Some situations you might find yourself in<\/strong><\/h4>\n\n\n\n\n- You\u2019re far from the landing area with the wind at your back<\/li>\n\n\n\n
- You\u2019re far from the landing area flying into wind<\/li>\n\n\n\n
- You\u2019re far from the landing area with no wind<\/li>\n\n\n\n
- You\u2019re flying your canopy in turbulent air<\/li>\n<\/ul>\n\n\n\n
And the final boss: you\u2019re far from the landing area, in turbulence, with no idea what the wind is doing (I\u2019m panicking just writing that one).<\/p>\n\n\n\n
Pete\u2019s article explains that to make it back from a long spot, you need to improve your glide ratio regardless of wind direction. The wind (and your experience level) then determines how<\/em> you do that.<\/p>\n\n\n\nBefore we get into it. This isn\u2019t the be-all and end-all. These are simplified approaches to help build your understanding. If you\u2019re unsure, please seek out proper canopy coaching from a reputable source.\u00a0<\/p>\n\n\n\n![\"\"](\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2026\/05\/Mid-turn-shot-from-Tex-576x1024.jpg\")
Rich Madeley mid-turn
Photo by Tex<\/figcaption><\/figure>\n\n\n\n<\/div>\n\n\n\nGetting Back<\/strong><\/h4>\n\n\n\nWind at your back<\/strong>
\u00bd to \u00be brakes and a small body are highly effective. Rear Risers and small body are your best bet only if you have practiced rear riser inputs before. Gaining the most efficient glide ratio is key. Whether it\u2019s using toggles or rear risers, glide ratio is the goal. Reducing your descent rate while keeping drag low, letting the wind do the work and carry you back.<\/p>\n\n\n\nInto wind<\/strong>
Rear risers and a small body position. The goal here is to maintain as much forward speed as possible without introducing extra drag. Cutting through the wind efficiently. <\/p>\n\n\n\nNo wind<\/strong>
Same rules as into wind. Maximize forward speed while keeping descent rate low. With no wind to help or hurt you, efficiency is everything. Rear risers and a small body position give you that.<\/p>\n\n\n\n![\"\"](\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2026\/05\/In-the-door-1024x683.jpg\")
Author Rich Madeley prepares for a hop and pop
Photo courtesy of Rich Madeley <\/figcaption><\/figure>\n\n\n\n<\/div>\n\n\n\nFlying in Turbulence<\/strong><\/h4>\n\n\n\nBy now, you probably have a good idea where turbulence shows up. Trees, buildings, terrain, hot days. It\u2019s worth understanding why<\/em> it matters. Abrupt changes in wind speed or direction can reduce canopy pressurization leading to a loss of lift, speed, and in extreme cases, a stall or partial collapse.<\/p>\n\n\n\nA few key points:<\/p>\n\n\n\n
\n- Full flight = maximum pressurization.<\/strong>
If you know you\u2019re entering turbulent air, fly hands up, full flight. A pressurized wing is a stable wing.<\/li>\n\n\n\n- Commit to your input.<\/strong>
If you\u2019re already in brakes and hit turbulence, don\u2019t suddenly go to full flight. That transition briefly reduces pressurization and can make things worse. Stay calm, hold what you\u2019ve got, and ride it out.<\/li>\n<\/ul>\n\n\n\n\n- Turning in turbulence<\/strong>
If you need to turn in turbulence, especially when flying in brakes, use a harness or flat turn and keep your brake inputs as even as possible. This helps maintain pressurization evenly across the wing.\u00a0<\/li>\n<\/ul>\n\n\n\nOverall, don\u2019t panic. I feel like turbulence is like a T-Rex (bear with me). If I\u2019ve learnt anything from the Jurassic Park movies it\u2019s that if you stay perfectly still, a T-Rex can\u2019t see you and will just move on. I treat turbulence the same, when it appears and starts bouncing you around, try not to react, no sudden movements and it will all be over soon enough.\u00a0<\/p>\n\n\n\n
If you take anything away from my ramblings, I would like it to be that if you are trying to make it back to the landing area from far away, maximising your glide ratio and reducing your drag is the goal. Different conditions will determine what technique you use to achieve this (experience and coaching will help you figure that part out). If you\u2019re tackling turbulence, you need to keep the wing as pressurised as possible during the entirety of the experience. Keeping movement as little as possible without sacrificing your landing priorates. <\/p>\n\n\n\n
