TM Handbook

TANDEM MASTERS HANDBOOK
2001
TABLE OF CONTENTS
INTRODUCTION SECTION ONE SECTION TWO - EQUIPMENT - STUDENT PREPARATION & TRAINING
SECTION THREE - AIRCRAFT DRILLS EXITS (NORMAL) AIRCRAFT EMERGENCIES SECTION FOUR SECTION FIVE SECTION SIX - FREEFALL/DROGUEFALL - CANOPY CONTROL and LANDING - MALFUNCTIONS
SECTION SEVEN - APPENDICES

Sources of information Tandem skydiving with wheelchair dependent persons Extracts from a thesis by Paul Murphy Display jumps Night jumps Tandem tips........and traps Sample exam and oral questions Training Record Tandem Master Written Exam
IMPORTANT - READ THIS INFORMATION Parachuting is dangerous. This Handbook has been produced for the information of APF members. The information it contains is based on the opinions of the writers: it does not necessarily represent APF policy. While the writers have attempted to ensure that the information in this manual is correct, it may contain information which is out of date or incorrect. Individual parachutists should check the information in this Handbook and assess the risks involved before carrying out any of the procedures described.
Produced by the APSC for the APF This document is updated frequently and printed in small batches to allow it to remain as current as possible for Tandem Masters and Tandem Master candidates. Please make suggestions for changes to John Chapman at the APF Office P.O. BOX 144, DEAKIN WEST ACT 2600 phone 02 6281 6830, fax 02 6285 3989 email: chappo@apf.asn.au
Tandem Masters Handbook
INTRODUCTION
This edition of the Tandem Masters ( TMs) Handbook is intended to replace the previous editions and is to be used in conjunction with the current manufacturers manual for the equipment used. Greg Cox, CI of Temora DZ made a large contribution with the sample oral questions at the back submitted by Peter Lonnon of Darwin. Other parts of this manual are taken from many other pertinent sources including APF, Relative Workshop and Strong Enterprise Newsletters and Tandem equipment manufacturers manuals, skydiving periodicals and letters from parachute instructors. This Handbook is designed not only as a study guide for preparation for the tandem evaluation but also as a source of reference and revision material for all TMs Tandem skydiving has indeed revolutionised our sport making it possible for almost anyone to experience the thrill of skydiving. It is currently the most popular choice for first time jumpers - during 2000, over 90% of first jumps in Australia were tandem skydives, this equates to over 60,000 tandem jumps. In widening the appeal and profile of our sport, tandem is probably the best advertisement we have. The main benefits of making a tandem skydive as an introductory jump are that less intensive training is required, and reduced stress and an increase in safety is achieved by having the student directly attached to an Tandem Master who is able to provide instruction throughout the jump. Done correctly Tandem skydiving is an excellent method of introducing first time jumpers into the sport - it is exciting for the student and rewarding for the instructor.
Remember, a tandem jump is not just another jump. The procedures are more complicated than your personal parachute rig. There is an absolute need to understand and be able to perform every procedure. Also it is a student jump. It is required to be done under a Chief Instructor with at least an Instructor B who is qualified to supervise tandem as DZSO.
The Operational Regulations ( O.R.s) included in this issue of the TMs Handbook are taken from the January 2001 edition. You should refer to the current issue of the Australian Parachute Federation (APF) O.R.s or ensure that this manual is up to date.
Introduction - 1
RESPONSIBILITIES OF THE TANDEM MASTER Holding any APF instructional rating and dealing with students is a highly responsible position. By agreeing to make a tandem jump you become responsible for your students safety from emplaning until after landing. Your responsibilities include but are not limited to : * Having a professional approach when dealing with your students. * Ensuring that the equipment used is maintained and packed to the manufacturers specifications. * Placing safety before all other factors. * Maintaining your currency and proficiency at the highest level. * Providing a thorough briefing for your student as per the operations manual. * Being constantly aware of and able to react to emergency situations. * Being vigilant of other TMs and ensure they display the same high standards. A SIGNIFICANT FACTOR IN MANY TANDEM FATALITIES TO DATE HAS BEEN THE TANDEM MASTERS FAILURE TO USE CORRECT PROCEDURES ! TANDEM MASTER REQUIREMENTS In order to attend a Tandem Master training course the candidate must hold: 1. An APF/FAI E Licence 2. An APF Instructor Rating (minimum Instructor D) Note: this includes a requirement to hold at least a Packer B rating - this course may be run in conjunction with a tandem course 3. A current private pilots licence medical clearance. The candidate is required to have reviewed the Tandem Master Training video produced by the relevant equipment manufacturer. The candidate must attend a course of instruction in tandem procedures and pass written, oral and practical exams set by an APF TM Examiner. The candidate must perform a minimum of 5 examination jumps (1 as passenger) to the satisfaction of a TM Examiner and 5 consolidation jumps also to the satisfaction of a TM Examiner.
TANDEM MASTER EXAMINATION FORMAT During the preparation for your evaluation you are required to be familiarised fully with the equipment you are to be using including packing and maintenance. You are required to view the video produced by the equipment manufacturers. The examination has written and oral components which you are required to pass before making any jumps on tandem equipment. A sample exam is included at the end of this manual. The practical examination includes: A physical demonstration of procedures for dealing with all normal and abnormal deployment sequences and emergency drills, this must be completed prior to any Tandem jumps where the candidate is acting as Tandem Master. The freefall evaluation which consists of a minimum of five tandem jumps to be performed to the satisfaction of a TM Examiner (at least two of these with the Examiner as passenger) followed by five consolidation jumps also to the satisfaction of a TM Examiner. For detailed information about the exam procedures see the appendix in section 7.
Introduction - 2
CURRENCY REQUIREMENTS O.R. 5.10.3. (a) TANDEM MASTERS WITH LESS THAN 50 DOCUMENTED DESCENTS AS TANDEM MASTER. If the holder of a tandem endorsement who has made less than 50 descents as Tandem Master has not carried out three tandem descents within the last ninety days and one within the last thirty days, the endorsement shall be considered uncurrent. (b) TANDEM MASTERS WITH 50 OR MORE DOCUMENTED DESCENTS AS TANDEM MASTER. If the holder of a tandem endorsement who has made 50 or more descents as Tandem Master has not carried out three tandem descents within the last ninety days, the endorsement shall be considered uncurrent. (c) In order to regain the currency of an uncurrent tandem endorsement, the holder of the endorsement shall perform a tandem descent with a licensed parachutist. TANDEM MASTER MEDICALS Tandem Masters are required to hold a current private pilots medical, which is valid for 4 years if the TM is under 40 years, or 2 years if the TM is over 40 years. The private pilots medical examination can only be carried out by a suitably qualified CASA approved doctor. Names of nearby doctors who are approved to complete a pilots medical examination are on record at the local CASA District Office or may be found on the internet at http://www.casa.gov.au/avreg/avmed/index.htm Proof of the candidate having passed the pilots medical may be achieved by the candidate retaining the medical form when completed by the doctor. Alternatively the doctor may simply complete a note stating that the candidate has passed the medical and including the doctors name, seal and contact phone number. It is not necessary for the doctor to notify CASA. TANDEM EQUIPMENT CONVERSION TRAINING and EXAMINATION For the purposes of Tandem Master certification formal certification is required when converting between Vector, Parachutes de France, Strong Dual Hawk, Racer, Eclipse or any other systems. APF Policy is that equipment produced by different manufacturers will require a separate endorsement to be issued by the National Examiner; and that a candidate who has less than 50 tandem jumps may not gain an endorsement for another type of tandem rig without completing the full (10 jump minimum) tandem training course. Conversion training should include : 1. a review of manufacturers manuals and tandem master training videos. 2. attend ground training as directed by an APF TM Examiner. 3. pass the written, oral and practical examinations with specific requirements to pass examinations in rigging and packing the new equipment and suspended harness training. 4. perform jumps on the new system to the satisfaction of a TM Examiner. Notes: Rigs which have the same handle placement for in-air operation may be regarded as sufficiently similar by the Tandem Examiner so that no tandem conversion jumps are required. When the Tandem Examiner requires that a candidate make conversion jumps on the different rig a licensed skydiver may act as passenger, but not a student. The Tandem Examiner is to take into account the experience and qualifications of the candidate when determining whether or not to require tandem conversion jumps. If the Tandem Examiner determines that conversion jumps are to be made, the Examiner will determine the number and format of the jumps. No prior application is necessary, but the Tandem Examiner needs to inform the APF National Examiner on the appropriate form so that an updated rating certificate may be issued. (Copy of form at the back of this manual)
Introduction - 3
FOR A QUALIFIED TM TO GAIN A TANDEM ENDORSEMENT ON EQUIPMENT WHERE NO TYPE ENDORSED EXAMINER IS AVAILABLE The equipment and its operations/packing manual(s) must be approved by the APF Directors Instructors, Safety and Rigging. The manual(s) must be in English or an English translation supplied. Once the equipment and its manual are approved a TM (in addition to the ground conversion training listed above) must make a minimum of five jumps under the direct supervision of the Tandem Examiner appointed by the National Examiner.
SUPERVISION OF TANDEM MASTERS An instructor may not act as a TM except under a DZSO as specified below: O.R. 6.3.A. DIRECT SUPERVISION OF STUDENT AND NOVICE TRAINING DESCENTS O.R. 6.3.A.5. (a) For direct supervision of tandem descents: A tandem descent shall not be carried out by a Tandem-Master who has made less than 50 descents as Tandem-Master except under the direct supervision of a DZSO who holds an Instructor B rating with current tandem endorsement and who has made at least 50 descents as Tandem-Master. A tandem descent shall not be carried out by a Tandem-Master who has made at least 50 descents as Tandem-Master except under the direct supervision of a DZSO who holds an Instructor B rating and who has passed at least the written, oral and emergency procedures part of the Tandem-Master examination.
(b)
Introduction - 4
Tandem Masters Study Guide
SECTION ONE - EQUIPMENT
Due to the rapidly developing nature of tandem skydiving it is essential that you familiarise yourself fully with the current edition of the manufacturers manual relevant to the equipment you will be using. Additionally, there are some local modifications in use at individual DZs and technical information is included in the Rigging Advisory Circulars (RACs). It is your responsibility to familiarise yourself with any equipment before making a tandem jump as TM. O.R. 5.8.12. A Tandem descent shall not be made unless the equipment is fitted with an operational automatic activation device.
TANDEM SYSTEM COMPONENTS Harness and Container The tandem system is an oversized version of the manufacturers product with some specific changes. Drogue This is mounted on the base of the main container in a pouch usually made of Spandex. It requires a right handed pull. The drogue is used to reduce freefall speed and must be deployed to allow main canopy deployment. Problems that tandem masters have reported with drogues include: Drogue in tow due to failure of the release to operate (often mis-rigging) Drogue entanglement with TM (unstable deployment) Deployment of a collapsed drogue (failure to cock or some kind of entanglement with itself) Failure to lift the bag off, or bag lock (worn drogue or failure of the outer bridle) Failure of the centre line and loss of the drogue (failure to inspect for wear) The drogue is an essential part of tandem equipment and MUST be checked regularly and operated correctly. Failure to do so has resulted in fatalities. The Strong and Racer drogue systems operate to a different principle to the Vector and PdF systems but still requires wear points to be examined on a regular basis. Drogue Release Location varies depending on the equipment in use and either one or two release handles may
be present. Pulling the drogue release handle begins the main deployment sequence. Using equipment fitted with two releases is recommended. Secondary/ Student Drogue Release This is designed as a training device when attached to the students harness or as an alternative drogue release for the TM. Due to the length and routing of the cable this may require more force to pull than the shorter, primary drogue release. Use of this handle creates additional malfunction possibilities. If the handle and housing become detached in freefall it will trail behind the tandem pair, possibly causing entanglement with drogue, main or reserve during deployment. Never put a rig on that does not have the secondary drogue release securely attached to the harness. If the release system is incorrectly routed at the 3-ring it may be necessary to pull both handles to release the drogue. Cutaway and Reserve Handles These are mounted outboard on the main lift webs. They may be pads, loops, handles or a combination. They are held in place with double velcro to minimise the risk of accidental removal. Consequently they require considerable force to remove from the velcro in the event of a breakaway. Your procedure should include PEELING the pad or handle from the velcro in an upward direction prior to pulling straight down. Reserve Static Line (RSL) May be attached to one (Vector/ Dual Hawk) or both (Atom/Racer) risers by a Swedish link
Section 1 - 1
allowing release in the event of a high wind landing. Later Vector systems are equipped with a ball handle on the RSL which can double as a right side reserve handle if necessary. The RSL may be left disconnected in Australia at the discretion of the Chief Instructor and in accordance with guidelines issued by the manufacturers. Student Attachment Points Upper - located beneath the large 3-ring, most commonly forged in one piece. Lower - metal rings mounted low on the container, normally integral with the harness and threaded through the back diagonals. Student Harness Essentially, a parachute harness without the containers. It is attached to the TMs harness by two large snap hooks (5000lb hardware) at the shoulders and two quick ejectors (2500lb hardware) on adjustable straps at the hips. It has fully adjustable legstraps, side and backstraps. Correct adjustment of the harness maximises the students comfort and security when attached to the TMs harness. The leg straps may be either step-in or have B4 snaps. With the latter the TM must include a check of these prior to exit that the student has not interfered with them. (One student undid their legstraps prior to exit because they were uncomfortable!) Automatic Activation Devices (AADs) Study the manufacturers operating instructions for the type in use. Only AADs approved by the rig manufacturer may be used for tandem and these are usually set to activate around 2000 feet. APF Op Regs require that the TM turns the AAD on. Weight Limits (RAC 225) Tandem parachutes currently available from the USA are approved for use in Australia under an exemption from CASA and must be placarded on the reserve canopy and harness with the information appropriate to the system. These are :Strong Dual Hawk - 500 lbs Jump Shack Racer - 500 lbs Tandem Vector - 450 lbs These are maximum exit weights approved by the manufacturer and are not to be exceeded. Whenever components are mixed the lower limit is to be applied. These limits refer to
reserves and containers and are irrespective of main canopy size. This requirement does not apply to French (Atom) tandem equipment which is approved under a different standard and is limited to a maximum weight of: Atom (PdF) - 210 kg (460 lb). Ancillary Equipment Jumpsuits - should be worn by TM and may be worn by the student. Students suit should be tight fitting so as not to obstruct rig handles and to cause less drag. Tandem Masters often find that wearing a larger suit gives them more control in freefall. Using a student jumpsuit with leg handles that allow the student to use their hands to help hold their legs up for landing is becoming regarded as safety equipment at some DZs. Helmets - if used, the student should wear a soft hat as a hard hat would be dangerous for the TM. Head protection is recommended for the TM. Goggles - should be clean and tight fitting. Altimeter - the TM should use a left hand/wrist mount or may mount the altimeter on the shoulder of the students harness. Gloves - are useful for student comfort in cold conditions. Hook Knives - may be useful in some emergency situations such as cutting broken lines hanging down prior to cutaway or in the case of a locked brake line. Flotation gear - is required for both TM and student if the target is within 300 metres of an open body of water (O.R. 5.1.6.). Consideration must be given to the type of buoyancy equipment used. Automatically inflating devices (CO2 or similar), should not be worn under the harness but attached to the waist with a nylon belt. OPERATION OF THE TANDEM SYSTEM
You should make practice pulls on all the handles in their correct sequence of use before and during every skydive. Doing so will reinforce the muscle memory needed to react correctly in an emergency situation.
Section 1 - 2
Instructions and comments on procedures for pulling all the handles of the tandem system will be found in Sections 4, 5 and 6. PACKING AND INSPECTION Main Canopy Packing Because of its larger size you will require more space to lay the tandem equipment out. Follow the manufacturers recommendations with regard to the packing method you use. Propacking is acceptable but not usually recommended as it is physically difficult due to the size and weight of the canopy. Many operators have reported an increase in their malfunction rate when using this method. Your Chief Instructor may directly specify the packing method to be used. One of the main causes of malfunctions is tangled or knotted suspension lines, often caused by line-dump:
Line-Slump (ALS) bag by Strong and a similar design by PdF. Steering Toggles All tandem main canopies have steering toggles with additional loops for student use. Some systems also have a double brake system designed to reduce toggle pressure while steering and make the canopy more responsive during the flare.
Closing the Main Container Many malfunctions, some leading to fatalities, have been caused by incorrect routing of the bridle line. If you are interrupted during closing go back and start again (Regain your focus!) Ensure your closing sequence and bridle routing are as per the manufacturers instructions.
Line-dump - the rapid acceleration of the deployment bag as it leaves the main container can cause some or all of the suspension lines to release prematurely from the stows. This is possible in any kind of deployment but is far more drastic with tandem since the drogue is out of your burble and is exerting a lot of drag immediately it is released. This out of sequence deployment can cause hard openings, canopy damage and malfunctions. Securing the line stows tightly minimises the risk of this occurring, extra strength stow bands and tube stows are available for use on tandem equipment. In addition some manufacturers have developed special equipment such as the Anti-
There have been several instances of Strong Dual Hawk tandem systems opening the main container on drogue deployment. The main reason for this is believed to be that the drogue bridle has contacted the pin bridle during deployment. Packing these on different sides of
Section 1 - 3
the container reduces the possibility of this happening as the diagram above: Use of the long main pin also increases the security of the system as does the Spandex main bag enclosure fitted to newer systems. Care must be taken that these modifications are packed and maintained correctly. For example the Spandex closing can result in a drogue in tow if not closed correctly and the long pin can result in increased wear to the pin and loop.
Packing the drogue This is similar to a throwaway pilot-chute only larger. It is important to get the finished result to be a smooth, solid unit with the bridle packed inside so that it can be thrown clear cleanly and easily. If you are not sure of how hard it will feel to deploy you can easily make a few deployments on the ground so that there are no surprises in the air.
ROUTINE INSPECTION CHECK YOUR GEAR BEFORE YOU JUMP The following pictures are examples of rigs which have been jumped in Australia and resulted in a drogue in tow. In addition to the inspection carried out at every repack you should thoroughly inspect the harness, main canopy and drogue assembly every 25 jumps. Tandem equipment is subjected to considerably harsher treatment than a solo system. Any components showing signs of wear should be repaired or replaced before they fail. Maintaining an accurate log (or reference to the DZ Master Log) for the number of jumps on the equipment will give a guide to replacement schedules. Points to check:In addition to a wear and serviceability inspection, check specifically for the following The Container * wear around the lower attachment points. * the main closure loop; not only at the loop end but also where the knot rubs against the washer. * wear to the webbing passing through the large 3-ring and upper attachment points. * the drogue attachment and release mechanism including the Teflon cables. * check all grommets. The Main Canopy * 3-rings and risers for signs of wear and distortion due to load. * connector links for tightness, corrosion, cracks. Ensure protective covers are secured. * steering lines for signs of wear particularly around the loop, check attachment to toggles. * Suspension lines for signs of wear particularly at the cascades, check for broken stitches. When the lines become furry they are more prone to developing tension knots.
No!
!
Two examples of misrouted bridles both of these were discovered in freefall, and resulted in a drogue in tow! One resulted in two deaths...
No!
Section 1 - 4
* slider - check the grommets for wear and damage, and the material for line burns and wear. * canopy for tears, burns and broken stitches. Look inside the cells, check the slider stops and line attachments, pay particular attention to the bridle line attachment point, both on top and inside the canopy. The Relative Workshop has recommended that the main canopy is lifed at 600 jumps, suspension lines 200-300 jumps.
The drogue is lifed at 600 jumps, while the inner core line should be replaced after 300 jumps. Drogue in tow A routing error of the Strong drogue closing loop resulted in a Tandem Pilot experiencing a drogue in tow malfunction. This malfunction was caused by the closing loops going to the wrong cable.(see diagram below).
Whilst the release cable is somewhat harder to route through the loop, the error may not be readily recognisable during an equipment check. Routing the closing loop in this manner consistently results in failure of the 3-ring to release. Activation of the drogue release results in the free end of the closing loop being trapped between the other cable and the grommet. Pulling both drogue releases will activate the 3ring release. The Strong drogue and bridle system The Drogue * canopy, outer bridle and 3-ring attachment for wear and damage. * main closing pin and attachment. * inner core line thoroughly for wear and damage. This requires pulling the outer bridle all the way along the core line to allow inspection. This is probably the most likely area to fail. Replace the inner line if it appears to be excessively worn. The drogue is subject to continual wear throughout every jump. Due to the stress exerted on the drogue and its importance to the safe functioning of the system any drogue should be inspected before each jump. It is also possible to route one cable through both ends of the loop. This is easier to do on a Vector Tandem system. This diagram shows the WRONG way to route the closing loop. On all systems, when using two drogue release handles, the recommended reaction to a drogue in tow is to release the second handle.
As a last resort, pull the reserve.

