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  1. Thanks for the reply! The mechanics of your turn seem sound to me. I am sure that it works great with downwind speed courses as well. I will have to play with that type of mechanic on my next hop & pop. Once I was (slightly) introduced to the concept of g loading throughout the turn I was intrigued. It would seem to me that the potential power that can be used in that regard would be far more important than the efforts to reduce parasitic drag. Add the two together, with a healthy dose of consistency, and you have a winning combination. I have been looking for other information that covers the principles of g loading in regards to parachutes but haven’t found them yet. I am thinking that it may be time to just look at aeronautic principles in g loading and see if they translate directly into canopy flight.
  2. I, like most other competitive pilots, am always looking for techniques to increase the performance of my turn. I was recently introduced to the concept of "G" loading through the turn. Unfortunately the introduction didn’t really provide much detail and I am unclear on many of the details in the concept. Here is what I understand so far: Throughout a turn the G loading of the suspended weight can be increased by using a turn mechanic that continuously increases in pitch and roll rate. With that concept applied the WL of a canopy go from 2.5:1 at the beginning of a turn to a loading of 3:1 or higher. Therefore providing a longer dive, and higher entry speed at the gates. The preferred turn mechanic to provide this increase was described as beginning in double fronts. slowly letting out the outside riser to initiate a slow roll in. As the turn progresses the turn rate is increase by increasing the speed the risers are released. Ending the turn on line with both arms all the way up ready to transfer to rears. My previous turn mechanic was to begin in double fronts, slowly letting them out asymmetrically until both arms were up at around the 180 degree point, and finally providing the "snap with a harness input. I was told that the G loading was increased during the time I was in double fronts and only maintained or leveled off during the harness input. Does anybody know where I can find documentation on this concept that explains the theory as well as best practices? I would like to know if the G loading increases constantly or if it spikes during the turn. I am also interested in if there is a drastic difference in g loading obtained from front riser or harness turn mechanics. Thoughts, comments, and links to documentation are very encouraged.
  3. It seems to me that it comes down to companies charging a premium for the "specialty" equipment because as jumpers we have no other choice. There is very little competition to drive the prices down. I am sure that the larger companies, like UPT, have decent purchasing power on the stainless hardware and milling process or there would easily be an enormous fee for upgrading hardware to stainless. Either way, I am on the hunt. FYI, if any of you pilots are looking for weight belts but don't want to pay 300 dollars or more check out SeaSofts harness. I haven't tried one on yet but it looks like it will do the trick for under 200 bucks.
  4. Looks like I should have made my first post in here. I am new to this whole forum, blogging, threading thing. Anyhow, does anyone know where to find a weight belt that will hold 21 lbs of weight and a decently priced RDS? ($400 is ridiculous in my opinion). Is there such a store that caries equipment for swoopers?