Di0

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Gear

  • Main Canopy Size
    84
  • Reserve Canopy Size
    126
  • AAD
    Cypres 2

Jump Profile

  • License
    D
  • License Number
    34840
  • Licensing Organization
    USPA
  • Number of Jumps
    1142
  • Tunnel Hours
    11
  • Years in Sport
    4
  • First Choice Discipline
    Formation Skydiving

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  • USPA Coach
    Yes

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  1. Was this a typo? My understanding is that wing loading is based on mass, not weight, and so manoeuvres such as spiralling increase your suspended weight but not technically your wing loading. The assumption is correct, spiraling, by increasing the G-Number, will in fact increase the wing loading experienced by the canopy for the duration of the maneuver. That said, yes, "spiraling down" because of turbulence is probably the worst decision you can take, not only because you increase the chance of a collision (let's assume you cleared your airspace alright) but because by perturbing the canopy and changing its flight modes you actually make it a lot more susceptible to turbulence and possibly collapses. The best course of action is to let the canopy fly in whatever state you enter the turbulence (ideally, full flight), and personally I like to keep just enough pressure on the toggles that I feel the lines being in tension (think basically removing the slack, but no more): having had a few collapses due to turbulence during high performance approaches, I like to "feel" the canopy when going through turbulence and hopefully I won't affect it too much by doing that, although, I'll add, that's debatable to whether it's the right thing to do or not.
  2. Are you positive the line setup is exactly the same? I've often heard people saying that relining a VE as a VC is "no big deal, the lineset is really the only difference" (that's not true, as far as I know, the tail design also changed, but you hear this comment often). If the older one was relined as a VC, that could explain the difference in riser pressure. I know (or rather, I should say, I've "heard", since my velos are all old ones) that the fabric material somewhat changed over the years, the old ones have a "reputation" of being done with "thicker" material, but again it's all grapevine talk really, but I don't know about specific design choices. Just brainstorming, of course. But a "revised" lineset, whether a new version for VE done by PD, or a VC lineset installed at some point, that I don't know, would be my first guess.
  3. That's exactly the wing I have now at the same wingloading. All the canopy coaches I talked to agree it's a great wing to learn proper swooping before going to an x-braced. Sure, I personally don't consider it a great "all around wing" (it is *really* steep, really, steep), but I use it to learn how to swoop (working on 270s) and it treated me very well so far. If you have a canopy instructor you often work with, double check with them, they might give you the best input but, generally speaking, it's the perfect canopy for the direction you seem to be going. To give you an idea, this is how it flew this weekend: even with a relatively clumsy pilot like me (as I said, I'm working on it! So much to learn!) that thing certainly can dive and cover some distance. During my routine fuck-ups I certainly was happy to be on a katana rather than a velo! Just be careful, depending on where you come from, it can be a demanding wing so be ready to put some hard and serious work with her and don't underestimate it or be complacent because "it's not cross braced!". https://youtu.be/5lZUUFZazkU
  4. Yes. Not sure where you read that it's 27 jumps AFTER AFF though. A license requirement is 25 jumps minimum. Most people get all their requirements signed off in time for their 25th jump (total, that includes AFF), it could be a couple more, but that's generally the standard. I don't see why you'd need 34 jumps total (27+ 7 AFF?). Theoretically there is no maximum number, so for example if you can't pass a certain level, it could take you 100 jumps to get your A-License, but that 34 number is just as arbitrary. Also, in your count, it's two hop and pops, one from 5500, one from 3500, they are counted as coached jumps though. There is not a minimum set of solos you need to do, I think most people only do a couple of them, certainly not 11, I mean, you *can* I don't think that would be useful, probably more harm than good if you get bad habit that early. As for the first rig, talk with it with your instructors but generally speaking, there is no point in looking for one before getting your license (again, some people have done that, but it's not the "standard" way to go at it, whatever that means). Hope this helps.
  5. Id' be really curious to know which one is (A) and only has a pulling force of 18 lbs for AAD-fire situations, compared to all others having 46 to 78. And if that could be a cause for problems (maybe it's a container with a completely different reserve tray design, like racers, with the two bottom pins, so the results have to be very different and can't be compared?). All other numbers across 7 manufacturers seem close enough to not make a difference under *most* situations.
  6. Rear-Fucking-Risers. It saddens me to hear how many people with a few hundreds jumps are "scared" of rear riser landings, or they consider them one of those "swoopers' trickery" that they can't be bothered with. When in fact they saved me at least one cutaway, from a stuck toggle, and, much more important, from some potential injury after dropping a toggle and realizing it only when turning at the end of my base leg (jumping during our new england winter with winter gloves, it's bound to happen sooner or later). http://www.skydivingstills.com/keyword/n-SP7Sv/daniele%20t/i-GmP9vGt I really believe that, after flat-turns, rear-riser landings are one of those tools that should be in everyone's bag, and one of the first things to try on a new canopy (up high, and as you said, bring them to the ground only once confident and all conditions are perfect... but practice them in the very first few jumps on a new canopy because you might never know if you will be forced in one of them after jump #1 or jump #500 on your new wing).
  7. Keep in mind that going into brake reduces your glide ratio only if going against the wind. If you're going with the wind, jt will make you go further. And even when going upwind, there is a chance that you're actually extending your glide ratio anyway, if the wind is not strong and if you're closer to half brakes than your stall point. But since you don't want to be closer to the stall point, plus you are wasting flare power, going into deep brakes for accuracy purposes is really not the best idea, on regular sport canopies at least. I personally don't like to fly the pattern into more than quarter brakes unless I have a very good reason for it. Hitting the pea is not really a good reason. Being into deep brakes at low altitudes and hitting the wrong gust could really fuck your day up. Once you're on final, you're commited, your accuracy adjustment should haopen BEFORE getting on final, the later you are the less you can do. There are more advanced techniques to shorten the glide path, but if you don't dont them properly they can get tricky especially because you're below 300ft. If it's a small correction, "getting bigger" might help, but don't expect it to make more than a few ft of difference, but at least it's relatively "harmless". If you want to improve your technique for accuracy, a basic canopy class, like flight 1 101 and 102, has a big part that is focused mainly at that and will go thorough what every input does in different conditions etc etc Totally recommended, you will see an improvement in your accuracy almost immediately.
  8. Di0

