selwyn

this is what we've been doing.... http://youtu.be/eWh-tx2i7Qg

We have been playing a lot with different ideas and evolving 8 way vfs - currently we have 26 blocks and 15 randoms already down on paper, which we have been flying in full competition style draws. The link i am posting shows some of it -- as well as freefly routines with 4 - 6 and 8 people. Just food for thought - if you want any info on the dive pool we wrote just email me, like i said it aint official but its really fun. [email protected] http://youtu.be/eWh-tx2i7Qg

Try outs / skills camp. The tryouts are for people who can already fly static head down in the tunnel - for at least 1 min at a time. However if you are unable to do this we can provide skills camps to get you up to speed, just email me and we can sort it out. As for not being allowed to fly on your head -- i can hold on to you , flip onto your head - you can either do it and i let you go, or you can't and you need further coaching, either way we can figure it out in about 30 seconds. The commitment at this point is to show up , meet some people fly some 4way and then make plans accordingly. we have no skydiving schedule at present - step one come to the tube and fly.

Due to poor attendance at 2009 nationals in vfs - we are holding tryouts to build new 4way teams - tryouts are open to anyone who can fly head down in the tunnel - we will start at 3:1 coach to flyer -- move into 2:2 . tryouts are planned for the end of Jan - If you want to learn/fly/compete in VFS but don't have a team -- this is your opportunity to learn and find others who are also interested. contact either : [email protected] or [email protected]

are you trying alone or with another person ? If you are trying on your own it is a little more difficult as the sky is not as good of a reference as a person or a wall. Either way, try increasing your wing by extending your legs and gently pushing your hips forward - this will give you forward drive, if you want to carve to your right - lift your arms above your head, and push on the wind with your forearms and hands to your left. Be careful when you start pushing your hips forward you create body pitch and a lot of power.

SDC Zion

I have recently created a new company for those of you that can't afford to go to "university" ! This is the budget option , kind of like the easyjet of skydiving coaching. Selwyns Skydiving community college : also availabe is Night time classes for those even shorter on cash. I can certify you in anything - For those of you that like to piss away lots of money , i have some wonderful packages and ratings you can acquire with little experience and a credit card. Credentials : 2,000,000,000,000 minutes of experience coaching . and a plethora of sky lobs. most memorable students include :- Scott Plammer Dave Brown Kim Worthington Rob Laidlaw Will Pesek Derek Cox Mickey Nuttall Thomas Hughes Santa Jesus Christ & Olav PS . I also tought Ray Kubiak everything he knows and will ever discover. For the gung ho out there irecommend the "i want to be a baddass" package $100,000 cash to be delivered by a midget on a unicycle on the 3rd moon of july. You will be a badass before the fourth moon MONEY BACK GUARANTEE KIND OF.

thanks for posting the interview. i was hoping someone would do that! - melody

a few pictures of chip from walterboro.... melody

i'll take a $500 a race head up --- where your pylons at ? pun just tried to call you so we could set up a race, but it appears that you didn't pay your phone bill..... so i'm guessing you already lost your bet..... give me a shout on pay day

