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About spezticle

  • Birthday 07/07/1982


  • Container Other
    Vector II
  • Main Canopy Size
  • Main Canopy Other
  • Reserve Canopy Size
  • Reserve Canopy Other
  • AAD
    Cypres 2

Jump Profile

  • Home DZ
    Skydive Arizona
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  • Years in Sport
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  • Second Choice Discipline Jump Total
  • Freefall Photographer

Ratings and Rigging

  • Formation
  • USPA Coach
  • Pro Rating
  • Wingsuit Instructor

Recent Profile Visitors

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  1. It doesn’t really have an address that I can find from Google searching, but I know the location and can find it on Google maps. (32.6629477, -111.6765729) Also, I’m a nerd with technology that knows all the tricks. You can use an app, Flightradar24, to live playback the entire flight of all reported aircraft. Anyone can look back at April 25 @ 01:30 UTC and see for themselves. Luke’s plane seems to have stopped reporting at 12500 whereas Andy’s plane seemed to not report at all. There was an aircraft out of Tucson, N668ER at 12000 ft going to Prescott that flew almost straight through the stunt location within minutes of the actual stunt. There was another aircraft, United airlines 5527, N701BR on the other side of the mountain at around 17k I don’t know what a notam looks like to clear air space but this does not look like it. FullSizeRender.MOV
  2. Got a video that’s a bit higher res and closer to the crash site. No, I didn’t record it. It was just sent to me. FullSizeRender.MOV
  3. I like vans a lot. They’re kind of like the chuck Taylor’s but they last a lot longer. Plus they come in lots of colors and prints, and you can get custom colors or prints on the website.
  4. I know this thread is a bit old but since there’s no replies I’ll give my two cents. No. A digital most likely isn’t going to help. you sound pretty aware of altitude for most of the jump. Seems like you just got lost in your head in the moment. It isn’t unusual for this to happen when you’re this new to the sport. i was thinking, “it’s time to pull. Pull now” on my first AFF jump. i thought it, but was slow to actually do it. My AFF-I pulled for me. Never had that problem again after that. Hope that helps you or anyone else that comes across this thread
  5. I like the mystery of an anonymous redirect https://anon.to/CXOo6i
  6. Hey guys, Trying to get useable telemetric data out of a skydive and onto video. The Gopro hero 7 black and their quik software kinda does the trick but i've found the data to be grossly inaccurate. I 'did' power the camera on not long before exit so i probably didn't get a good gps signal lock on. I'm going to try ensuring a better gps lock and compare results. Does anyone have experience with this or other hardware for this purpose? I know of the flysight, but unsure how to turn that into useable data to overlay onto a video. I found a software set, http://racerender.com/ that does a neat job for things like drones and cars with ODBII sensors. If anyone's got experience or thoughts, would love to chat about it, Thanks!
  7. Has anyone bought, used, reviewed this since the release? I'm still pretty excited to find out about it.
  8. So, I knocked the plastic cover off the face of my altimeter, then bent the pin trying to put it back on. I'm in America. Falgayras is in France. Does anyone have experience or advice with repairs and sending gear out? Are there good places that aren't the manufacturer for repairs?
  9. Well, another thing to consider is wind direction, but this is a great reason that this kind of conversation is better had at a DZ face to face with an AFF instructor. When in full flight, no brakes applied, the nose of your canopy (the front) is pointed slightly towards the ground. That is to say that the nose is lower than the tail (the back) As you apply the brakes, your canopy flattens out. As you complete your flare, the nose should be raising up and higher than the tail. I'm a bad artist but this image may help you understand. a fully applied flare, that is the picture all the way to the right, will bring the nose up and counteract your speed. if you were going too fast forward you may have started your flare too late and not fully flared all the way down. This will keep you flying forward faster. Also, remember before we mentioned that braking too soon will decrease your ability to flare. If you flare all the way down after having already been at half brakes, you wouldn't slow down as much as you would have if you had your arms ALL the way up until the last 10' I encourage, again, go over this again and again with an instructor, in person. This time you broke your ankle. A friend broke their back (and fully recovered) as a consequence of bad flaring decisions.
  10. I'm at 119 jumps so I'm not an expert by any means, but I do have some experience. It's my understanding that not flaring until ~10 feet is good practice. It was explained to me like this: Your flare is your brakes. What gives you power to flare is forward speed. If you come in a 2 or 3 stage flare, or half brakes until you finish your flare, you're giving up some of that forward speed early and your flare will be less effective. I've seen a handful of jumps where AFF instructor says FLARE and there's a 1 or 2 second delay while the student brain registers and then flares. Then they get on the ground and said "I flared when you said to". Maybe this happened with you? I've repeatedly seen students swear up and down that they flared all the way down, but then when we watch the video it's quite clear that their 'full flare' was actually half or 3/4 brakes. Last piece of advice I can give is go to your local DZ, review the video with multiple AFF instructors. really pay attention to when you started your flare, what position your legs were in, and how completely you flared.
  11. spezticle

    AFF exit

  12. K does mean 1000. 1024 is indicated with an 'i' 1 kB = 1000 bytes 1 KiB = 1024 bytes But nobody except nerds, (like myself), know or use it so it almost doesn't matter anyway