295 LESSONS.
130 OF THEM FREE.

You are muscling it. Turn the bars the opposite way to the edge you want and add a chop of throttle, and the machine falls onto that edge on its own. Fighting it is why riders are finished two hundred metres from the car park.

In powder the skis have nothing to bite, so steering into the turn just makes the nose push wide. Turn the bars away from the turn to roll onto the edge, then let the track claw the rear around.

You are holding the machine with your arms because your body position is not doing the work. That is the diagnostic, and the fix is foot position rather than fitness.

The foot from the opposite side of the machine goes in the forward foot pocket, with your body crossed fully over and the other leg off the sled. On the left board that is your right foot. "Wrong" refers to the side of the machine, not to uphill or downhill.

Your track was turning slower than your ground speed, so it acted as a brake the instant you touched down. Carry throttle into the landing plus a few extra revs, because the lugs slow as they bite.

The track is your attitude control. Throttle speeds it up and the nose rises; a short brake tap slows it and the nose drops. Body weight barely matters compared to either.

Roll it rather than digging it out, and know how to restart it once it floods. Both are technique, and both save you an hour of shovelling.

Weight has moved to the rear so the fronts are light, and your brakes are biased forward. Ease the handbrake on instead: it brakes the loaded rear axle and leaves the rolling fronts their grip for steering.

A tyre has one budget of grip and steering and braking both spend from it. Turning already uses it up, so braking on top asks for more than the tyre has. Brake in a straight line, release, then turn.

Run a double line before you assume you need a bigger winch. Two line parts share the load, so the vehicle sees twice the pull at half the tension, and you trade recovery speed for it.

Rig a block high in a rated overhead anchor. The resultant force lifts as well as pulls, which breaks the suction a flat pull fights head on, and the wide angle can load the anchor less than the line tension rather than double it.

Handbrake on so the rear axle becomes a hinge, centre diff open so drive goes to the front, front locker in, full lock, then small throttle bites. The nose walks around while the truck stays where it is.

You are driving around the rocks instead of over them. Put the tyre on the obstacle: the rock is grip and clearance, and the gap beside it is where sidewalls get cut and diffs get hung.

Left-foot brake against the throttle. Preloading the driveline means drive takes up smoothly instead of snatching, which is what breaks traction and shock loads CVs.

Fewer than you think. Common parts you can get anywhere beat a custom build nobody stocks, and a vehicle you are frightened of makes you take the bypass, which is not what you came for.

Not without testing it under load first. One blocked a filter, over-pressurised the crankcase and blew a rocker cover seal an hour into a six week trip. What works on one platform under one load can fail badly on another.

Survival stays above ninety per cent for roughly the first fifteen to twenty minutes, then falls off a cliff between about eighteen and thirty five. Almost every preventable death sits in that window.

The digging, by a long way. The whole search averages under four minutes; coordinated excavation at one metre takes around six and a half, and it gets worse fast with depth.

That is usually the device, not you. Signal overlap can unmark a marked signal, and on the Tracker family suppression expires after sixty seconds by design and holds only one mark at a time.

It never will. The reading follows a curved field line and reads long, worst at range, and the arrow points along that curve rather than at the person.

Use a beach. Bag a transceiver, bury it thirty to fifty centimetres in sand, and search for it. Sand behaves close enough for the search itself, and the search is the part you forget over summer.

Clear the airway including any packed snow plug in the nose and mouth, then get the chest exposed and start treatment. Do not wait until the whole body is out - extraction and resuscitation run at the same time.

Not on the snow. Cooling lowers oxygen demand and people have recovered fully after long arrests, so nobody is dead until they are warm and dead, and that decision belongs to clinicians.

Usually weight in the wrong place and eyes in the wrong place. Look through the exit, get the outside foot down and drive the bike into the turn rather than leaning your body into it.

A foam pit. Dirt and hay pits are what existed once, and the people who learned that way carry injuries from it. The progression technology has moved far enough that anything else is hard to defend.

The demand is muscular endurance across consecutive days, not peak strength. Six weeks of consistent leg work closes the gap for most people, and consistency beats intensity.

Tuck and roll, and it is trainable. Every discipline we run ends with somebody hitting the ground, so practising the landing is not optional extra work.