i use the annoying polyonmer thing -- because when your flying in a tunnel or relative to another flyer in the sky -- increasing your surface area of your wings (limbs) creates visual lift . but as we are being pedantic Lift (force) From Wikipedia, the free encyclopedia Jump to: navigation, search In the context of a fluid flow relative to a body, the lift force is the component of the aerodynamic force that is perpendicular to the flow direction. It contrasts with the drag force, which is the parallel component of the aerodynamic force. Lift is commonly associated with the wing of an aircraft, although lift is also generated by rotors on helicopters, sails and keels on sailboats, hydrofoils, wing on auto racing cars, and wind turbines. While common meanings of the word "lift" suggest that lift opposes gravity, aerodynamic lift can be in any direction. When an aircraft is in cruise for example, lift does oppose gravity. However, when the aircraft is climbing, descending, or banking in a turn, for example, the lift is tilted with respect to the vertical. Lift may also be entirely downwards in some aerobatic manoeuvres, or on the wing on a racing car. In this last case, the term downforce is often used. The mathematical equations describing the generation of lift forces have been well established since the Wright Brothers experimentally determined a reasonably precise value for Smeaton's Smeaton coefficient more than 100 years ago, [1] but the practical explanation of what those equations mean is still controversial, with persistent misinformation and pervasive misunderstanding. [2] Contents [hide] 1 Physical description of lift on an airfoil 1.1 Lift in an established flow 1.2 Stages of lift production 2 Methods of determining lift 2.1 Pressure integration 3 Mathematical approximations 3.1 Kutta–Joukowski theorem 3.2 1900 lift equation 4 Alternative Explanations 4.1 Equal transit-time 4.2 Coandă Effect 5 References 5.1 Notes 5.2 See also 5.3 Further reading 6 External links [edit] Physical description of lift on an airfoil Lift is generated in accordance with the fundamental principles of physics such as Newton's laws of motion, Bernoulli's principle, conservation of mass and the balance of momentum (where the latter is the fluid dynamics version of Newton's second law).[3] Each of these principles can be used to explain lift on an airfoil.[4] As a result, there are numerous different explanations with different levels of rigour and complexity. For example, there is an explanation based on Newton’s laws of motion; and an explanation based on Bernoulli’s principle. Neither of these explanations is incorrect, but each appeals to a different audience. [5] To attempt a physical explanation of lift as it applies to an airplane, consider the flow around a 2-D, symmetric airfoil at positive angle of attack in a uniform free stream. Instead of considering the case where an airfoil moves through a flow as seen by a stationary observer, it is equivalent and simpler to consider the picture when the observer follows the airfoil and the flow moves past it. [edit] Lift in an established flow Streamlines around a NACA 0012 airfoil at moderate angle of attack.If one assumes that the flow naturally follows the shape of an airfoil, as is the usual observation, then the explanation of lift is rather simple and can be explained primarily in terms of pressures using Bernoulli's principle (which can be derived from Newton's second law) and conservation of mass, following the development by John D. Anderson in Introduction to Flight. [3] The image to the right shows the streamlines over a NACA 0012 airfoil computed using potential flow theory, a simplified model of the real flow. The flow approaching an airfoil can be divided into two streamtubes, which are defined based on the area between streamlines. By definition, fluid never crosses a streamline; hence mass is conserved within each streamtube. One streamtube travels over the upper surface, while the other travels over the lower surface; dividing these two tubes is a dividing line that intersects the airfoil on the lower surface, typically near to the leading edge. The upper stream tube constricts as it flows up and around the airfoil, the so-called upwash. From the conservation of mass, the flow speed must increase as the area of the stream tube decreases. Relatively speaking, the bottom of the airfoil presents less of an obstruction to the free stream, and often expands as the flow travels around the airfoil, slowing the flow below the airfoil. (Contrary to the equal transit-time explanation of lift, there is no requirement that particles that split as they travel over the airfoil meet at the trailing edge. It is typically the case that the particle traveling over the upper surface will reach the trailing edge long before the one traveling over the bottom.) From Bernoulli's principle, the pressure on the upper surface where the flow is moving faster is lower than the pressure on the lower surface. The pressure difference thus creates a net aerodynamic force, pointing upward and downstream to the flow direction. The component of the force normal to the free stream is considered to be lift; the component parallel to the free stream is drag. In conjunction with this force by the air on the airfoil, by Newton's third law, the airfoil imparts an equal-and-opposite force on the surrounding air that creates the downwash. Measuring the momentum transferred to the downwash is another way to determine the amount of lift on the airfoil. [edit] Stages of lift production In attempting to explain why the flow follows the upper surface of the airfoil, the situation gets considerably more complex. To offer a more complete physical picture of lift, consider the case of an airfoil accelerating from rest in a viscous flow. Lift depends entirely on the nature of viscous flow past certain bodies[6]: in inviscid flow (i.e. assuming that viscous forces are negligible in comparison to inertial forces), there is no lift without imposing a net circulation. When there is no flow, there is no lift and the forces acting on the airfoil are zero. At the instant when the flow is “turned on”, the flow is undeflected downstream of the airfoil and there are two stagnation points