(There have been some test jumps and many real situations when the reserve was deployed past an inflated drogue in tow. This usually results in a normal reserve inflation - but it is not guaranteed.)
Section 1 - 5
The Reserve Canopy Packing and inspection of the reserve canopy must be undertaken only by suitably qualified person, either a Packer A or Rigger. The reserve life is limited to 20 uses. Jumping with a serviceable, properly maintained tandem system is your responsibility, in association with the training organisation.
In other incidents the outer bridle of the drogue has failed probably due to abrasive degradation (sand) working inside the drogue line. Packers and riggers need to be particularly vigilant when working on equipment subjected to this kind of environment which is the norm for many of Australias tandem DZs.
The Student Harness Each time you pick up the student harness to put it on a student have a look at the component parts. Padding should be untwisted and the adjusters lengthened ready to help a new student into the harness. Particularly inspect the adjusters for correct threading. Students have been known to remove the harness by unthreading the legstraps and then doing them up again. This can result in the adjusters being threaded backwards which allows them to slip under tension. This is the correct way to thread harness adjusters:
Main Container 3-rings

Well made? A problem has developed over several years that resulted in very hard or impossible cutaways pulls. This has resulted in a main reserve entanglement and serious injury in at least one case. One reason that was identified as contributing to this problem was the geometry of the 3-ring itself (that is the relationship of the rings to each other and to the grommet). This was loading the locking loop and preventing the cutaway cables from being withdrawn. The APF issued RAC 811 requiring inspection of all 3-rings and if necessary, replacement. The main points of this RAC are illustrated as follows.
Remember that the student harness is a TSOed part of the reserve assembly. It should be inspected by at least a Packer A each time the reserve is repacked.
Harsh environment: Experience has shown that the life of components may be shortened in a sandy/salt water environment (beach jumps). One harness failed at the main lift web due to undetected wear caused by corrosion of its hardware.
Section 1 - 6
Specifications of a GOOD 3-ring include: METAL to METAL contact of ALL rings. Alignment of the grommet and locking loop No distortion of any parts
Strong enough? Another, related area is the overall strength of the 3-ring assembly. In a few cases the 3-ring hardware itself has distorted or broken. This has resulted in the manufacturers of 3-rings developing a specific tandem 3-ring which is far stronger than the system found on solo sport rigs.
It is mandatory in Australia that these to be fitted to Strong Tandem rigs and recommended to be fitted to other tandem rigs. All tandem risers should be constructed of Type 7 (6000lb) webbing. This is the same webbing used for main lift webs and is identified by its yellow selvedge edge.
A tandem jump is not just another skydive, take the time to properly familiarise yourself with the equipment you are using.
Section 1 - 7
SECTION TWO - STUDENT PREPARATION & TRAINING
O.R. 5.8.2. O.R. 5.8.5.
The passenger on a tandem descent shall hold at least a Student Parachutist License. All passengers shall be thoroughly briefed in accordance with an accepted Training Operations Manual prior to each descent.
PASSENGER REQUIREMENTS Passengers are parachute students and must be trained under a Chief Instructor and a training organisation. Each student must complete an APF pink card and DZ indemnity form. Physical RequirementsIdeally, the student should be in a sound physical condition, not excessively overweight and have no history of heart condition, dislocations or other debilitating illness. If there is any doubt ask the passenger to obtain written medical approval from a doctor. In the case of physically disabled passengers, extreme care and in-depth preparation is advised and each case should be treated individually. Refer to Tandem Skydiving with Wheelchair Dependent Persons by Paul Murphy, available from the APF Office. Visually impaired students require a modified briefing and thorough communication throughout the jump. Passenger Size and Weight These are important considerations especially for the newly qualified TM. TMs must be physically able to control the student. A passenger who is significantly larger and heavier than the Instructor will be harder to manage, it may be almost impossible to get a large or unfit student out of a smaller aircraft. If there is any doubt of the students (or your) ability the prudent course of action is to decline the jump. STUDENT PREPARATION Briefing You should refer to your club Training Operations Manual (TOM) Section 3.6 - Tandem Training Course.
It is generally considered that the student briefing should take 10 - 20 minutes and should include: fitting the harness movement in and around the aircraft clipping up and moving to the exit the exit position freefall position and briefing harness adjustment after opening landing position mention of emergencies
Prior to your briefing it is helpful if the student has had input about the jump in the form of video and/or photographs. The student should be fully conversant with what is required from them and have an appreciation of what to expect on the jump. This will boost their confidence and contribute to their enjoyment of the jump.
Fitting the Harness * Loosen the harness fully. * Help the student into the harness * Instruct the student to do up the chest strap, assist if necessary. Do not overtighten. * Instruct the student to tighten the leg straps and adjust the leg pads, assist as necessary. * Adjust the main lift webs and rear diagonals. Talk to your student, explain what is happening and why. Allow the student to make their own adjustments to their harness wherever possible, but under your supervision. Once the harness is fitted, begin the practice, ideally at the aircraft or mock up. Movement in and around the aircraft Tandem passengers are like any other new student around an aircraft - at risk - and it is up to the TM to adequately brief them and be on hand to reinforce that briefing.
Section 2 - 1
If friends and relatives are also allowed near the aircraft it is the TMs responsibility to control them and ensure they are well clear at start-up. The Exit DANGER! Rehearse the hooking up sequence, exit position and exit sequence, explaining throughout. Run through the climbout until the student has it clearly understood. To initiate the exit you may use a count of READY, SET, ARCH. In this way, the last thing the student hears as you leave the plane is the command ARCH, verbally reinforcing the required freefall position. The Freefall Position Move away from the aircraft or mock up. Whilst attached have the student hang from your harness and assume the exit position. Correct this position as necessary. It is also beneficial to have the student practice lying in the prone position. Teach the student any signals to be used during freefall. Note - never place your hands where a student can reach them and be sure to tell them what will happen if they grab you in freefall. Comfort under canopy Brief the student on how to make the fit of the harness more comfortable under canopy. Tell them you will ask how the chest strap/leg straps feel and what you can do to make the ride feel better if necessary. Having the leg straps in a more comfortable position can make it easier for the passenger to lift their legs for landing. Warn the student you will be loosening the side straps under canopy. The Landing Position With the student still attached have them bring their knees up and extend their feet forwards in the landing position. Have them hold this position for several seconds to ensure their ability to assume the correct position. Inadequate preparation and application of this skill will result in injury! If the student is unable to achieve an acceptable landing position you should reconsider whether or not they be allowed to jump.
Warn the student to keep their hands in as the landing may fall over. Gripping their leg grippers (or putting their hands behind their knees) to keep their legs up will keep their hands in a safe place as well as help keep their legs off the ground. Helping your student to keep their legs up for landing. A good exercise before take off is to show your student how to adjust their harness for comfort once the canopy is open. Better shown than explained, demonstrate this while wearing the tandem harness reach across to lift your leg as high as possible then adjust the leg strap forward with your other hand. This makes the ride more comfortable and easier to get your legs up for landing. If you need the legstraps loosened slightly I can do this once the parachute is open. Get them to practice the action and most students will do this straight away after opening once you remind them. Emergencies Although the TM is directly on hand to direct the passenger should any emergency arise, it is prudent to mention that some kinds of emergency are possible. For example, that the exit may be lower than planned for any number of reasons or that the landing could be off-DZ and that the passenger will need to listen to and act on any briefing as the situation arises. The advantage of a tandem jump is that the student only needs enough information to enable them to safely enjoy the jump. It is possible to overtrain a student for a first tandem jump as too much information can lead to confusion. The emphasis should be on safety and awareness.
Section 2 - 2
Apply positive coaching techniques and give clear instructions to boost the students confidence. Conduct your skills practice effectively and obtain feedback from your student
Student Drogue Release If this is to be fitted to the students harness thorough training and practice are required. Attach the handle in the manner prescribed by the manufacturers. Assign the student to pull at a height which allows you time to override by 5000. Do not allow yourself to become so focused on the students pull that you lose altitude awareness. Equipment Check Op Reg 5.8.10. states - A tandem descent shall not be made unless the parachute equipment is checked immediately before emplaning by a person other than the person who packed the equipment. Unless the person checking the equipment is a current TM it is understandable that a TM would be reluctant to have the 3-ring drogue release pocket opened for inspection while he is wearing the rig. To avoid any uncertainty here it is advisable to complete the parts of the inspection requiring important areas to be opened prior to donning the rig and to conduct only a final pin check after completion of the dirt dive and just prior to emplaning. As part of your students training and to fulfil the requirement of O.R. 5.8.10. it is possible to brief your student to conduct the equipment check. By explaining to your student what to check for it should be very difficult to miss any points yourself.
Personal Professional Conduct Tandem skydiving requires a large amount of close bodily contact. The student is in a vulnerable position. Not only do your standards of personal hygiene need to be high but your conduct when dealing with students should be beyond reproach. Gratuitous bodily contact is unnecessary, unwanted and unprofessional. From the Strong Tandem news letter SEXUAL HARASSMENT AND TANDEM JUMPING An unpleasant subject at best, but disgusting at the very least. Now we have a report of another Don Juan?, jerk?, sleaze ball?, regular guy?, telling this woman who really came to make a skydive about his "....fifth point of attachment". The woman was not satisfied with the response from the DZ so she complained to the parachuting association who notified the manufacturer. There is a rumour of a lawsuit. What could possibly be going on in the minds of these persons? Why would they risk being benched or thrown out of the game? Several drop zones have established a policy which basically states: " These tandem students are my customers, the tandem instructors are paid to take them on a safe skydive. The tandem instructors may not even ask my customers for a date". The tandem jumping process involves touching, the passenger is vulnerable, so we must be as professional as a doctor. On a practical note, just in case you've been lost in space, sexual harassment suits are being pursued in every segment of our society. If you don't have access to the "info highway", read a newspaper! APF note At least two court judgements awarding $1000s of dollars have been made. TMs should be extremely circumspect in their handling of tandem passengers.
Customer Service You should talk to your student throughout the practice, climb to altitude and canopy ride. Be polite, friendly and professional. This is usually the students first contact with the sport and you should make every effort to give a good impression.
Section 2 - 3
And Finally
The APF Office sends out membership renewals to all students and often receives comments on their skydive experience. Most complaints revolve around DZ facilities and students waiting for their load. Some students feel ignored until it is their turn to jump and often complain that they do not know why they are waiting or how long they will be waiting for. Most tandem passengers land elated after their jump. Some do not Comments from tandem passengers: The following is a reminder that our students do notice what we do:
I was very disappointed I didnt get all the information. I organised a group of friends thinking we would all go up together but instead we had to go up in two groups of two. There was a lot of hanging around, we were there for around 4 hours. Next time - a different venue.
Poor communication, false promises and lack-lustre organisation. There were obviously far too many bookings made over the whole week-end. Please remember the weather is unpredictable, dont be governed by greed!
In fairness to parachute organisations these are the minority but probably the ones we can learn the most from. Far more are along the lines of:
I was most unimpressed with the instructor: He wanted to put me on the plane without having gone through the jump routine, he accused me of having put us both in danger during the actual descent (he expected me to know one important (?) factor despite having next to nothing to say to me prior to the jump). He also made no attempt to give me the certificate after the event. It was a big thrill, but I wont be back.
I think the positive psych displayed by the instructors to us as first time jumpers was fantastic. It was calm and reassuring but it was exciting!
Let's never loose sight of what we are doing and why we are doing it, and sometimes, - try and look at it from the students point of view.
Section 2 - 4
SECTION THREE - AIRCRAFT DRILLS EXITS (NORMAL) AIRCRAFT EMERGENCIES
O.R. 5.8.4.
Passengers shall , at all times whilst aboard the aircraft be attached either to the Tandem Master or to CASA approved restraint. If the aircraft does not have an in-flight door, passengers shall be restrained in the aircraft in such a manner that they can be attached to the Tandem Master before being detached from the restraint. If the aircraft is fitted with an in-flight door, the passengers must be attached to the Tandem Master before the door is opened in flight. A Tandem descent shall not be made unless the parachute equipment is checked immediately before emplaning by a person other than the person who packed it.