    All US DZ map?

    https://deltagearinc.com/activists/skydive-galaxy.php
  9. Di0

    Choices, Choices: Pilot-Chute-In-Tow Malfunctions and You

    Classic situation where both paths can end up in bad or good outcomes, and it really depends on luck. I personally am a fan of the one-handle approach for every case where the main risers are still tucked in: no tension on risers, no clean cutaway. But that's just me. If the risers are still stowed, so is the bag, probably, which really only leaves us with only a PC in tow as a possibility, if we know we threw that PC. Also, I'd rather deal with a two out of sort, than with an entanglement. As for the students, or refreshers, I generally don't correct them as long as I see they have clear ideas on what to do, whichever procedure they describe correctly is OK with me (and with the USPA). It's one of those situation where, as long as you properly do one of the two things, you'll *probably* be fine.
  10. I love the "alternative" routing method, although as a rule, I only do it on rigs where the manufacturer mentions it in the owner manual. From my limited knowledge, to people that ask me about that method when they notice, I always explain why I do it and they say "check your manual, if they allow it, give it a try, if not I wouldn't do it" I have vector, so I have used it that pretty much since I started skydiving. On the Jav, I didn't do it until a couple of weeks ago, when sunpath came with the addendum and OK'ed the "alternative" method. Funnily enough, I think they issued an addendum to the addendum a couple of days ago, stressing the importance of leaving some slack, just like you said (but the video is easier to visualize :D ). Ideally, when I use a packer, it's part of my gear checks to put a finger under the bridle and making sure there is slack, or if not slightly pulling some bridle out, it takes like 2-3 seconds. I used to do it because -in my mind- it was the same purpose of leaving slack on the "traditional" method, if you grind your main flap somewhere, at least for small movements the slack should slide up and down rather than dislodge the pin. Maybe I was doing it right for the wrong reason? LoL. I didn't think about it for this issue but... HEY. If anything, one more good reason to do it. Thank you for this video. Good, quick, easy to understand, solid info.
  11. Di0

    Leia vs VK

    While it'll be a while before I can help with any first hand experience of these 2 beasts, yesterday I stumbled upon this nice video of a head-to-head comparison of a Leia and a VK so, well, probably good starting material for the thread: https://youtu.be/hTyPopph5XE
  12. Di0

    Scam buyer

    What the fuck does "I can only do pickup" mean?!? Is he a fugitive from the FBI? Next thing you know, he can only do pick-ups at a gas station of his choice that will be said to you once you're already in the car. LoL.
  13. Di0

    GoPro snag proofing

    Since this just came up and it's mentioned in the other thread, it's a good starting point to get some ideas... https://www.youtube.com/watch?feature=player_embedded&v=sn2BCmnDUUM Duct taping the base might be a good, cheap, quick starting point.
  14. Di0

    Skydive Danielson

    I started jumping at Danielson a few months back. Danielson is a small DZ but the people there have great hearts and all they want to do is make sure you have a great experience: safety first, fun second. It is a small DZ so right now they only fly little Cessna 182s, but that makes it also very easy to get there and be sure that on a good weather day, there is always somebody to fun jump with and the loads are going. Everybody is super friendly, the new owners really take pride in what they do and make you feel welcome since your first step in the DZ. They also are very good at communicating what's going on using social networks, so once you're "in-the-loop" you'll always know the current weather situation, who's out at the DZ, if they're jumping, what events they are organizing and so on. They also try to organize as many events as they can, like canopy classes, seminars, coach classes. It's also good for beginners, because there is a high ratio of very experienced jumpers that are always happy to share and help with anything, from coaching to canopy hint, to packing tips etc. I honestly try to go there as much as I can. Don't get fooled by the physical size of the DZ or the constant laughs: those people are serious and know what they are doing! They organize "Wicked Wednesdays", which means that every Wednesday they run $14 hop and pops all day long. Those days get quite busy, with jumpers from all over New England and then there is usually BBQs, bonfires, and all the good DZ bonanza that comes with a good day of jumping. If you're free on a Wednesday and want to get some jumps in, make sure you check that out.
  15. Di0

    Drop zone comings?

    I bet you refer to these: http://thedropzonediaries.tumblr.com/