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-- Split RSL lanyard that eliminates the need for the reserve staging bungee on sport (smaller) containers. -- Velcro removed from the main closing flap and bridle as it's no longer needed with the new bridle routing method. The main pin was also moved to the same side of the bridle as the PC indicator window. -- Spectra ripcord introduced in early 2000s?

Sorry, I meant STU. I use SLO when wingsuiting and that one does miss hop&pops if I forget to change it back.

See Dive Type Selector section in the user manual. Set it to STU. I've never had any problems with that setting detecting hop&pops.

I'm not disagreeing with you on your main point, but there are a few issues with using your personal experience of finding errors made by senior riggers as evidence that master riggers are more careful in their work. First, I'm guessing that you see a lot more work done by senior riggers than master riggers. From this fact alone, you should expect to see more mistakes made by senior riggers even if there was no statistical difference in mistakes between the two groups. Second, not all senior riggers aim to become master riggers. I know a few who have been senior riggers for decades. Since everyone starts out as a senior rigger, you would expect to see more mistakes from them due to inexperience. Being a senior rigger, however, should not be equated with inexperience. Third, the quality of the work is probably most influenced by your recency of experience, the frequency with which you perform that task, and the total number of times that the task was performed. There is already a bias against senior riggers in all of these areas with respect to more complicated tasks, like relines, in part due to a disagreement about privileges (as this thread demonstrates). When these things are lacking, the time pressure under which the task was executed becomes an important factor in predicting mistakes. I, for example, don't do a lot of rigging, so I take plenty of extra time to double- and triple-check my work. Senior riggers working in a loft under time pressure, and with the other factors stacked against them, may make more mistakes on average, but these aren't factors that are tied to their certificate or training. Fourth, this: http://parachutistonline.com/content/master-rigger-mistakes (cherry-picking, I know) Having said that, I would like to see some of the more interesting mistake photos from your collection. P.S. Current regulations aside, I'm curious whether you would be in favor of allowing senior riggers to perform more work legally, such as relines, on their own gear, in the same way that non-riggers are allowed to pack their own main for the next jump?

To clarify for readers, locking stows typically are single stowed but it's still important to ensure that they are not loose because that's how you get an out of sequence opening that has a real danger of causing an injury. On the remaining stows always double stow with large bands, single with smaller. As Rob pointed out, PD put out a couple of videos specifically addressing the "Locking Stow Myth" and the real guidelines for selecting rubber band size and wrapping method. All stows should require 8-12 lbs to release. How you achieve that will depend on the line type, number of cells, location of the stow (by the cascades or further down), and rubber band size. There is no one-size-fits-all solution.

I'm guessing it's related to TonySuits Jedei 3 (video).

Looks like Advanced Aerospace Designs quietly released an update to Vigil 2+ that now supports four modes (Pro, Student, Tandem, and Xtreme) in a single AAD. Not much information on their website apart from the updated manual: https://www.vigil.aero/wp-content/uploads/Vigil-Cuatro-Users-Manual-US-v2017.06.pdf Willy@Vigil told me a few months ago that I'll be able to update my 2+ to the new 4-mode, so despite the change to the control unit button, I think the underlying hardware is the same. They were also working on setting up servicing in Florida so that US owners didn't have to ship the units to Belgium for firmware updates. If anyone sent theirs in recently, I'd like to know how long the entire round trip took and whether you went through Vigil America or not. I'm planning on sending mine in this fall. Even if you're not interested in having the Xtreme mode, there was a previous update to my 2+ (manufactured W38 2014, original version 06.01) that Vigil said was "strongly recommend." I couldn't get any actual details on what was changed or what the current version is.

https://en.wikipedia.org/wiki/Lorem_ipsum

First, take a look at the accuracy requirements for the C license

That's exactly what my DZ did. They got rid of Student CYPRESs a few years ago and increased the firing altitude on Expert CYPRESs by 300 ft.

I wouldn't say it's a direct result. As is often the case in aviation accidents, it's a chain of events, and wingsuiters following the airplane, even on a slightly different heading, would probably be one link in that chain. Letting high pulls go out first eliminates this risk and the need for wingsuiters to take avoiding actions without introducing any new problems.

Macca provides an example of a situation where high pullers exiting last would present a problem and it's the same argument from Jarno. It doesn't require wingsuiters to have a bad exit. The point is that wingsuiters maintain significant forward speed and may follow the plane for a bit. A high puller exiting last and quickly slowing down creates a collision hazard that does not exist if the order is reversed.

Other way around unless the high pullers are exiting much further down the jump run. Reasons are covered here and here.

I don't know the spec for OP's container, but for my Vector the correct force is well below this description and riggerrob's pick-the-rig-up-by-the-bridle test: OP should follow the manual or ask the manufacturer for their recommendation. That also goes for things like whether the grommets should be stacked or offset.