O.R. 5.8.10.
AIRCRAFT DRILLS Escort your student to the aircraft ensuring they stay clear of the propeller. Assist the student to board the aircraft and show them where to sit. Load the aircraft in such a way that you remain in close proximity to your student to allow communication and rapid hooking up in the event of a lower than planned exit. Hooking Up Sequence Attach top snaps - Say to passenger Look, locked on left, locked on right (Top snaps first because in an emergency the top snaps may be the first and only connection.) (Insert locking pins - Vector) Attach lower snaps Attach student ripcord( if used) Tighten and stow lower straps
Always double check your snaps and handles. On your early jumps as a TM, begin the hooking up sequence 2000 below planned exit altitude. As you gain experience, this time may be reduced, but always allow yourself enough time to hook up and check yourself prior to exit. Tip: it is easy to be caught out in a lightly loaded aircraft - they climb fast. Be wary of a procedure that starts early but is not completed in one continuous sequence. For example - hooking all the clips up but not tightening the side straps until close to exit. It is very easy to be distracted close to exit and fail to complete the hook-up sequence. Pre- Exit Equipment Check Before the aircraft turns on to jump run perform a pre-exit check : All snaps (+ locking pins - Vector) attached, loose webbing stowed All handles - in their correct order of use RSL (location, if attached)
When hooking up your student establish a set procedure and stick to it. A procedure whereby you show and tell the student as each clip is attached has the added benefit of double checking your sequence and reassuring the student that all is as it should be.
Section 3 - 1
Tandem Masters Study Guide Student - chest strap not too tight, jumpsuit zipped, goggles in place, student harness checked (at least one student has undone their leg straps in the aircraft!) If you follow this procedure on every jump it is impossible for you to exit with your student incorrectly attached. Do not allow or cause yourself to rush this procedure. Checking the handles in the correct order of use establishes a muscle memory of their location and acts as a rehearsal of the correct sequence of use. EXITS
TYPES OF EXIT There are basically only two types of exit : The Poised Exit this allows the student to assume the correct body position prior to exit. As the pair leave the aircraft they are head high and facing into the relative wind. All the student has to do is maintain their exit position. This exit can be done from a step and strut, sitting in a small cargo door, from a floating exit out of a large cargo door or from a tailgate. The poised floating exit is best suited to aircraft with a high door and tail plane as moving backwards into the door provides opportunity to dislodge the reserve pin. The advantage of making this exit is that you can present your student into the slipstream and have them watch the aircraft as you leave - this assists with the arch and stability.
As you move into the door, make a final check of your drogue and release handles (due to their outboard location they can become dislodged whilst moving to the door). Check your spot prior to Exit Prior to exit check the spot, do not exit if you feel you are not in a position to land on the DZ even with a higher opening. There is no need to rush your exit, the tandem canopy will glide for long distances and you have the option to open higher than planned. It is more important to be on windline than at the right distance from the DZ. The exact exit procedures you use will depend on aircraft type and DZ policy. The objective is to achieve a controlled exit maintaining stability throughout - every time!
This sort of poised exit can be very risky with the type of rig that brings the reserve flap into contact with the door or wing. Several popped reserves on exit have resulted from this! There is a real possibility of dislodging the reserve pin when making this type of exit from a small door. There have been several reported incidents of this occurring. Some of the deploying canopies have hit the tail of the aircraft! If this exit is to be used plan and practice it carefully and pay particular attention to keeping clear of the door. In fairness it should be noted that the Racer Tandem rig has never popped a reserve on exit due to its unique configuration among tandem rigs.
Section 3 - 2
The Diving Exit this often requires the student to alter their body position during the exit. If the student is slow to react or assumes an incorrect position, maintaining stability becomes more difficult. The dive exit can be achieved from standing, crouching, kneeling or sitting positions, depending on aircraft type and door size. The diving exit does require the student to change their body position immediately after leaving the aircraft. Due to the close proximity of the aircraft door to the reserve container do not move backwards on the SET. From a Cessna this exit can be made with either the left foot or the right out on the step.
Tailgate exit (one version, from the Strong News-letter) - It has been around since the '91 Bali Boogie, and is generally accepted as the easiest, most predictable tandem exit from a tailgate aircraft. A lot of people still do not know about the rearward facing, step-off with spines vertical and arms in a tracking position into a 3/4 backloop exit. As you pass into the relative wind beneath the aircraft, your feet and legs will be swept to your front and you will perform a 3/4 backloop. Being in the tracking position will keep you from going into a second backloop. After your backloop, you will be looking back at the airport and those who exited before you, a really nice view!
If using the wheel to stand on make sure the pilot has applied the brakes although it is safer not to rely on this and stand just inside the wheel. (Imagine the consequences of the wheel slipping and the tandem pair falling between the wheel and strut.) The sitting exit to a dive allows good control of the student and presentation into the slipstream. It is suitable for any aircraft with a side cargo door. Be especially sure to check the lower handles after you have moved into position in the door as they could snag as they are moved across the floor.
Factors Contributing to Successful Exits Spend as little time as necessary either hanging outside the aircraft or with your container exposed to an open door. The longer you remain in this position the greater the risk from a premature deployment. Although, having said that, do not feel you have to rush the exit. Be aware of your students arm and leg positions and be prepared to correct these prior to exit if necessary. Students have been injured by having their feet caught behind the wheel of a Cessna 182 or by hitting the aircraft with some part of their body because their exit position was not quite correct. As TM you are responsible for all eight arms and legs! Your student should have a firm grip on their harness or jumpsuit - not part of the aircraft and certainly not hands free (unless conducting
Section 3 - 3
AFF training). This can be either arms crossed or with elbows back at the sides. The students head should be back for exit with the body arched.
Anticipation:
The key to keeping in control is being able to recognise a potential problem prior to it becoming a real problem. Students sometimes do crazy things during the first few seconds after exit. Usually, after the initial shock of freefall their eyes will reopen and they will attain their body position assisting stability. Immediately following the exit launch, assess the student's body position as you arch to maintain stability. If the student remains in the folded de-arch position of the diving exit or attains a de-arched position after the exit launch, you may have to apply additional control techniques to maintain heading and stability. In brief Make the count and exit smooth, flowing out of the aircraft and into freefall. Ideally, make the fall away facing into the relative wind. This way the slipstream assists the students arch. Avoid intentionally unstable exits, as it is impossible to anticipate how a student will react in this situation. Before making a tandem jump from an unfamiliar aircraft practice the entire hook up, climb out and exit sequence. If possible, get advice from other Tandem Masters who have experience of the aircraft type.
ARCH!
What the Tandem Master does is more important than what the student does. The Tandem Master should concentrate on good training for the student in the proper body position, and then on his own body position on the exit. If the Tandem Master attains a good arch right out the door, then chances are the pair will gain stability easily.
Incredibly enough, many instability problems are caused by a bad Tandem Master body position. Specifically, many problems start because the Tandem Master fails to throw a hard arch on exit. While a poor exit resulting in instability is not inherently dangerous (except when it leads to unstable drogue deployment), it is nonetheless unnecessary and unacceptable. A poor exit is defined as any exit creating a combination of uncontrolled loops or rolls immediately after exit. It is not acceptable to loop an AFF exit, nor is it acceptable to loop an aircraft on take-off with a first time student, and Tandem is no different. While everyone will "blow" an exit every now and then, it should be the rare exception, and not the norm. Ironically, the smallest students can be the most difficult to control because the centre of gravity of the pair is higher. Example: When you hit a badminton birdie, the weighted end always ends up below. The same can hold with a Tandem pair. If a large Tandem Master makes a poor exit with a small student, it is very possible for them to end up back to earth (with the heavier of the pair below).
Dealing with refusals If a student indicates an unwillingness to jump, it may be for reasons other than fear. Establish whether the student just needs a little more time to prepare themselves, offer encouragement and try again. If your student absolutely refuses to jump you should not force them. Consider the legal implications in the event of a subsequent incident. If you are already outside the aircraft and your student hesitates only you can assess the situation. It will almost certainly be more dangerous to attempt to climb back in due to the high risk of accidental deployment. It is usual in this situation to continue with the jump. Refusals on tandem jumps are uncommon and can be avoided by adequate preparation and ground training. Assess the students motivation, then gain and maintain their confidence throughout the jump.
Section 3 - 4
AIRCRAFT EMERGENCIES Tandem canopies may take up to 1000 to open, therefore exiting the aircraft below 1500 is not recommended. In the event of catastrophic aircraft failure, it may be preferable to jump and have some chance of survival. Forced Landing Procedure Below 1000, instruct your student to brace for the landing. Protect yourself. Once the aircraft has come to a halt exit the aircraft with your passenger as quickly as possible. Low Level Exit Below 4000 feet - the AAD is set to activate the tandem reserve at 2000. When exiting the aircraft at or below 4000, pull your reserve ripcord immediately.
NOTE Vector/Atom - you must deploy the drogue first and then pull the drogue release. This is because the drogue will collapse prematurely if the drogue release is pulled first. Dual Hawk/Racer - you may pull the drogue release before exit and use the drogue as a regular pilot chute. When exiting at or above 5000 this procedure should not be necessary.
Descent in Aircraft If you descend in the aircraft, position yourselves away from the door. Observe manufacturers guidelines regarding AADs. At 1000 detach your student and reattach the seat restraints. Maintain control of your student throughout. After landing assist the student to exit the aircraft and escort them back to the administration area. Beware the propeller!
Premature Container Openings Prior to Emplaning: Main Remove equipment Unpack drogue and disconnect 3-ring Carefully repack the system Check closing sequence If you have to make an emergency exit and are not already hooked up it is acceptable to attach only the two top snaps and exit with your legs wrapped around your passenger (if aircraft and exit type permits). Ideally attach all four snaps even if you do not have time to tighten them. Be prepared! Tell the student Grip the harness, feet back head backArch! Above 4000 feet - You may be required to exit the aircraft at a lower than planned altitude for a number of reasons. Attach your student as normal Do a pre-exit check Exit the aircraft Deploy the drogue Pull the drogue release at the correct altitude Reserve Remove equipment Repack the reserve In the Aircraft: Inform student, pilot and other jumpers. Move away from door. Shut the door if open. Secure canopy and descend with aircraft. During the climbout: This situation has occurred sometimes with fatal consequences. Take every precaution to minimise this risk. If you find yourself in this situation Exit immediately Assess the situation Pull the handles in the correct order.
Section 3 - 5
PILOTS BRIEFING Brief your pilot(s) on the different requirements for tandem operations, such as : your minimum exit heights in the event of aircraft emergencies. the requirement for ample warning if planned exit height is not available, allowing you sufficient time to hook up your student. the higher than normal opening height of the tandem means the canopy may still be in the air as the aircraft is descending and landing.
MULTI AIRCRAFT OPERATIONS/BOOGIES When multiple aircraft are in use anticipation and planning by the manifestor is required to minimise the risk of freefallers colliding with the open tandem canopy. Allowing 4-5 minutes between run-ins should be sufficient to ensure clearance. A DZSO or TCO in radio contact with the aircraft to advise when canopies are clear is an additional safety measure. Tandem skydiving under these conditions introduces more variables to the TMs workload. With more canopies in the air and jumpers of unknown experience the risk of conflict, especially under canopy, increases. Even the higher opening altitude for the tandem pair does not always ensure vertical separation. Give consideration to nominating a separate landing area for the tandems and accompanying camera people.
Common Aircraft in use and Exit Types Aircraft C-182/C-185 Configuration step and strut Type of Exit poised on step/diving off step seated/diving/floating Notes Beware the students legs and the wheel strut. Beware of contact between your reserve and the wing/door frame/in-flight door. If seated, check the lower handles have not become dislodged while moving to the door. If backing out, beware of the reserve contacting the door frame.
C-206/B/N Islander Twin Otter Nomad/DC3 Caravan Skyvan/C130
small cargo door
large cargo door tailgate
seated/diving/floating Have the student assume a good position prior to exit. Do not rush the drogue deployment, stability can take some time from a slow speed exit. Practice climbing onto the edge of the basket hooked up while on the ground.
poised/diving/pivot
Helicopter
cargo door
poised/diving
Balloon
basket
diving/floating
Section 3 - 6
SECTION FOUR - FREEFALL/DROGUEFALL