Be safe out there! <\/p>\n\n\n\n
For Rich’s take on setting skydiving goals, read his article here.<\/a> <\/p>\n\n\n\n
And the final boss: you\u2019re far from the landing area, in turbulence, with no idea what the wind is doing (I\u2019m panicking just writing that one).<\/p>\n\n\n\n
Pete\u2019s article explains that to make it back from a long spot, you need to improve your glide ratio regardless of wind direction. The wind (and your experience level) then determines how<\/em> you do that.<\/p>\n\n\n\n Before we get into it. This isn\u2019t the be-all and end-all. These are simplified approaches to help build your understanding. If you\u2019re unsure, please seek out proper canopy coaching from a reputable source.\u00a0<\/p>\n\n\n\n Wind at your back<\/strong> Into wind<\/strong> No wind<\/strong> By now, you probably have a good idea where turbulence shows up. Trees, buildings, terrain, hot days. It\u2019s worth understanding why<\/em> it matters. Abrupt changes in wind speed or direction can reduce canopy pressurization leading to a loss of lift, speed, and in extreme cases, a stall or partial collapse.<\/p>\n\n\n\n A few key points:<\/p>\n\n\n\n Overall, don\u2019t panic. I feel like turbulence is like a T-Rex (bear with me). If I\u2019ve learnt anything from the Jurassic Park movies it\u2019s that if you stay perfectly still, a T-Rex can\u2019t see you and will just move on. I treat turbulence the same, when it appears and starts bouncing you around, try not to react, no sudden movements and it will all be over soon enough.\u00a0<\/p>\n\n\n\n If you take anything away from my ramblings, I would like it to be that if you are trying to make it back to the landing area from far away, maximising your glide ratio and reducing your drag is the goal. Different conditions will determine what technique you use to achieve this (experience and coaching will help you figure that part out). If you\u2019re tackling turbulence, you need to keep the wing as pressurised as possible during the entirety of the experience. Keeping movement as little as possible without sacrificing your landing priorates. <\/p>\n\n\n\n Be safe out there! <\/p>\n\n\n\n For Rich’s take on setting skydiving goals, read his article here.<\/a> <\/p>\n\n\n\n
Photo by Tex<\/figcaption><\/figure>\n\n\n\nGetting Back<\/strong><\/h4>\n\n\n\n
\u00bd to \u00be brakes and a small body are highly effective. Rear Risers and small body are your best bet only if you have practiced rear riser inputs before. Gaining the most efficient glide ratio is key. Whether it\u2019s using toggles or rear risers, glide ratio is the goal. Reducing your descent rate while keeping drag low, letting the wind do the work and carry you back.<\/p>\n\n\n\n
Rear risers and a small body position. The goal here is to maintain as much forward speed as possible without introducing extra drag. Cutting through the wind efficiently. <\/p>\n\n\n\n
Same rules as into wind. Maximize forward speed while keeping descent rate low. With no wind to help or hurt you, efficiency is everything. Rear risers and a small body position give you that.<\/p>\n\n\n\n
Photo courtesy of Rich Madeley <\/figcaption><\/figure>\n\n\n\nFlying in Turbulence<\/strong><\/h4>\n\n\n\n
\n
If you know you\u2019re entering turbulent air, fly hands up, full flight. A pressurized wing is a stable wing.<\/li>\n\n\n\n
If you\u2019re already in brakes and hit turbulence, don\u2019t suddenly go to full flight. That transition briefly reduces pressurization and can make things worse. Stay calm, hold what you\u2019ve got, and ride it out.<\/li>\n<\/ul>\n\n\n\n\n
If you need to turn in turbulence, especially when flying in brakes, use a harness or flat turn and keep your brake inputs as even as possible. This helps maintain pressurization evenly across the wing.\u00a0<\/li>\n<\/ul>\n\n\n\n
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