This should make you feel much better: Outrageous Pack Jobs and Canopy Control

Link: http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=3131726;#3131726

No you can't. It needs to measure the pressure at the ground in order to calculate your altitude. It does if you don't want to waste batteries. From the manual: You should be turning your Quattro off at the end of the day and turning it back on before jumping. You're risking it being in jump mode with an incorrect reference pressure (if a front comes through during the night, for example) or being completely dead because the battery ran out. It's a good habit to turn all your digital gear on at the start of the day, check battery status, and let it calibrate for the current atmospheric conditions.

IMHO, the actions of your coach should have no influence on how you deal with your emergency. Your coach has a good canopy overhead and isn't involved. If they choose to follow you, it's their responsibility to give you the right of way and to land safely. Your job is to take actions that maximize the likelihood of you walking away unhurt, and it sounds like that's what you did. Accepting a "slight chance of entanglement" because you're worried about where you coach will land is not the right approach.

I don't think it would have been the canopy for me either way, but I was hoping to at least demo the Horizon. Then I found out that 190 is the biggest size... I don't get it. With all the emphasis they are putting on going "2 sizes up," they are basically saying that this is a canopy for those who are currently wingsuiting with a 150 or smaller main, and therefore have a similarly sized all F-111 reserve. So if the two sizes larger Horizon with ZP nose and center cell is a bit tricky to land, how will the reserve ride go? I think the fact that they didn't feel comfortable releasing Horizon 210+ either says something about its flight characteristics or longevity. It's also interesting to note the differences in the maximum weight between the Horizon and similarly sized Optimum, especially for the smaller sizes (168 vs 254 lbs for the 120). This all reminds me that I've been meaning to demo my Optimum 235 as a main because I have zero experience with F-111. Curious to see how the flare compares with my Spectre 230.

Now listed on PD website: http://www.performancedesigns.com/products/horizon/

No, at that point the threshold would still be 30 mph and you'll get your high-speed alarms. I suspect that their canopy detection algorithm is something similar to what Airtec developed for the Wingsuit CYPRES:

Is the hardware final or are you still actively working on it? I didn't see a volume spec in the manual. Is it (or will it be) adjustable, and if so, what is the dB range? A comment on the power off procedure. You may want to require multiple button presses, like an AAD and L&B audibles. It's hard to tell from the pictures whether the power button is recessed or not, but even if it is, something might hold it down for 5 seconds in the helmet. The L&B Quattro manual describes the following algorithm for their freefall/canopy alarms: In other words, they detect canopy deployment and then increase the threshold for the high-speed alarms from 30 mph to 78 mph (most common AAD firing threshold). Remember that wingsuiters can fly in the 20-40 mph range and they still need their high-speed alarms to go off, including the low altitude "oh shit, time for plan B" alarm. Until you can reliably detect canopy deployment, I wouldn't rush to add this feature. I like the overall concept. I'm a big fan of setting your audible once to altitudes where you typically don't need to do anything and using the same settings for all jumps. To me, an audible should just tell you what altitude you are at. It should not command a specific action, such as break-off or emergency procedures. Your brain should always be in the loop. Too many people do classical conditioning on themselves and then end up doing the wrong thing at the wrong time because they forgot to change settings from the previous jump.

The recommendation is a C license, please stop repeating the 200 jump thing. There is a difference, and no, it's not a BSR. I did my wingsuit first flight course on jump 201 with an A license (skipped B altogether). There, 200 jumps is all that is required. To jump a camera according to USPA recommendations, you need to meet all the requirements for a B and C license, which include two written exams, canopy course, accuracy, and freefall maneuvers. The other recommendations are "enough general jump experience to be able to handle any skydiving emergency or minor problem easily and without stress," "freefall flying skills well above average," and "at least 50 recent jumps on the same parachute equipment to be used for camera flying." Arguing about the arbitrariness of 200 jumps is missing the bigger picture. Personally, I started using a camera after 380 jumps, and that was only because I finally found a snag-resistant mount for my helmet. My prior experience with a GoPro included many aerobatic flights in a Citabria and Pitts with the camera on my head, so I was quite comfortable with it there. Even so, on my second or third camera jump (solo), I forgot to unfasten my seat belt until about 8k ft because I was thinking about how to best record my exit. As others in this thread have said, I would not jump with someone who has 30 jumps and a camera. I don't care about their skill level. I care about their attitude to learning and their willingness to ignore best practices in a sport where even following those can still result in a bad outcome.

Would it make sense for someone to own an ATC and a Freak 2? If not, what should be the criteria for choosing one or the other? I'm trying to get a better understanding of the pros and cons of each. The Squirrel website says that the total surface area of the ATC is similar to the Funk, but it doesn't really look that way from the photos, and it doesn't seem much smaller than the Freak either. Is there a significant difference in pressurization or other design factors that aren't obvious from photos and videos?

didn't work for me It was down, but now back up. archive.org can be flaky at times.