O.R. 5.8.11 A Tandem-Master carrying out a tandem descent shall not engage in contact relative work unless he or she has made at least 50 descents as a Tandem-Master since gaining his or her tandem endorsement. (See also 5.4.7.)
FREEFALL Immediately after exit and before drogue deployment, the tandem pair are in freefall. Without the drogue you will accelerate to tandem terminal velocity of 280 kph (180 mph) in approximately 18 seconds. Consequently, prolonged freefalls at these higher speeds can be physically uncomfortable and increase the risk of hard openings and canopy damage.
The laws of the drogue
Distance fallen in 50 secs.
Using the drogue to gain stability is poor practice - it is also highly dangerous. Frequent use of the drogue to achieve stability is sufficient grounds for a DZSO/CI to suspend a tandem rating!
12500 feet (Freefall)
8400 feet (Droguefall)
Never deploy the drogue while out of control unless time and altitude are running out.
Time and altitude are used up more quickly whilst in freefall. As you exit the aircraft, immediately assume a hard arched position. You may need to spread you arms wider and extend your legs further than on a solo exit. With proper presentation into the relative wind and a good body position maintaining stability throughout the exit is easily achieved. Failure to maintain stability during the exit is often caused by the Tandem Master failing to assume a good body position. Once you have gained positive stability you should deploy the drogue. As you exit the aircraft, immediately assume a hard arched position. It is recommended that you deploy the drogue within 5 - 10 seconds, however, it may be deployed anytime after exit but before pulling the drogue release. Do not rush!
Remember no drogue = no main!

Deploying the drogue Ideally you should deploy the drogue 5-10 seconds after exit and only when stable. Simply grasp the drogue handle with the right hand, withdraw and deploy the drogue with a continuous, sweeping throwaway movement of the arm. Let go of the drogue at full arm extension level with your shoulder and check over your shoulder to confirm its inflation.
Be sure to check over your shoulder to confirm drogue inflation.

Hard Pull - If you experience difficulty pulling the drogue from its pouch you may
Section 4 - 1
need to brace your elbow against the side of the container for extra leverage. Do not hold onto or wave off with the drogue as this increases the risk of the bridle tangling with either the tandem pair or the drogue canopy. DROGUEFALL
Body Attitude The drag of the drogue on your harness will affect your body attitude. This varies with different types of equipment and may feel quite unnatural at first. Do not resist or attempt to change this position too much or you will begin rocking. Maintain a good arched position throughout the drogue fall. Turns Initiating turns during droguefall is easily achieved. Often deflecting air using just your hands will cause a turn. Leg turns are very effective, initiated by extending a lower leg. Upper body turns can cause movement between the Tandem Master and students torsos resulting in an asymmetrical position causing an unintentional turn, or one that is hard to control.
Maintain the Arch!
Practice Pulls Once the drogue is deployed you should perform practice pulls on: 1. Drogue release handle. 2. Secondary release handle (if fitted). 3. Cutaway handle. 4. Reserve handle/s. Do this on every jump
This acts as a rehearsal of the sequence of operation and a check to ensure nothing has become dislodged. If a handle cannot be located during practice at 8000 feet, it leaves considerably more reaction time than finding this out at pull height! Student Arm Extension If you want to, signal your student to extend their arms by tapping them on the head or shoulders. If you need to correct your students arm position do so by gripping them near the wrist and moving them as required. Signalling the student to bring their arms back in prior to deployment may be unnecessary and could lead to you focusing on their position rather than deploying the canopy.
Locate the DZ Be aware of your position relative to the DZ. Observe any freefall drift and be prepared to open higher than planned if necessary. Releasing the Drogue Pulling the drogue release anytime after drogue deployment will begin the opening sequence. The main canopy must be open by 4000 ( O.R. 5.8.3.). You should allow at least 1000 for main deployment therefore the drogue release should be pulled no lower than 5000. As you pull the drogue release, glance over your shoulder to visually confirm drogue release and main bag lift-off. Then return to facing forwards to ensure shoulders level/risers even to assist symmetrical canopy deployment. This is a critical stage of the jump, and you should be prepared to act immediately to a number of malfunction scenarios. If you are jumping equipment fitted with a secondary drogue release handle it is recommended that you use this handle to deploy the main canopy on alternate jumps if it is not to be used by the student. This allows you to practice locating both handles. In the event that pulling the first drogue release does not begin the deployment sequence, you should pull the other handle immediately.
Section 4 - 2
feet with yours and take hold of their arms between the wrist and elbow and manipulate them into an arch. It is possible to maintain stability with a poorly positioned student - you cannot expect or rely on the student to assume a good position. Stability is your responsibility! Student Interference If the student grabs your arms or hands rotate your palms outwards while bringing your arms into the students chest - this action should break their grip. If this fails - shout, use your teeth, or head, but make them let go! Always include and emphasise in your briefing the importance of not taking a grip on your hands at any stage and never put your hands where your student can reach them. Student Incorrectly Attached This should never happen! If you find yourself in this situation deploy the drogue. Hold onto the student as you deploy your main canopy. Just one top snap will hold your student securely. Do not spend time trying to attach hooks in freefall. Drogue Release Failure In the event of :1. Inability to locate the drogue release handle 2. A hard pull or 3. Failure to release pull the secondary handle (if fitted), and if this does not release the drogue, deploy your reserve.
UNUSUAL SITUATIONS Instability If you find yourself unstable hold your arched position - if this is insufficient to regain stability, bring one arm in and barrel roll face to earth. Be careful not to put your arm where the student can grab it! Normally the student will act as a stabilising device, pulling the pair face to earth, especially if the student is larger and heavier than the Tandem Master. Lighter students, especially tall ones, are often harder to control, particularly if they de-arch on exit. This is likely to try to put the tandem pair on their side or back to earth. In the unlikely event that the students body position is such that recovery using the arch and /or barrel roll is not working, you should manipulate your student by gripping their arms at the wrist and hooking their legs with yours, then physically pull them into an arched position while shouting ARCH into their ear.
*Do not use the drogue to get stable except as a last resort*
Hard Pull on Drogue If you have difficulty extracting the drogue from its pouch, brace your elbow against the container for extra leverage. If you are still unable to extract the drogue pull your reserve immediately! Spins/Unintentional turnsIn Freefall - Deploy the drogue if face to earth. In Droguefall - Arch and control using your legs if possible. Using your arms and upper body to control an unintentional turn works well until you need to pull! Poor Student Body Position If you are stable, deploy the drogue first, then correct the students body position. Hook their
Main container open in drogue fall As well as a broken main loop or knock on exit this can also be caused by a combination of: Loose side container adjustments Positioning of the adjusters and clips of the student harness High drogue snatch force on deployment
Section 4 - 3
Tandem Masters Study Guide Drogue deployment in a head high position Loose legstraps (or TM with a short torso) This combination can result in the container being able to bend in the middle a lot further than it is designed to do. This in turn allows the centre of the container to break-open excessively which can move the pin/flex pin out of the loop during drogue fall. (This applies to drogue attachment points between the main and reserve containers). The remedy is to keep the top and bottom attachment points as far apart as possible on both the TM and passenger by adjusting the harness accordingly. See section 6 for procedures in this event.
Conclusions developed from this project by the participants:

