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Skydivers have control of their own “destiny” in most situations, be it in freefall, at pull time, or under canopy as long as they are watchful for others, know the skills of those they are jumping with and stay altitude aware. But there is one glaring situation where a skydiver’s fate is placed solely in another’s hands. That is in the aircraft during takeoff and the first 500-1,000 feet of climb. Dealing with problems with the aircraft during takeoff or below 1,000 feet is left in the hands of our pilots. We can definitely assist in the situation by remaining calm, taking direction from the pilot and not moving around the aircraft unless instructed by the pilot. Still, we are trusting that our pilot will remain calm, and, while trying to take care of the emergency situation, give the skydivers clear instructions. As skydivers, we prepare for malfunctions by practicing our emergency procedures and by reviewing different scenarios in our minds. We should expect our pilots to do the same. Most pilots probably do review emergency procedures regularly and there is an article on this very topic in the July issue of AOPA Pilot, which you should have your pilot read as a review on the subject. The article focuses on single-engine aircrafts, but some of the principles can apply to twin engine aircrafts as well. An average of two engine failure accidents per day are reported to the National Transportation Safety Board and many more occur that are not reported because no injury or damage occurred, the article states. By those numbers, an engine failure is bound to occur sooner or later while you’re on a skydiving plane. For me, it’s been twice in 7 years. The article tells how to determine if it the pilot can turnaround or land straight ahead. Making the wrong decision can be fatal. For more information or to receive the magazine article, visit the web site at www.aopa.org. Additional information on forced landings can be found at www.aopa.org/pilot/links.shtml.

Soft links, just like the more common French rapide links, is what connects the canopy lines to risers. Other common metal (or hard) links are solid links, separable links (L-Bar link) and speed links. In the past, lines were sewn directly to the risers. In April 1988, according to Don Poynter’s “The Parachute Manual Vol. II,” the British Parachute Association banned fabric connectors, or soft links, after one came apart in use. Poynter describes how to manufacturer a soft link by looping 800 lb. Kevlar line through the riser and lines twice, finger trapping the ends and sewing them down. Most of the first soft links that I saw 5-10 years ago were put together in that manner with similar line or material. Using soft links, instead of metal links, eliminates the chance of nicking or damaging slider grommets, which increases wear on suspension lines. Most soft links are stronger than metal links. Soft links also reduce bulk and, if you pull your slider behind your head, it is much easier with soft links as the slider comes farther down the riser on opening since there is no link or bumper to stop it. Instead of being sewn down, soft links today are removable. Still, a canopy on soft links is a bit harder to change out than a canopy on rapide links. Many riggers have their own design of soft links and two companies, Performance Designs and Precision Aerodynamics, manufacture soft links. The most popular soft link on the market is Slinks, made by PD. For more information on Slinks ($32 w/shipping), visit the PD web site at www.performancedesigns.com. Chuting Star Rigging Loft sells its own soft links for $40 (installation included) or $30 without installation. Soft link assembly is not as obvious as rapide links so ask a rigger if you do not understand the assembly instructions. Also, soft links, like suspension lines, must be inspected periodically for wear. Soft links can get worn out or damaged and may need to be replaced.