on the airfoil (where the flow velocity is zero): one near the leading edge on the bottom surface, and another on the upper surface near the trailing edge. The dividing line between the upper and lower streamtubes mentioned above intersects the body at the stagnation points. Since the flow speed is zero at these points, by Bernoulli's principle the static pressure at these points is at a maximum. As long as the second stagnation point is at its initial location on the upper surface of the wing, the circulation around the airfoil is zero and, in accordance with the Kutta–Joukowski theorem, there is no lift. The net pressure difference between the upper and lower surfaces is zero. The effects of viscosity are contained within a thin layer of fluid called the boundary layer, close to the body. As flow over the airfoil commences, the flow along the lower surface turns at the sharp trailing edge and flows along the upper surface towards the upper stagnation point. The flow in the vicinity of the sharp trailing edge is very fast and the resulting viscous forces cause the boundary layer to accumulate into a vortex on the upper side of the airfoil between the trailing edge and the upper stagnation point.[7] This is called the starting vortex. The starting vortex and the bound vortex around the surface of the wing are two halves of a closed loop. As the starting vortex increases in strength the bound vortex also strengthens, causing the flow over the upper surface of the airfoil to accelerate and drive the upper stagnation point towards the sharp trailing edge. As this happens, the starting vortex is shed into the wake, [8] and is a necessary condition to produce lift on an airfoil. If the flow were stopped, there would be a corresponding "stopping vortex".[9] Despite being an idealization of the real world, the “vortex system” set up around a wing is both real and observable; the trailing vortex sheet most noticeably rolls up into wing-tip vortices. The upper stagnation point continues moving downstream until it is coincident with the sharp trailing edge (a feature of the flow known as the Kutta condition). The flow downstream of the airfoil is deflected downward from the free-stream direction and, from the reasoning above in the basic explanation, there is now a net pressure difference between the upper and lower surfaces and an aerodynamic force is generated. [edit] Methods of determining lift [edit] Pressure integration The force on the wing can be examined in terms of the pressure differences above and below the wing, which can be related to velocity changes by Bernoulli's principle. The total lift force is the integral of vertical pressure forces over the entire wetted surface area of the wing: where: L is the lift, A is the wing surface area p is the value of the pressure, n is the normal unit vector pointing into the wing, and k is the vertical unit vector, normal to the freestream direction. The above lift equation neglects the skin friction forces, which typically have a negligible contribution to the lift compared to the pressure forces. By using the streamwise vector i parallel to the freestream in place of k in the integral, we obtain an expression for the pressure drag Dp (which includes induced drag in a 3D wing). If we use the spanwise vector j, we obtain the side force Y. One method for calculating the pressure is Bernoulli's equation, which is the mathematical expression of Bernoulli's principle. This method ignores the effects of viscosity, which can be important in the boundary layer and to predict friction drag, which is the other component of the total drag in addition to Dp. The Bernoulli principle states that the sum total of energy within a parcel of fluid remains constant as long as no energy is added or removed. It is a statement of the principle of the conservation of energy applied to flowing fluids. A substantial simplification of this proposes that as other forms of energy changes are inconsequential during the flow of air around a wing and that energy transfer in/out of the air is not significant, then the sum of pressure energy and speed energy for any particular parcel of air must be constant. Consequently, an increase in speed must be accompanied by a decrease in pressure and vice-versa. It should be noted that this is not a causational relationship. Rather, it is a coincidental relationship, whatever causes one must also cause the other as energy can neither be created nor destroyed. It is named for the Dutch-Swiss mathematician and scientist Daniel Bernoulli, though it was previously understood by Leonhard Euler and others. Bernoulli's principle provides an explanation of pressure difference in the absence of air density and temperature variation (a common approximation for low-speed aircraft). If the air density and temperature are the same above and below a wing, a naive application of the ideal gas law requires that the pressure also be the same. Bernoulli's principle, by including air velocity, explains this pressure difference. The principle does not, however, specify the air velocity. This must come from another source, e.g., experimental data. Erroneous assumptions concerning velocity, e.g., that two parcels of air separated at the front of the wing must meet up again at the back of the wing, are commonly found.[10] In order to solve for the velocity of inviscid flow around a wing, the Kutta condition must be applied to simulate the effects of inertia and viscosity. The Kutta condition allows for the correct choice among an infinite number of flow solutions that otherwise obey the laws of conservation of mass and conservation of momentum. [edit] Mathematical approximations [edit] Kutta–Joukowski theorem Main article: Kutta–Joukowski theorem Lift can be calculated using potential flow theory by imposing a circulation. It is often used by practicing aerodynamicists as a convenient quantity in calculations, for example thin-airfoil theory and lifting-line theory. The circulation Γ is the line integral of the velocity of the air, in a closed loop around the boundary of an airfoil. It can be understood as the total amount of "spinning" (or vorticity) of air around the airfoil. The section lift/span L' can be calculated using the Kutta–Joukowski