Common denominators in tandem sidespins: The relative wind is hitting the tandem mass from the side. The passenger has some degree of reverse arch. Avoid tandem side-spins by: Thorough training of the passenger. Lay them on their stomach to practice the arch, emphasizing the position of the knees and heels. Be aware of and use the relative wind to your advantage. Face into it or away from it. Exercise: Review lots of video of exits perpendicular to the relative wind--see what you think! Tandem side-spin recognition and initiation of recovery procedures must be immediate. The more energy put into the spinning mass with each revolution, the longer it will take to recover. We don't want to run out of sky, or become unconscious! Types of recovery: If drogue side is up, deploy the drogue. If drogue side is down: If altitude permits, and spin recognition is immediate, you may decide to avoid risking any entanglements of drogue or reserve by initiating recovery procedures. If you choose to deploy the drogue, deploy it behind you into clean air. Activate your reserve. Considerations when choosing between the drogue and the reserve: Which one are you willing to risk getting hung up during the spin? Even if the drogue gets hung up, we have plenty of history in safely deploying a reserve past a drogue in tow. It doesn't matter whether the student has his arms across his chest, or he is learning to skydive by arching hard. It doesn't matter who manufactured the equipment. A hard arch does not effect recovery from tandem or solo side- spins. Turn on your AAD!
Side Spin
This is a form of instability only encountered in Tandem. It begins when the students lower body is positioned forward of the TMs, either knees down, foetal or in a radical de-arch. It is almost always associated with a light weight passenger. This is further compounded by a perpendicular or side on presentation to the relative wind either during or soon after exit. Because of the students position and the effect of the relative wind a hard arch by the TM may actually increase the problem! As the spin increases centrifugal force quickly causes the situation to deteriorate by forcing the students legs away from the TMs. This force can make it hard to reach handles and can quickly incapacitate the TM and student. The side spin develops quickly but there is often an opportunity to deploy the drogue before the situation deteriorates. If you feel your students legs are out of place during the exit hook them with yours and pull them back. Turn into and use the relative wind to assist you.
Recognising and reacting quickly to this situation is vital.
Bill Morrisey of Strong Enterprises performed a series of test jumps to investigate the phenomenon of Tandem Side-Spins. The following are the conclusions and procedures for recovery from side spins from that report:
Procedure for recovery from tandem side-spins:

Initiate recovery by having the Tandem Master/pilot remove the influence of the upper bodies by grasping the wrists of the passenger and placing them on the front of the passenger's hips.
Section 4 - 4
While using those grips at the passenger's hips for leverage, the Tandem Master/pilot will take ankle/leg locks on the passenger. Removal of the influence of the upper bodies, and the locking of the legs, should put the tandem pair back to earth. From the back to earth position, the Tandem Master/pilot will straighten out the legs [without letting go of the passenger's legs] and take a positive arch [keeping the hands on the passenger's hips]. Return to a face to earth position through a 1/2 back loop or 1/2 barrel roll. Actual recoveries. First hand accounts of actual side-spin recovery refer to "...pushing the passenger down towards the ground...", "...back-looping out of it..." and "...tracking out of it...", all support the fundamental ideas of the hard arch not being the answer, and the removal of the influence of the upper body of the Tandem Master. We advocate placing the hands on the passenger's hips for leverage in bringing the Tandem Master's legs forward in order to remove the influence of the lower body of the passenger. Safe skydiving! Bill Morrisey
From this we can understand that although there is no need to panic if you start to spin on exit, there is a urgent need to do something to stop the spin while we are still able to. And in case you feel that your AAD will save you, the report also says that the two jumpers heads were subject to a G force of 12.8 G for approximately 20 seconds and that this may have been what killed them anyway. So the lesson from this is that we must not be too proud to do what ever we need to if the situation seems to be going out of control, even if it means pulling the reserve within 10 seconds of exit.
FREEFALL VIDEO PROCEDURES
Maintain Altitude Awareness Without the drogue you will be travelling at 280 kph (180 mph). If you are unable to recover stability by a safe height or feel yourself losing consciousness deploy the drogue - even if it becomes entangled it will slow you down. Although a less than ideal situation it is possible to deploy the reserve past a trailing drogue. Pulling your reserve or having the AAD fire while in a side spin presents a greater risk due to the likelihood of entanglement. You can minimise the potential for a side spin developing by adequate student preparation, secure side adjusters and by making a positive exit facing into the relative wind. You should study the information booklet Tandem Side Spin Phenomenon produced by Strong Enterprises. - and your DZ also has a copy of the Video. Be aware not every unstable exit will develop into a side spin. Do not develop the habit of using the drogue to gain stability. Extract from the final report of the tandem side-spin fatality in Finland, 1993 The report of the incident makes the point that
the Tandem Master lost consciousness in approximately 10 seconds, but was disabled sooner.
Freefall camerapersons should meet the criteria of O.R. 5.4.7. and have proven competence of freefall camera work. Tandems are not a good subject to learn on for initial camera skills. The best exit set up for camera jumps is for the camera person to be in the rear float position with the tandem pair either diving towards the camera or turning toward the camera after making a poised exit. Initially, the cameraperson should leave early (on the SET) to ensure adequate separation with practice this can be reduced. The TM should assist by facing into the sun. As TM you should take every opportunity to have your jumps filmed allowing you to review your performance.
RELATIVE WORK (RW) PROCEDURES Performing relative work with tandem increases the potential for distractions, accidents and injuries and adds little to the passengers enjoyment of the experience.
Section 4 - 5
On any tandem jump you the Tandem Master are responsible for your own and your passengers safety. If planning RW you should have knowledge of the abilities of the jumpers accompanying you. Do not assume that an experienced rel worker knows all about tandem rel. As TM you are a sitting duck for others mistakes. A thorough briefing of all participants must be held covering the following points:EXIT - allow the tandem pair room to set up in the exit position. The TM initiates the exit. The exit should be such that the TM has room to deploy the drogue without risk of collision. Jumpers accompanying must be made aware that the tandem pair will accelerate faster than a solo jumper and will be more affected by throw forward. The safest exit is for the tandem pair to follow out the other jumpers, as shown below:
DROGUEFALL - Once the drogue is deployed the tandem pair will slow their acceleration. During RW, No one must pass directly over or under the tandem. Docking approaches should be made from in front and on the same level and should be without momentum. Grips are to be taken on the student and not the TM. WAVE OFF - should occur at least 500 above pull height. Accompanying jumpers should either drop grips and backslide away from the tandem or turn and track as normal to ensure separation. WARNING - Tandem and RW combined may be injurious to your health! Do not be tempted by RWers who want to add a little variation to their skydives and ask to dock on the drogue or stand on the Tandem in freefall. A little thought will quickly help you realise the potential for disaster that this could introduce to a skydive. Tandem Masters need to be prepared to not be nice to other jumpers who want to fly with a tandem. Do not let other jumpers just follow you out if there has not been extensive planning and the DZSO has not approved the jump. Op Reg 5.4.7 is for the TMs AND the passengers protection:
RWers and camera fliers, by exiting from the rear of the door so that the tandem is chasing them, do not run the risk of the tandem pair falling below and consequently need not worry about the drogue. In fact to remain close the cameraflier or RWer will have to initiate the chase immediately after exit. However, if the RWers follow a tandem jump (as below) there is a far greater chance of the tandem pair being thrown forward under the other jumper. This results in the TM either having to delay the drogue deployment until the RWers are clear or risk throwing the drogue close to other jumpers.
A parachutist shall not engage in relative work with a Tandem-Master carrying a passenger unless he or she is the holder of at least a Certificate "D", and has made at least 200 RW descents in the previous two years, and has the authorisation of the DZSO and the Tandem-Master for that descent. (See also 5.8.11.) Your responsibility is to your passengers safety, not to entertain other jumpers.
Rel work on tandem is special, it is not just another skydive!
Section 4 - 6
SECTION FIVE - CANOPY CONTROL and LANDING
O.R. 5.8.3.
The main parachute shall be open not lower than 4000 feet above ground level.
MAIN CANOPY DEPLOYMENT Main canopy deployment begins once the drogue is released. Vector / Atom Releasing the drogue causes it to partially collapse, (this causes the trap door sensation), the pair accelerate briefly until the collapsed drogue, acting as a pilot chute, pulls the main pin, lifts the deployment bag out of the container and pulls the canopy to line stretch. Dual Hawk / Racer Releasing the drogue causes it to pull the main pin, lift the deployment bag out of the container and pull the canopy to line stretch, the drogue collapses after the bag opens and the canopy begins to inflate. Stow the drogue release - (the top of the students harness is a good place)
Tandem main canopies are designed and packed to open slowly. The canopy may streamer for slightly longer than normal with the slider up the lines as the tandem pairs speed decreases. Eventually the slider will descend and the canopy open fully, usually with the end cells open and the slider fully down. The deployment sequence may take 1000 or more. (With older canopies this figure can double).
Check the cutaway and reserve handles for security Check the 3-Rings and risers Check the top snaps are secure (remove the locking pins -Vector) Loosen the side straps - it sometimes helps to have the student stand on your feet to do this. Help the student adjust the harness 1. Ensure their chest strap is not too tight 2. Get the student to lift their legs and slide the leg straps down towards their knees, this aids comfort, reduces the risk of fainting from restricting the blood supply and helps to raise their knees for landing. If it is not too cold, get the student to remove their goggles, (check first to ensure they are not wearing contact lenses or glasses), they should pull them down and hang them around their neck.
Stall OpeningsOn some canopies the brake setting is such that the canopy opens in a stall configuration, this requires the brakes to be released to allow stable flight. After Opening Take control of the canopy, release the brakes and check that the brake-lines are free (including the secondary brake-lines)
CANOPY HANDLING If the canopy is equipped with a double brake system, it is possible to use only the primary set of toggles (normally yellow) for steering, but always use both sets for the flare. If you intend to let the passenger steer it is easier to release the brakes and take control of the canopy using the lower set of loops and then passing them to the student telling them put your hands in the toggles where mine are.
Section 5 - 1
Steering the CanopyTandem provides the ultimate suspended harness. The student is able to steer and control the canopy with direct assistance from the TM. All students should be given the opportunity to have a steer during the descent. Talk to your student, ask how they are feeling, especially before initiating any steep turns or stalls. Draw their attention to the relative wind and show them how to judge ground speed. Point out the windsock and any other form of ground wind indicator. Poor spot If you need full drive to recover from a poor spot or similar situation then bear in mind that as the student is suspended lower than the TM, their full flight toggle position can often be in reality 1/4 brakes. They also tend to pull down on the toggles unnecessarily thereby reducing the forward speed. Of course, if the recovery from a long spot requires some brake to be applied let the student do it, it saves your energy. Toggle Pressure This tends to be fairly high on tandem canopies and increases with higher wing loading something to consider when jumping with heavy passengers. Stalling the Canopy Intentionally stalling the canopy is not recommended due to the high probability of tangling the canopy with the drogue as the canopy recovers. Remember this as you practice landings and flare the canopy to a standstill at height - do not hold it into a full stall. Wind line Be sure to keep working the canopy towards the wind line. This may be different at various heights during the descent. This is of primary importance in getting back to the DZ. While this may seem obvious it is not difficult to be distracted from canopy control by other considerations, such as Turbulence Tandem canopies are particularly susceptible to turbulence when the wing loading is low, as with a light passenger. More brake may be necessary than you would use on a solo canopy. Also, gusty winds may collapse the canopy which can be difficult to re-inflate.
Practice Landings Under canopy get the student to practice the landing position. If you intend to let the student assist you with the flare, you must practice this several times prior to landing. Unless you are absolutely sure of the students ability do not have them assist you with the flare.
Student feels sick If your student feels sick under canopy minimise the number of turns you make. Advise the student to look at the horizon and take deep breaths. Get the student to adjust their leg straps to aid circulation the way you showed them during the briefing by lifting their knees to slide the legstraps down their legs. The TM can help here by reaching down and assisting the students knees up by pulling on the jumpsuit leg handles. If the students hands or arms begin to tingle, have them release the toggles and lower their arms. Student Faints Under Canopy There is little you can do in this situation. Make a sliding landing and try to kick the students feet out and forwards as you come into land. Landing slightly off the wind line and rolling to the side will help avoid the students legs being forced under the tandem pair. Release the harness and provide immediate assistance after landing. Right of Way Under canopy all other jumpers should maintain at least 200 of separation from the tandem. Although common sense dictates that the tandem should have right of way, it is still the responsibility of the TM to ensure separation is maintained.
Section 5 - 2
SETTING UP FOR LANDINGS You should remain constantly aware of the wind conditions throughout the descent. Be aware also of whether this may become a busy landing area if large aircraft are operating. Canopy collisions are becoming more common. You do not HAVE to land where you arranged to if it is not safe. At approximately 1000 feet begin the downwind leg. Ensure you have enough altitude to make corrections if you have misread the winds. Face the canopy into wind for landing and commit to the approach on full drive. Tandem canopies display their best landing characteristics when flared from full drive. Accuracy approaches and flaring from quarter or half brakes are not conducive to good landings. Instruct your student to assume the landing position between 10 and 20 seconds prior to touchdown (20-30 feet), and flare the canopy as conditions dictate. Do not ask the student to assume the landing position above 100 feet - they can get tired and let their legs dangle at just the wrong moment. Do not attempt late turn landings - this does not give you time to get your student into a stable landing position and the g force makes the students legs heavier. Having your student assist with the flare requires careful preparation and several practice flares at height. Even then, the student may hinder the flare by not following or reacting to your instructions. ie flaring too soon or not flaring at all.
canopy and relies on the ability and strength of the TM. The Running Landing In light winds even a full flare may not completely stop the canopy. In this case both the student and TM must take a few steps after touchdown. The student must be briefed and practiced thoroughly if this landing is to succeed. If the student does not step forward or have enough tension in the legs they will fall and pull the TM over them, possibly resulting in injury to either or both. The tandem pair can also trip each other. This method is not recommended. The Sliding Landing Unless there is a moderate wind the sliding landing is almost always the best choice. Just prior to landing have the student lift their knees as high as possible, then put their feet forward. Whilst flaring the canopy the TM leans back in the harness (this also pulls the student back), and as your feet touch down continue to lay back until you are sliding with the student sitting in your lap. If necessary you can help the students feet forward with yours as you are beginning the landing. To assist your student to lift their legs for landing, have them take hold of their leg grippers near their knees and pull up. Some operators find that looped handles attached to their student jumpsuits are even more effective.
LANDINGS There are three common landing techniques: The Stand Up Landing If you are confident of achieving a zero forward speed touchdown the stand up landing is recommended. Often, even after a soft landing the students legs will buckle beneath them causing them to stagger or fall - you need to be strong enough and ready to support the students weight as you touch down. The stand up landing requires +10 mph wind, a larger THE SLIDING LANDING If the landing area is not smooth warn the student to stiffen their legs to avoid a tussock or dip in the ground from forcing their legs back under the tandem pair. Injuries have also resulted in trying to slide on soft sand for the same reason.
Section 5 - 3
Whichever landing you plan to make you must tell the student and have them practice before emplaning and again under canopy to ensure success. So, JUST before landing, remind the student about leg tension, make your decision about which landing you are going to use based on ground speed and shout stand-up or run or feet-up into the student's ear.
Unless you are absolutely sure of a zero speed landing it is far safer to slide in with the students feet up and your legs helping to keep them forward.
Many factors combine to produce a good landing, the size, strength and experience of the TM, the canopy type, size, and age and the prevailing wind conditions.
A common fault with inexperienced catchers is to keep trying to run under the tandem as you do S turns on final approach. This makes it difficult for you as the catcher is usually your target in most winds. Tell your catcher to stand still if you are close until you do your final turn straight into wind, which may be quite low, and then to run as fast as necessary. Of course, if it is obvious that you have misjudged the final wind and are going to land some distance away then the catcher should start running sooner. In either case the catcher needs to try to anticipate your landing point so that you both arrive there at the same time. If the catcher is two seconds late in winds over 10 knots you will be on your back and being dragged, or untangling a cutaway main canopy! On windy days a good technique is to have one catcher take the toggle, while another takes the students chest strap to support the pair. Do not have two catchers each grab a toggle as the canopy will not spin into the ground and may pull everybody over in a heap. No Catchers :If there are no catchers and the wind is +5 knots check that the RSL is released while under canopy. With the RSL detached you can cut away the main after landing if necessary.
CATCHERS Always have a catcher present, with even a light breeze the tandem canopy can be difficult to collapse. As you flare and after you touch down, hand one toggle to the catcher who should run into wind to collapse the canopy. Briefing the Catcher :The catcher must know how important it is to take the toggle and run into wind to collapse the canopy. Just holding the toggle and letting the jumpers get dragged backwards is not acceptable.
With Catchers, like Jonathan Livingstone Seagull, perfect speed is Being There!
POSSIBLE PROBLEMS WITH LANDINGS Off DZ LandingsYou should not jump if conditions are such that you may miss the DZ, however this a situation that can arise from many reasons at any time so be prepared! If you landing out follow normal off-DZ procedures, avoid turbulence from obstacles up wind of the landing site, release the RSL and be prepared to cut away to collapse the canopy.
The catcher must BE THERE as the tandem lands, two seconds later is too late and the tandem will be pulled over. Brief the catcher to take a single toggle and run hard forwards and off to one side (so that the brake line is not pulled across the passengers face).
Section 5 - 4
Hazardous Landings Although the chances of landing with a Tandem on an obstacle are small the possibility does exist. You should develop a plan for any eventuality that may occur. Tandem Water Landing Procedure * Release the RSL * Undo the side straps (and remove locking pins Vector) * Student inflates buoyancy device * TM undoes chest strap * Flare and land into wind * Cutaway main canopy * Release top snaps and push student away * TM swims out of harness and inflates buoyancy device. Injuries To student - release harness and provide immediate assistance. Secure any video. Take statements from any witnesses. Fully and accurately complete an incident report and file it with the APF office. To TM - release harness and wait for assistance, be professional.
To get these people to lift their legs up for landing I do three things: 1. Having deployed and ascertained the main is safe to land, I then get my passengers to lift one knee up as high as they can and with both their hands, pull the underside of that leg strap forward towards the raised knee. When this is done, do the same with the other leg. My passenger now has (to an extent) their legstraps away from their butt and closer to their knees. Done successfully they are now in a sitting position. 2. On finals I get the passenger to put their hands underneath their thighs and hold their legs up. Done successfully they are now in a sitting position. I have also used this for passengers who are taller than I am. 3. Both of these actions are fully briefed to the passenger before the Jump. especially getting them to practice sliding one of their legstraps forward. The prospect of a face plant usually instigates undivided attention from passengers during the landing part of the ground briefing. Thats all from me. Blue Skies, Ronnie Hughan, NZPF TM #31
It is the TMs responsibility to ensure a safe landing - if you are unable to flare and land the canopy unassisted you are not doing your job!
Landings some other opinions:

