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  1. Such great stories of Jim! You will be missed..
  2. Ok this is close to what I was talking about. In this case you mean full glide, no brakes or front or rear risers. I can see how that could be true. I'd love to see the comparison from a GPS instrument. Yes I was reffering to full flight but the DR rate will naturally change with change of control input. Half barkes on a lighter loaded wing is still a lower DR then half brakes on a higher w/l wing. Hmmm... There is an algebra equation in there. (Since I'm taking an algebra class, I guess I should get to work! ) True. But not if you compare the lift one would get in a swoop to an aircraft taking off. It seems like if the canopy is too overloaded it would barely plane at all and just put the jumper sliding across the ground. Maybe it's not apples to apples but how about oranges to grapefruits? True. I have never seen a cnapoy overloaded. I have landed a VX55 at around 3.5-4.0.After doing a 270 I was able to get some swoop out of it so...To answer your question I think it would have to be WAY up there for there to be NO lift available. Think about this: If Jaymo or whoever is able to get a 1000 ft swoop after hitting 5ft gates his glide ratio might not be what we think. It is for sure not a 200:1 glide ratio. Without having done his trun he would never get that energy and so we might have to consider the 1000 feet lost in the turn too..I am not sure If I am right or wrong. SO after all of that the glide ratio is 1:1 ( pretty crappy). Now if we take you your scenario of a highly loaded canopy, lerts say a 3.0: 1 WL. If that personl starts their turn at 1000feet agl and then swoops 200 feet his GR is...1:0.20 ( shit I think that's right but I am not even sure about that math). Both I think. It's just a ratio of weight to canopy size regardless of how it's acheived.
  3. If winds aloft are taken out of the scenario then the glide angle will not change with a change of w/l. The higher wingloading will derive a faster descent rate, a lower a slower DR. Now if you consider the winds aloft: -A higher decent rate in strong headwinds will give you more of as forward glide angle -A lower decent rate (lower w/l) will give you more of a glide angle with tailwinds. But both of these are derived by how much time you are able to spend in the air, more time spend in a tailwind scenario then further the distance covered ( vs a higher w/l or decent rate). Both of these calculations are based on your relationship to the ground. Now, a/c have weight ristrctions because they have to take off within a certain perameters ( ie the runway infront of you, or land) they also have to maintain altitude and be able to climb. Canopies dont have to meet these. I dont think that comparing a/c weight limits and canopies is an "apple to apple comparision"... To give a VERY general answer : IMHO with the canopies we have now it is around and above 3.0:1 WL Actually reading back over you question I am a little confused. Are you talking about an increase of w/l dirived by an decrease of canopy size or by an increase of weight or both?? Hope this helps and hope to hear more!
  4. Lake Isabella is where I learned, good site, good winds, not too many boulders...PM me if you want the exact location...
  5. Because the "slow" 360 has you turning for more time vs the "fast" is a matter of how much time you are spending in the dive, the more time spent the more altitude lost, IMHO. Hope this answers your question, if not let me know.
  6. Well it kinda depends on how much of a delay everyone is taking. If everyone is going to only take 1-2 seconds out the door before they pitch than I personally like to wait until I see some color of the canopy before me. Hope that helps....
  7. There are a few reasons why I like bigger turns: It is easier for me to keep the a/s once I got it It is harder to be accurate, compared to something smaller, and so I like the challenge. Mostly I like seeing the world spin around a lot, and also the feel of throwing something big and from higher up. After doing bigger turns once I went back and did some 270s they just felt like nothing, it didn't feel like i was turning enough. I dont compete but if I were to I might stick to what I know better, like a 450....YOU will know when you are ready....
  8. Regardless of what you do when you jump out of an a/c it will take atleast X-amount of seconds for you to reach terminal. This is the same for your canopy; it will take X-amount of seconds of giving power generating input to reach your canopy's terminal speed. You can distribute these seconds over various degrees of turn ( the higher degrees the faster the rate of turn will be). I would not reccomend going for more than a 180 degree turn on your size canopy and w/l (IMHO). If you want to work on getting the most (terminal) energy out of your 180 degree turn realize that this will be a slow rate of turn. Slower rates of turn (for the most part) are harder to do because lift will start generating and it will be hard for you to "keep" this energy and not loose it. Genearly we are able to "keep" the energy by continuing to turn- but since you are only doing 180 it will be hard for you to conitune to turn because you will not have many degrees left. Please undertsand I am not trying to discurage you against the 180 ( I think you should continue to do them) just realize the difficulties. There are "tricks" you could do to maintain the energy- Harness on the inside of the turn and outside front riser will keep you in the turn without accelerating the rate if turn (it will keep you in a dive). Go up high and start turning your canopy (giving the same inputs you normaly do to land) and see how many seconds pass before you can no longer hold the fronts-this will be very close to you canopy's terminal speed and so that will be how many seconds you generally want to be in a turn for. Also realize the faster you let go of the fonts the faster your canopy is going to recover ( think third law of motion) so try and time them so that you are releasing the fonts slowly and so maintaning that energy for longer. Please try to find a good canopy coach and take some lessons. As always these are just my thoughts over years of flying and so would love to hear form others if they have other ideas or comments.... -Blues
  9. You are right, I wrote it wrong. I ment to say" I think he is okay asking and getting advice on the internet" When I was ready to do them I knew I was ready (just like your FF example) but I could of used some advice and tips form people who were experienced with it and I could of got the information via a forum....
  10. Ohh yea also do a lot of reverse kiting, especially good on weather holds. Once you have done enough of these you will not have to think about which hand controls what when you are half a turn around. If you don't know what "reverse kiting" is go and search some paragliding videos on you tube- they use this techinque to take off most of the times. Also both when doing methods, blindman, miracle...try to keep your CG low- this will make it easier to "anchor" your point and if you start carving it won't hurt as much when you fall. I think he is just fine learning on the internet- It's not rocket science, besides he might not have a coach or someone in his area that even knows how to do them. Once you have done some post them on you tube and we can give you some tips.....
  11. Start working on doing "methods". After having done 50-100 of these on landings you should be able to do blindmans with much ease....
  12. mgattini

    Freefly suit

    Anybody here flown or seen a Tonfly 618 or 620 suit? Thanks.....
  13. aawwwhh- aren't YOU special. I think they just used them for you cause you could never figure it out on your own....
  14. Dude! That is some funny shit. I think he invented a new move. What is he doing? Crouch grab, waving and ghost rider all at the same time, damn! Surprised he isn't carving with that much difference in the harness. Swet pic!
  15. Ohh- also you might look to see if your control lines are the correct lenght. If they are too long you will never get a stall landing flare, or really a good flare for that matter...