Rear-Riser Turns: Steering on the Risers After Opening

Rear-riser turns as an emergency technique: why the rear risers are the fastest way to dodge right after opening and how the USPA builds the skill.

Sport: Skydiving · Level: Intermediate

Introduction

The honest answer up front: with the rear risers you steer the canopy without releasing the steering lines. The USPA calls this the fastest way to change heading right after opening, and introduces it as the first of the canopy-flight emergency procedures because it can help avoid a collision with another canopy shortly after opening [1].

Collisions are the reason. According to the USPA most canopy collisions happen soon after opening, when two jumpers open too close to each other, or below 1,000 ft in the landing pattern [2]. The US statistics for 2000 to 2004 also list collisions resulting in entangled parachutes as a commonplace human error behind fatalities [6].

The guide describes how the procedure is built and where its limits are. It does not replace training, because you practise rear-riser steering with an instructor and in the harness trainer, not from a text.

What You Need

USPA category D or the equivalent training stage. The rear-riser turns come there as a canopy drill, not earlier [1].
A passed control check. You know the canopy before you pull on the risers.
Space and altitude. The USPA ends the rear-riser exercise at 2,000 ft (about 610 m) and has you return to the toggles by then [1].
Two hands and attention. You grip the risers firmly above the spot where the toggles are stowed [1].
Awareness of traffic. Before the pull you look in the direction of the turn and check for other canopies [1].

Step by Step

1. First with the brakes stowed

The first stage is the exercise with toggles still stowed. It is the fastest way to change direction right after opening [1]. The USPA has you fly two 90° turns with brakes set [1]. Milestone: you turn 90° in the desired direction and stop without the canopy diving.

2. The pull

The USPA describes: look where you want to turn, check traffic and pull the riser on that side down 4 to 6 inches (about 10 to 15 cm, roughly one to one and a half hand widths) [1]. That is a short, controlled pull and not a yank. After the turn you give the riser back.

3. Then with the brakes released

Above 2,500 ft you unstow the toggles, do the controllability check and fly to the holding area [1]. After that you repeat two 90° turns, this time with the toggles in your hands while you grip the risers above them [1]. Milestone: you can grip the risers without losing the toggles.

4. Back to the toggles

By 2,000 ft at the latest you end the rear-riser exercise and steer with the toggles again. Then you fly the planned landing pattern [1].

5. Collision avoidance as the purpose

In category G the same technique appears as a collision-avoidance procedure: you watch for jumpers nearby and steer away with the rear risers [3]. On a head-on course both dodge to the right unless left is obviously better [2]. This is a standard that all jumpers should know.

Common Mistakes

Too much pull. Whoever pulls too hard makes the canopy dive or even stall. The USPA gives only 5 to 6 inches on both risers for stalls [4]. Fix: short, controlled pull.
Not looking. You steer away from one canopy straight into the next. Fix: look first, then pull [1].
Letting go of the toggles. Whoever loses the steering lines while gripping the risers can no longer use them. Fix: keep the toggles in your hands [1].
Practising too low. Fix: it ends at 2,000 ft [1].

Safety Notes

This explains and motivates, it does not replace supervised training. Rear-riser steering is an emergency skill and not a toy.

Rear-riser stalls are not for students. The USPA mentions them only for awareness; toggle stalls are practised and the rear-riser variant comes in B-licence training [4].
Only above the minimum altitude. Anything that can put the canopy into a dive you practise above the decision altitude of 2,500 ft; the rear-riser exercise ends at 2,000 ft [1][4].
With two canopies out: the USPA uses the rear risers to gently steer the front or main canopy. That is an emergency procedure with its own rule that you go through with an instructor [5].
Traffic comes first. Below 1,000 ft in the pattern collisions are more frequent [2]. Whoever experiments with rear risers there endangers others.

Pro Tip

Make the rear-riser pull the second half of your collision avoidance: first locate jumpers nearby (turn your head, assess the position of the canopies), then decide, then pull. The USPA requires in the category G briefing that you know where others are at opening [3]. The technique is only as good as the look beforehand (practical experience).

FAQ

What are rear risers in skydiving?

Rear risers are the rear suspension-line risers. They steer the rear half of the canopy. Steering with them while the brakes are still stowed is the fastest way to change direction after opening [1].

When do you learn rear-riser turns?

In the USPA in category D: four 90° turns, two with brakes stowed and two with brakes released, plus a landing pattern [1]. How your association handles it you learn at your school.

How far do you pull the riser?

The USPA names 4 to 6 inches, so roughly 10 to 15 cm [1]. That is a short pull. Whoever pulls further risks a stall, which the USPA mentions at 5 to 6 inches on both risers [4].

What is the technique for?

Mainly for collision avoidance right after opening [1][3]. Most collisions occur soon after opening or low in the landing pattern [2].

Key Takeaways

Rear risers steer the canopy with the brakes stowed and, per the USPA, are the fastest way to change heading after opening.
You pull only 4 to 6 inches (10 to 15 cm) and only after checking traffic; the exercise ends by 2,000 ft at the latest.
The technique serves collision avoidance and is built in category D with an instructor; rear-riser stalls are not a student topic.

Next guide

Group Exit: Leaving the Aircraft Together

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