The following are letters from very experienced Tandem Masters to the APF News-Sheet concerned with student landing injuries and some of their ideas on what can be done to avoid them. Letter no 1 11 October 1995 Dear John, I have found that the passengers I regularly have landing problems with (and those that I see have problems) have a weight problem, they have a more than average bulk around their thighs and hips. These people seem to have a problem lifting their legs for landing, especially after having been in a harness for the best part of five minutes.
Letter no 2
I have been concerned that students havent been able to get their feet up sufficiently when coming in to land. Even people that have demonstrated a good lift of the feet during practice have more difficulty on final approach. To test this I put on my student harness, suspended it, and lifted my legs up. I found I couldn't get them above my bum level without either rocking, or pulling up on the front risers.
I adjusted the harness so that the point of attachment was more forward. I tried again and
Section 5 - 5
found I could lift my feet up above bum level. At least 30cm (1 ft) higher! I now adjust the harness so that the point of attachment is as far forward as possible.
slide-in landing. Leaning back in the harness helps as well. Works well every time! When in doubt.....whip those legs out
Once under canopy I get the student to stand on my feet (to take the weight off the harness), and I tighten the front adjusters. I have found this to assist in getting their feet up. DAMIEN HANSEN, CI Hervey Bay
This may not look as good as a nice stand-up. But who cares? The important fact is that the legs of students are controlled and protected! As there appears to be a consistent number of leg injuries with tandem students, to date, these techniques can only improve students safety. Ive not had one injury yet. Regards Lou Armstrong, TM #68, AFFIA #13
Letter no 3 24 October 1995 A few of my observations based on 1200+ tandem jumps (1300+ AFF jumps) over the past seven years. Five of these years are from full-time skydiving in California and Arizona. Tandem landings - I always complete at least two practice landings with students, prior to 1500+ ft AGL (1) On my first practice session I ask the student to lift their legs up, knees slightly bent and toes visible. Almost always I have the student participate in canopy control and flare for landing. During the first session I critique the students ability to lift legs sufficiently and ability to flare canopy correctly. My verbal instructions are .......arms up, legs up, steer with me now - not against me, legs up arms up, not yet, not yet, not yet..................., FLARE, FLARE, FLARE!!! (2) If there is evidence that the legs are not raised enough for a successful landing, sometimes, I then ask student to grab the grippers on the jumpsuit and lift their own legs up sufficiently while I do all the flaring for the landing on my own. IMPORTANT NOTE!! Whenever I have any doubt at all about my students ability to maintain correct leg positioning, I always place my feet behind their ankles and during the flare, as the canopy moves back and we both swing forward, I extend my legs and push the students legs out in front for a sit-down or
AFTER THE LANDING Detach the students harness from yours and assist the student with loosening their leg straps. Be positive with your comments even if the student was less than perfect. Remember this was their first jump and they only received minimal training. Safety! Maintain control of your student while you gather your parachute and clear the landing area, remember you are still responsible for your students safety! Be aware of other canopies landing, aeroplanes and other potential hazards. Many students start trying to get out of the harness immediately. Tell them to keep it on to walk back to the base area, just loosen it. This helps prevent items being left out at the landing site. Return to the administration area, remove equipment. Offer congratulations and present the certificate. This is an ideal opportunity to encourage the student to enrol on a training course and become a sport skydiver.
Section 5 - 6
SECTION SIX - MALFUNCTIONS
You should review and rehearse your emergency procedures before and during every skydive.
While in freefall or under a malfunction do not try to second guess the situation, have a set procedure and stick to it.
Hard Pull on Drogue Try again using your elbow as a lever against the container, if unsuccessful deploy the reserve immediately. Drogue in Burble Roll to left and look over shoulder to allow drogue to catch air, if unsuccessful deploy the reserve immediately. Unable to Locate/Pull Drogue Release Use second release ( if fitted) or deploy the reserve immediately. The misrigging of the 3-ring shown here will result in an impossible pull of the drogue release due to the increased load being applied to the locking loop. Be sure to include a check of the 3-ring assembly at the same time that you check the routing of the drogue release cables.
Pulling the handles in the correct sequence is vital to the safety of the tandem pair.
Remember, on a tandem jump safety depends on you making the correct decisions. MALFUNCTION PROCEDURE In the event of a main canopy malfunction you should spend as little time as necessary assessing the situation. If a cutaway is required: * TELL your student to assume the exit position. You may scissor the students legs between yours. * LOCATE your cutaway and reserve handles. * PEEL the cutaway handle up and out from the velcro. * PULL the cutaway handle forwards and down to full arms extension. Ensure the main canopy has released, then * PEEL & PULL the reserve handle. * ARCH hard during reserve deployment. The tandem reserve is designed and packed to withstand opening shock at tandem terminal velocity (180 mph). Low speed deployments (after a cutaway) may take 1000.
STEERING AND LANDING THE RESERVE Use the same procedures as for your main canopy, the reserve may be slightly smaller. The steering toggles have only one set of loops. Reserve landings are usually good due to the new condition of the reserve (max 20 jumps).
Drogue Entangled Spend only a few seconds attempting to disentangle the drogue. If it is inflated it will still slow you down, if you cannot clear the entanglement deploy the reserve immediately. Do not pull a drogue release as this could cause a horseshoe malfunction. Do not waste time attempting to cut the drogue bridle.
DROGUE AND RELEASE MALFUNCTIONS Out of Sequence Pull If you, or your student pull a drogue release before the drogue is deployed deploy the drogue immediately.
Section 6 - 1
Drogue does not Inflate A collapsed drogue should still have enough drag to deploy the main. Pull your drogue release immediately. Drogue Deploys and Breaks or Collapses Without the drogue you will continue to accelerate to 180 mph. Pull your drogue release immediately. Drogue In Tow If after pulling the drogue release nothing happens pull the second release( if fitted). If unsuccessful cutaway and deploy the reserve immediately.
PREMATURE MAIN CONTAINER OPENING (HORSESHOE) This is one of the worst scenarios facing a TM and incorrect reaction has led to several fatalities.
You must pull the handles in the correct order!

