suspended in the wires, do not let anyone touch you. Wait for help from the drop zone and power company personnel. Nylon conducts electricity at higher voltages. Verify only with the power company that electrical power is off and will stay off. If the computer controlling the power distribution senses a fault in the line, computer-controlled resets may attempt to turn the power back on without warning.
If your feet are on the ground, disconnect the RSL and cut away, leaving your main behind.
Trees
Prevent landing in trees by spotting carefully and making a good approach-pattern plan for the conditions. The dangers of landing in a tree extend until you are rescued and safely on the ground. A low-altitude diving turn from full flight is just as dangerous as a tree landing. Make any low-altitude avoidance turns from braked flight.
If you can’t avoid landing in a tree under a ram-air canopy, hold the toggles at half brakes until tree contact. Prepare for a PLF; often the jumper passes through the tree and lands on the ground. Protect your body by keeping your feet and knees tightly together, but do not cross your feet or legs. Cover your face with your hands while holding your elbows tightly against your chest. Different trees require different procedures, so, consult with your local S&TA for a briefing appropriate for your drop zone. If the trees are very tall, steer to the middle of the tree, then hold on to the trunk or main branch to avoid falling through to the ground.
If suspended above the ground, wait for help from drop zone personnel to get down. Don’t attempt to climb down from a tree without competent assistance, such as rescue personnel or properly trained drop zone staff.
Buildings and Other Objects
To prevent landing on or into buildings or other objects, plan your landing approach to be well clear of them. Focus on clear, open landing areas and steer there. Use braked turns to maintain a level wing when turning at a low altitude to avoid obstacles.
If you can’t avoid landing on a building or object, prepare for a PLF and flare 10 feet above the first point of contact to slow your forward speed. After landing on top of an object in windy conditions, disconnect the RSL if possible, and cut away. If landing under your reserve, retrieve and contain the canopy until removing the harness, and wait for competent help.
When approaching the side of a building, perform a flat turn to avoid hitting it head-on. If a collision is unavoidable, prepare to PLF, flare to slow down, and attempt to strike a glancing blow. Change the canopy’s direction to avoid a direct impact.
Landing Out
Jumpers prefer to land in the planned area, which is usually familiar and free of obstacles. However, circumstances such as a spotting error, unexpected wind conditions, inadvertent high opening in strong upper winds, and low opening (especially under a reserve canopy) may make that difficult or impossible.
Students and experienced jumpers have been injured or killed due to problems resulting from less-than-ideal opening positions over the ground, including:
- intentional low turn into an unfamiliar landing area
- unplanned low turn to avoid obstacles
- landing into or on an obstacle or uneven terrain
- errors made after trying to return to the planned landing area or returning lower than planned, when a better choice was available
Avoid landing out by knowing the correct exit point for the current conditions. Once at the door of the aircraft, check the spot before exiting and request a go-around if necessary. In freefall, check the spot soon after exiting and adjust opening altitude if necessary and safe to do so, considering other groups or individuals in freefall nearby or jumpers from other planes in multiple-plane operations.
If you cannot avoid landing out, decide on a viable alternate landing area by 2,000 feet, based on your current location, the wind speed, and wind direction. Plan a descent strategy and landing pattern for the alternate landing area. Check the alternate landing area carefully for hazards while still high enough to adjust the landing pattern to avoid them. For example, when checking for power lines, it is easier to see the poles and towers than the wires themselves. Determine the wind direction to predict turbulence created by trees or other obstacles and plan a landing spot accordingly. It may be difficult to see hills from higher altitudes. It can also be difficult to see fences, but man-made obstacles often run in straight lines along the ground.
Flying a braked approach or making a braked turn allows a slower forward speed and descent rate but may lengthen the approach glide. You may need to use an altitude-conserving braked turn to avoid an obstacle. A low-altitude braked turn may not allow recovery to full flight in time for a landing flare, so you may need to flare from a braked position to avoid a flight cycle. You should frequently practice the CEP drills of braked turns and approaches to prepare.
Choose a landing area that gives the longest runway for landing and follow the landing priorities. Landing into the wind is desirable, but not at the risk of a low turn. A PLF is especially important during off-field landings, as the terrain may be uneven.
Respect property when landing off the drop zone. Do not disturb livestock. Leave gates as you found them. Avoid walking on crops or other cultivated vegetation. Report any property damage to the property owner and make arrangements for repairs. Remember, USPA membership includes insurance for such situations.