In Freefall - deploy the drogue - pull the drogue release - pull secondary release In Droguefall - pull the drogue release - pull the secondary release In this situation (with the main container open) the drogue and release handles should be in or near their usual locations. They may feel different due to the loss of rigidity in the main container. The main canopy may or may not malfunction due to the out of sequence deployment. Deploying the reserve into a horseshoe is a bad option due to the probability of the main risers and lines fouling the reserve pilot chute. If you are unable to deploy the drogue and the main container opens into a horseshoe malfunction, Relative Workshop recommends you should release the RSL before pulling the cutaway pad, then make sure the main risers have cleared before pulling the reserve.
The Dual Hawk and Racer systems incorporate a combined cutaway pad / drogue release which reduces the risk of drogue and reserve entanglement in the event that the cutaway is pulled with the drogue still attached.
When you deploy the drogue check to ensure its deployment and inflation. When you pull the drogue release, check to ensure activation. Deploying the reserve past a drogue in tow is not always successful, check the packing and routing of your equipment to minimise the risk of a drogue in tow malfunction.
Section 6 - 2
CANOPY MALFUNCTIONS Your AAD is set to fire at 2000. Tandem main canopies take up to 1000 to open. If you experience a partial malfunction timely action is necessary to cutaway and have your reserve open before AAD activation. A minimum of 3000 feet AGL is usually regarded as decision height with regard to whether or not you have a good main canopy. In-flight transfers - If the reserve is deployed without first releasing the main canopy the deployment will be unpredictable and there is a high probability of an entanglement. Baglock With a collapsed drogue there may be insufficient drag to cause the risers to separate and you may need to physically clear them. Cutaway and deploy the reserve. Streamer Even new tandem canopies can take 1000 to open, older canopies may increase this. Know your equipment and effect emergency procedures as necessary. Line Over Will result in a rapidly descending fast rotation cutaway and deploy the reserve. Tension knots Stalling the canopy violently or pulling on a riser may cause these to release - watch your height. If unsuccessful cutaway and deploy the reserve. Broken /Prematurely released Risers A major problem with only one riser releasing is for the RSL to begin reserve activation with the main still attached. Note: The RSL may be dispensed with at the CIs discretion. Cutaway and deploy the reserve. Twists Can be harder to clear due to the student obstructing your actions. Asymmetrical twists on high performance tandem canopies can cause a fast rotation making the twists worse.
CONTROL MALFUNCTIONS Ask yourself can I control it ? and can I land it safely ? While the decision to initiate emergency procedures must be made promptly, you should only contemplate using your reserve as a final option. Damage Assess your rate of descent and amount of control. Slider Hang Up Flare and assess. Broken Lines If cutaway is necessary and time and altitude permit cut any lines hanging down around the tandem pair before initiating emergency procedures to reduce the risk of entanglement. Broken Steering Lines Steering and landing a tandem canopy using rear risers is possible but VERY heavy. You should try this procedure, at altitude, on a good canopy first to assess the feasibility of attempting this. Drogue Tangled with Main Usually caused by stalling the main canopy or the drogue falling over the front on opening. Assess the amount of control and the likelihood of the drogue pulling through under the canopy and further deforming the main. Flying slowly, with brakes can reduce the chance of this deteriorating. When making the decision to land a partially malfunctioned canopy it is important to remember that holding a toggle down to keep the canopy flying straight will quickly sap your strength.
Main and Reserve open together If you are under your main canopy and find your reserve is deploying observe the deployment and coordinate releasing the main to avoid entanglement. If you are under your reserve and the main deploys behind you, release it immediately. If both canopies are open and flying attempt to separate them and release the main. If the canopies entangle do not give up, continue trying to clear them and protect the passenger on landing. Note: the riser to riser RSL on the Racer must be released prior to cutaway in the event of the main opening after the reserve.
Remember your decision height (at least 3000 feet) and keep height awareness.
Also see the PIA study of Two Canopies Open.
Section 6 - 3
Reserve Malfunctions Although unlikely, the potential for the reserve to malfunction does exist. Using the reserve should only be considered as a last chance option. A hook knife may be useful in dealing with line over or steering line malfunctions. A common occurrence is for the cascades on the steering lines to loop around the L-bar links, this is easily cleared, just reach up and pull the lines free. The problem can be avoided by securing the brake lines in place on the risers with break tie when packing the reserve. Hard Pulls on Cutaway Correct construction, assembly and maintenance of the 3 Rings is required to reduce the risk of hard or impossible pulls on the cutaway. Certain types of equipment appear more susceptible to this problem than others. If you experience this situation use both hands and if necessary have your student assist with the procedure. If the RSL is connected it should activate the reserve but be prepared to pull the reserve handle yourself. Returning to the reserve handle is easier if you have not detached the reserve handle / pad prior to releasing it to use two hands on the cutaway. AAD saves If you are unfortunate enough to be in a situation where the AAD activates the reserve before you do, you should consider yourself grounded pending an investigation by the ASO. This is not necessarily a punishment, but a course of action designed to ensure that the APF has an opportunity to consider its duty of care. Any tandem AAD firing should be considered a serious incident and reported through the APF Incident Reporting system immediately so that a determination of the incident can be made In conclusion There are variations in some of the procedures between the available tandem systems. Know the equipment you are using. If you jump different systems with varying procedures make sure you spend time revising these procedures. Study the incident reports in the APF Tandem supplement for information on situations which have occurred - most of which are avoidable.
APF Standard Operating Procedure (SOP) accepted by the APF Board - 1999.
In any situation other than an absolute total malfunction (havent touched any main deployment device) the APF recommended procedure is to cutaway before pulling the reserve provided there is time to do so. *Note that special provisions still prevail in the event of a TM and/or passenger entangled with the drogue.
This applies particularly to tandem jumps where the drogue has been deployed and both drogue releases have been pulled but a drogue in tow is still the result. The Strong Tandem Instructors manual recommends pulling all the handles in order in the event of a drogue in tow, whereas the Vector manual recommends pulling only the reserve after both drogue releases have been pulled. The Vector manuals advice is in line with USPA recommended procedures which is to just pull the reserve for a pilot-chute in tow. Despite this, cutting away first is generally regarded as a safer procedure provided time permits. Since APF procedures require drogue release at about 1000 ft above the Vector recommended height there should be sufficient time. *In the event of entanglement with the drogue it is still believed that just pulling the reserve is the safest option. Operating the drogue release(s) or pulling the cutaway handle may add more obstructions to your back which cannot clear due to the drogue being tangled around the TM/passenger.
Section 6 - 4
Learn from the mistakes of others you will not live long enough to make them all yourself!
Section 6 - 5
SECTION SEVEN - APPENDICES

Included in this section: SOURCES OF INFORMATION for tandem masters DROGUE PROBLEMS - comments from APF incident reports over several years TANDEM SKYDIVING WITH WHEELCHAIR DEPENDANT PERSONS Extracts from a thesis by Paul Murphy DISPLAY JUMPS NIGHT JUMPS TANDEM TIPS........AND TRAPS SAMPLE EXAM AND ORAL QUESTIONS To help you prepare for the exam EXAM PROCEDURES AND TRAINING RECORD TANDEM WRITTEN EXAM - check that these are current
SOURCES OF INFORMATION for TMs - Recommended Reading and Viewing
RIGGING ADVISORY CIRCULARS TANDEM MASTER SUPPLEMENTS
Various relating to tandem equipment. from the APF NEWS-SHEET
TANDEM SIDE-SPIN PHENOMENON - Strong Enterprises Video presentation and guidebook (at your DZ) TANDEM SKYDIVING with WHEELCHAIR DEPENDENT PERSONS - Paul Murphy MANUFACTURERS MANUALS Relative Workshop Tandem Vector Manual Strong Enterprises TM Course and Dual Hawk Owners Manual Parachutes de France Atom Tandem BT 80 Manual and TM Course Jump Shack Racer - supplement to the Racer packing manual Relative Workshop Vector Strong Enterprises Dual Hawk Jump Shack Racer
And videos.
All the above publications are available from the APF office
Section 7 - 1
Tandem Masters Study Guide Drogue bridle misrouted under bottom flap, could not release, not picked up on gear check Drogue caught in lines Rock and roll, drogue through lines around front. Landed OK off DZ (demo) Bridle around TM leg, cleared but spinning, dumped high Drogue over nose and thru lines Hard pull on drogue, used reserve Cutaway not completely cleared, reserve/main riser entanglement, eventually cleared Cameraman nearly hit by drogue Drogue over nose, landed OK TM believed he had a drogue problem, deployed high Drogue deployment caused main container to open. Mal, cutaway Main container open in drogue fall, streamer, reserve used Slow inflation of drogue, not fully cocked??? Drogue broke! Drogue release pulled but would not deploy main, reserve pulled without cutaway! Main then deployed just as reserve began to move. Reserve did not deploy, held until landing. Failed to cock drogue. Freefall fast normal deployment Main deployed on drogue deployment at 9000. Locking loop failure? Drogue assembly snapped off on opening recovered Drogue did not inflate, knotted Could not release drogue, misrouted drogue bridle Drogue in tow, deployed reserve, entanglement Drogue outer broke in freefall, opened OK Drogue hesitation. Weak throw. Dont get complacent!! Drogue in tow, pulled both handles, then cutaway, reserve Drogue not connected correctly, main deployed on drogue deployment Drogue deployed on exit, caught in door? Drogue release failed to release, reserve deployed past drogue, then main deployed after pressure relieved in 3 ring Pulled drogue bridle out of order Required both drogue releases to be pulled - non-standard loops Knotted drogue, released and normal opening Drogue thru lines and around, turning canopy Drogue deployed around pass. foot. TM didnt know until release. Reserve.
Drogue problems
The drogue has become an essential part of tandem but is also a source of misuse and potential problems. The following are some comments from APF incident reports over several years. Every TM on every jump needs to keep in mind what has happened and what can happen. Unable to deploy drogue. Used reserve Drogue handle thru both loops, reserve deployed past drogue Drogue pushed into pouch while climbing out took 1000ft to locate On deployment; drogue and bag caught in b and c lines Late drogue deployment. Passenger caused instability. Had to regain control Tandem turned on to side and started to spin. Being drogue side up T/M deployed drogue...OK Did not deploy drogue although thought he had. Unstable at reserve deployment Misrouting of drogue bridle under main top flap resulted in impossible pull on drogue release Drogue came forward and tangled with T/M and around neck - cleared - lucky 2nd tandem in 2 years; went for drogue release with wrong hand. Deployed main at 2700 Misrouted main bridle. Student had hand over drogue release; TM removed it and deployed Drogue hesi, then drogue collapsed so released and pulled reserve Drogue handle replaced on way to height Could not find drogue release. Pulled reserve at 2300. Cypres fired. Hard landing on reserve Drogue tangled in bridle, no inflation. Deployed main OK 1st drogue release, nothing happened. 2nd drogue release, had also pulled cutaway. Main released pulled reserve. TM failed to deploy drogue. Did not realise and pulled release. Deployed reserve when nothing happened. Bag (drogue) caught in lines, turbulence, chop Main container opened on drogue deployment. Released drogue, main opened Drogue tangled in bridle, uninflated. Slowly deployed main
Section 7 - 2
Tandem Skydiving with Wheelchair Dependent Persons

Extracts and notes from a thesis by Paul Murphy, APF CI
Do's and Don'ts When You Meet a Wheelchair Dependent Person. Few people with disabilities are seen in the community at present. It is important to show that you are willing to help and are sensitive to their requirements. Do not be surprised if first meetings are embarrassing or awkward. The following hints may assist in overcoming both the instructors awkwardness and the Spinal Cord Injured (SCI) persons disability. THE FOREMOST POINT TO REMEMBER IS TO ALLOW THE PERSON WITH A DISABILITY TO BE IN CONTROL OF THEIR OWN SITUATION. Most people at some stage in their life have broken at least one bone in their body. With an SCI person, a vertebra has been broken, causing spinal injury resulting in paraplegia or quadriplegia. It can be assumed that an able-bodied person with a broken bone would not feel abnormal having a broken bone, so do not treat an SCI person any differently. It is best for both people to be open with each other - acting on presumptions can cause misunderstanding. (i.e. whether person needs help or if instructor is unsure about something.) Talk directly to the person using a wheelchair, not through a third party. In most instances there is no need to be sensitive about using words like walking or running. In many cases they use the same words. Conversations are usually more relaxed and comfortable at eye level, so sit down if you can. Sometimes people with disabilities may need assistance - just ask - they know when and how you can be of best help. Do not worry if your assistance is not required. Like you, most people with a disability try to be as independent as possible. If a person requires help they will ask, and explain what you should do. Offer assistance where necessary, but do not insist. You cannot always guess where a person is heading for, so ask before grabbing their wheelchair. It's more polite and sensible. When pushing a person in a wheelchair remember that you are behind and above them. They may find it difficult to hear what you are saying, or see what you are looking at. Check with the person to see if you are pushing them at a comfortable speed and try to avoid
sudden turns or stops. Normal walking pace is best, unless you are BOTH in a hurry. When you get to gutters, steps, stairs or other obstacles ask the person how they usually get up or down. Most wheelchair users have preferred methods. Due to limited mobility, give the person plenty of time to accomplish a task such as fitting the jumpsuit and harness. When entering the aircraft, ask the person what is the most effective and comfortable way to accomplish this, using appropriate lifting procedures. Conclusions Based on the information gathered in this document from my own personal experiences on those occurring in the field, I recommend these guidelines for tandem skydives with SCI people. The SCI tandem passenger must obtain a medical certificate indicating their suitability to complete a tandem skydive. The tandem instructor should have a minimum of two hundred tandem skydives, of these fifty in the previous six months, of those, ten in the preceding month. The tandem instructor should complete at least one practice skydive using the proposed equipment with an 'A' licenced or above skydiver before taking their first SCI person. The tandem instructor have a basic knowledge of the persons disability and the complications this may include. The tandem instructor must be approved by the chief instructor of the training organisation. The possible risks to the SCI persons health should be clearly indicated to the passenger in the briefing. The skydive should not be attempted unless a ground wind speed minimum of five knots and a maximum of fifteen knots is present. The tandem passengers weight should be not more than 110% of the tandem instructors weight. The passengers weight should not exceed 80 kilograms. This weight should not exceed the safe working limits of the tandem parachute system. Fully briefed catchers should be present on every SCI tandem skydive.
Note: APF Incident reports show that a small but significant number of SCI persons do break a bone on landing although this is often not apparent at the DZ and is only discovered some time after the event. A critical factor here is the amount of time that the person has not had the use of their legs which allows the muscles to atrophy and the bones to lose
Section 7 - 3
strength/mass and eventually become as brittle as chalk (this is osteoporosis). Osteoporosis is brought on by many factors and affects women more than men. Factors to consider are: Period of immobility (wheelchair dependency.) Family history of osteoporosis. Small frame or thin boned. Caucasian (fair skinned) or Asian. Low exercise level. Smoking. Low calcium or dairy food intake, or high intake of salt, alcohol or caffeine. Post menopausal women (not undergoing a hormone replacement program). It is also fair to say that some post-menopausal women may be equally at risk of landing injury due to low bone mass even though they are not spinal cord injured..
NIGHT JUMPS Night tandem jumps are conducted as display jumps even on a student DZ and require the approval of an LDO and CI. This is a CASA requirement. Night jumps are ideal for students who already have some skydiving experience and want to try something different. Again the main risk is in the event of an off - DZ landing, especially in the dark and due care should be taken to prevent this. A suitably illuminated visual altimeter is required and the TM should consider using an audible altimeter as a back up. Have the landing area well illuminated and make sure the student has their legs well up for touchdown.
DISPLAY JUMPS Professionally conducted display jumps are an excellent showcase for our sport and when including tandems illustrates to the public just how safe it is for anyone to make a first jump. The main consideration when taking tandems on displays is the increased risk involved in the event of an off - DZ landing. As with any display you should ensure there are suitable out landing areas available and that you have an experienced spotter on the load. Knowledge of winds aloft is also useful. Additionally look for the DZ in freefall and be prepared to open high if necessary. If conditions are marginal be cautious when making your decision to jump - remember, your student is relying on you to do the right thing. APF Op Regs require the approval of BOTH a Licenced Display Organiser AND a Chief Instructor in order to take a student into a display. Also the TM is required to hold a B display licence and a qualifying number of jumps.
The TM has a lot to think about on any tandem skydive. RW, displays and night jumps are all additional distractions, which is why there are more extensive minimum experience requirements. Do not allow these other factors to distract you from your primary task.
Section 7 - 4
TANDEM TIPS.... Never underestimate the complexities of a tandem jump. When tandem was first introduced it was considered unlikely that a qualified instructor could fail to open a parachute or initiate emergency procedures prior to impact. We now know better, many highly experienced and current skydiving instructors have been killed or injured and in almost every case there was a failure of the instructor to pack, check or operate their equipment correctly. This is a recurring theme in most incident reports many of which could easily have become fatalities. Older and or heavier students feature frequently in incident reports, make sure anyone you jump with is capable of assuming a good landing position. Some overseas operations provide all their tandem students with an altimeter, student drogue release and instruction in their use. At least two tandem pairs have been saved by the student! These were incidents where the instructor either failed to pull a drogue release or, having operated the handles out of sequence, simply gave up!
Holding and bracing the students head during deployment, especially if you are using a canopy which is prone to hard openings, reduces the chance of whiplash injury to the student. This can be done by either holding the students head with one hand back against your chest, or by stowing the drogue release in your mouth and using two hands (on either side) to help support the students head erect. ....AND TRAPS! Never put your hands where the student can grab them, dont show them your wrist altimeter or point at anything. Always keep your hands clear even when the canopy is deploying - you will need to use them in the event of a malfunction!. Be extremely careful if allowing your student to assist with the flare. Your student may overpower you, either flaring too hard or too early or not flaring far enough and freezing on the toggles possibly stopping you from achieving the flare. Arrange the exit order so you never have anyone following you out, there are reports of solo jumpers passing close to the tandem either in freefall or after opening and at least one fatality has been attributed to a solo jumper colliding with and incapacitating the TM
Section 7 - 5
TANDEM MASTER ENDORSEMENT
SAMPLE ORAL EXAMINATION

The following questions are presented as an example of the kind of questions you will be asked during the exam. Some of these questions deal with regulations and have a clear answer. Other may not have exact answers but still require that you have a clear plan before you encounter the situation. Going through 4000 feet with a drogue in tow and the passenger holding your arm in a death grip is not the time to review procedures. You need a plan and you need to carry out that plan, now! Most questions will require some research by you and may need you to decide between alternative procedures. Discuss these with experienced tandem masters, the Chairman of your Instructor Panel, your CI or course leader. Consider making brief notes to help you recall important considerations in these situations and to assist you in preparing for the exam and orals. SECTION ONE - GENERAL KNOWLEDGE 1. How can a tandem master improve his or her physical fitness to assist him or her in his/her duties as a tandem master? 2. Describe two methods of avoiding heat exhaustion for both you and your tandem passenger on a hot day? 3. Why is it important to have good personal appearance when tandem jumping? What areas would need special attention? 4. How does jumpsuit selection influence the control a tandem master has over his student? 5. Discuss how claims of sexual harassment can be avoided when acting as a tandem master. 6. Discuss your opinion on taking handicapped people for a tandem jump. Discuss what handicaps would be suitable and which would not. 7. What is your opinion on the total number of tandem jumps a tandem master is capable of in one day? What factors would influence this decision?
SECTION TWO - EQUIPMENT 1. What part of a tandem rig assembly is most prone to wear? 2. Why is it important to have the main container tightly closed? 3. Is it important which way the closing pin should face when the main pack is closed on a tandem rig? 4. The tandem canopy you are jumping has done five hundred jumps since new. What handling characteristics can you expect compared to a new one? 5. Explain in detail the method of setting a Cypres AAD for a jump at a DZ with a different elevation to that of the departure airfield. 6. What is line dump? What are the possible consequences? How can it be prevented? 7. What parts of a tandem rig must be checked before putting it on for each jump? 8. What areas of the drogue need to be inspected? Explain what the outcome would be if the drogue failed in any of these areas.
Section 7 - 6
9. What is your opinion on the use of RSLs on tandem equipment? Give advantages and disadvantages on their use. Describe some scenarios that can develop from having the RSL connected and disconnected. 10. Describe how you can best avoid a premature opening on the type of tandem equipment you are training on. 11. Before boarding the aircraft the tandem master should have the equipment checked by someone other than the person who packed it. True or False? If you were asked to check another TMs rig, what would you look at? 12. What may cause of hard pulls on cutaways / drogue release / drogue deployment on tandem equipment? 13. What would you describe as acceptable footwear for both you and your passenger on a tandem jump?
SECTION THREE - STUDENT PREPARATION AND TRAINING 1. What points should be considered when matching up tandem passengers with tandem masters? 2. How can harness adjustment assist in the comfort of the passenger and what procedures are possible under canopy to make the passenger more comfortable? 3. What is the maximum weight passenger you feel you can take as a tandem master? Does the height of the passenger effect this? 4. What age limitations are required for tandem passengers and what special considerations need to be addressed when taking elderly people for jumps? 5. When taking obese people for tandem jumps what needs to be considered with regards to landing? 6. Briefly comment on each of the following: passengers with long hair, contact lenses, spectacles, footwear. 7. Discuss the major points you would emphasise during the practise exit and dirt-dive of a tandem jump.
SECTION FOUR - AIRCRAFT DRILLS, EXITS & EMERGENCIES 1. Describe in detail your equipment check prior to exiting the aircraft. 2. What is the most common cause of unstable exits? What can be done to avoid them? 3. You exit the aircraft and throw the drogue, the main pack opens and the main canopy starts to deploy. Your immediate action is? 4. What factors would influence the spotting on a mixed tandem / RW / Freefly load? How would you determine the exit order? 5. What is the maximum height you may have to deploy your reserve on a tandem jump? How would this influence the remainder of the descent? 6. On exit the camera flier entangles with your drogue. What is your next action? 7. Describe your procedures for emergency exits above and below four thousand feet AGL 8. Discuss three different types of tandem exits and the advantages and disadvantages of each. Consider large door, small door, wheel and strut, tailgate, helicopter.
Section 7 - 7
SECTION FIVE - FREEFALL & DROGUE FALL 1. Describe the difference between drogue fall and freefall. Include the time taken to fall 1,000 ft. What factors influence these times? 2. What is your procedure if you begin to develop a side spin? Explain how a tandem pair can enter into a side spin. How are side spins best avoided? 3. Describe in detail your handle checks in freefall. How often do you carry them out? 4. You pull both drogue releases at 5,500 ft but the drogue is still in tow - what is your approximate height now? What is your next action? 5. At 8000 feet the drogue is caught around your foot, what do you do? 6. How can the position of your passengers arms effect the safe operation of the tandem equipment? 7. What are the areas of safety and regulation that need to be addressed when a camera flier or RWer accompanies a tandem pair?
SECTION SIX - CANOPY CONTROL & LANDINGS 1. What is the recommended procedure for a water landing? 2. Describe how you would deal with a tandem passenger who has just lost consciousness under canopy. How would you land with them? What methods of prevention can be taken to reduce the chance of this happening? 3. What separation of tandem canopies in flight would you consider safe? 4. Describe the effect of mechanical turbulence on a landing tandem canopy. What areas would be suitable and unsuitable at your local D.Z.? 5. What must be considered before loosening or releasing the side connectors of the student harness? 6. Describe several ways to ensure your tandem passenger can lift their legs up for landing. How should you assist them? 7. Discuss wing loading of tandem canopies. Include underloading and overloading. 8. With regard to canopy handling what factors need to be considered when jumping in hot and turbulent conditions? 9. Describe the advantages and disadvantages of allowing the tandem passenger to assist with the landing flare. 10. When briefing ground crew on catching tandem canopies what points of safety need to be considered?
Section 7 - 8

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TANDEM MASTERS HANDBOOK

SECTION SEVEN - APPENDICES

Tandem Masters Handbook

Tandem Masters Handbook

Tandem Masters Handbook

Tandem Masters Handbook

Tandem Masters Study Guide

SECTION ONE - EQUIPMENT

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

As a last resort, pull the reserve.

Tandem Masters Study Guide

Main Container 3-rings

Tandem Masters Study Guide

Tandem Masters Study Guide

SECTION TWO - STUDENT PREPARATION & TRAINING

O.R. 5.8.2. O.R. 5.8.5.

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

SECTION THREE - AIRCRAFT DRILLS EXITS (NORMAL) AIRCRAFT EMERGENCIES

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

C-206/B/N Islander Twin Otter Nomad/DC3 Caravan Skyvan/C130

small cargo door

large cargo door tailgate

Tandem Masters Study Guide

SECTION FOUR - FREEFALL/DROGUEFALL

The laws of the drogue

Distance fallen in 50 secs.

8400 feet (Droguefall)

Remember no drogue = no main!

Be sure to check over your shoulder to confirm drogue inflation.

Tandem Masters Study Guide

Maintain the Arch!

Tandem Masters Study Guide

Conclusions developed from this project by the participants:

Recognising and reacting quickly to this situation is vital.

Procedure for recovery from tandem side-spins:

Tandem Masters Study Guide

FREEFALL VIDEO PROCEDURES

Tandem Masters Study Guide

Rel work on tandem is special, it is not just another skydive!

Tandem Masters Study Guide

SECTION FIVE - CANOPY CONTROL and LANDING

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

Tandem Masters Study Guide

Landings some other opinions:

Tandem Masters Study Guide

Tandem Masters Study Guide

SECTION SIX - MALFUNCTIONS

Tandem Masters Study Guide

You must pull the handles in the correct order!

Tandem Masters Study Guide

Also see the PIA study of Two Canopies Open.

Tandem Masters Study Guide