theorem: L' = − ρVΓ where ρ is the air density, V is the free-stream airspeed. The Helmholtz theorem states that circulation is conserved; put simply this is conservation of the air's angular momentum. When an aircraft is at rest, there is no circulation. The challenge when using the Kutta–Joukowski theorem to determine lift is to determine the appropriate circulation for a particular airfoil. In practice, this is done by applying the Kutta condition, which uniquely prescribes the circulation for a given geometry and free-stream velocity. A physical understanding of the theorem can be observed in the Magnus effect, which is a lift force generated by a spinning cylinder in a free stream. Here the necessary circulation is induced by the mechanical rotation acting on the boundary layer, causing it to separate at different points between top and bottom. The asymmetric separation then produces a circulation in the outer inviscid flow. [edit] 1900 lift equation The lift equation used by the Wright brothers was due to John Smeaton. It has the form:[11] where: L is the lift k is the Smeaton coefficient- 0.005 (the drag of a 1 square foot plate at 1 mph) Cl is the lift coefficient (the lift relative to the drag of a plate of the same area) A is the area in square feet The Wright brothers determined with wind tunnels that the Smeaton coefficient was incorrect and should have been 0.0033.[12] [edit] Alternative Explanations [edit] Equal transit-time An illustration of the equal transit-time fallacy.One misconception encountered in a number of popular explanations of lift is the "equal transit time" fallacy. This fallacy assumes that the parcels of air that are divided above and below an airfoil must rejoin behind it. The fallacy states that because of the longer path of the upper surface of an airfoil, the air going over the top must go faster in order to "catch up" with the air flowing around the bottom.[13] Although it is true that the air moving over the top of a wing generating lift does move faster, there is no requirement for equal transit time. In fact the air moving over the top of an airfoil generating lift is always moving much faster than the equal transit theory would imply. [14] A further flaw in this explanation is that it requires an airfoil to have thickness and curvature in order to create lift. In fact, thin flat plate wings and sails create lift under a range of angles of attack. If lift were solely a result of shape, then it would not be possible to fly inverted. This explanation has gained currency by repetition in populist (rather than technical) books. At least one common pilot training book depicts the equal transit fallacy, adding to the confusion.[15] Further information: List of works with the equal transit-time fallacy [edit] Coandă Effect Main article: Coandă effect In a limited sense, the Coandă effect refers to the tendency of a fluid jet to stay attached to an adjacent surface that curves away from the flow and the resultant entrainment of ambient air into the flow. The effect is named for Henri Coandă, the Romanian aerodynamicist who exploited it in many of his patents. One first known uses is in his patent for a high-lift device [16] that uses a fan of gas exiting at high pressure from an internal compressor. This circular spray is directed radially over the top of a curved surface, shaped like a lens, to decrease the pressure on that surface. The total lift for the device is caused by the difference between this pressure and that on the bottom of the craft. Two Russian aircraft, the Antonov AN-72 and AN-74 "Coaler", use the exhaust from top-mounted jet engines flowing over the wing to enhance lift,[17] as do the prototype Boeing YC-14 and the McDonnell Douglas YC-15.[18] [19] The effect is also used in high-lift devices such as a blown flap.[20] More broadly, some consider the effect to include the tendency of any fluid boundary layer to adhere to a curved surface, not just that involving a jet. It is in this broader sense that the Coandă effect is used by some to explain lift.[21] Jef Raskin[22], for example, describes a simple demonstration, using a straw to blow over the upper surface of a wing. The wing deflects upwards, thus supposedly demonstrating that the Coanda effect creates lift. This demonstration correctly demonstrates the Coandă effect as a fluid jet (the exhaust from a straw) adhering to a curved surface (the wing). However, the upper surface in this flow is a complicated, vortex-laden mixing layer, while on the the lower surface the flow is quiescent. The physics of this demonstration are very different from that off the general flow over the wing.[23] The usage in this sense is largely seen in popular references on aerodynamics.[21][22] Those in the aerodynamics field generally consider the Coanda effect in the more limited sense above[23][24][25] and use viscosity to explain why the boundary layer attaches to the surface of a wing.[9] [edit] References [edit] Notes ^ Crouch, Tom D. (1989). The Bishop's Boys : A Life of Wilbur and Orville Wright. W. W. Norton, pp. 220-226. ISBN 0-393-02660-4. ^ aerodave (2005-07-12). "How do airplanes fly, really? : A Staff Report by the Straight Dope Science Advisory Board". Chicago Reader, Inc.. Retrieved on 2007-02-18. ^ a b Anderson, John D. (2004), Introduction to Flight (5th ed.), McGraw-Hill, p. 355 ^ NASA Glenn Research Center, Bernoulli and Newton, . Retrieved on 19 April 2008 ^ Ison, David, "Bernoulli Or Newton: Who's Right About Lift?", Plane & Pilot, . Retrieved on 21 April 2008 ^ Karamacheti, Krishnamurty (1980), Principles of Ideal-Fluid Aerodynamics (Reprint ed.) ^ Clancy, L.J., Aerodynamics, Figure 4.7 ^ Clancy, L.J., Aerodynamics, Figure 4.8 ^ a b White, Frank M. (2002), "Fluid Mechanics" (5th ed.), McGraw Hill ^ Aerodynamic Forces ^ Lift equation of the early 1900s ^ Failure Magazine-Wright Brothers ^ Anderson, David (2001). Understanding Flight. New York: McGraw-Hill. ISBN 0071363777. "The first thing that is wrong is that the principle of equal transit times is not true for a wing with lift." ^ Glenn Research Center (2006-03-15). "Incorrect Lift Theory". NASA. Retrieved on 2008-03-27. ^ Kershner, William K. (1979). The Student Pilot's Flight Manual, 5th ed.. ISBN 0-8138-1610-6. ^ USP No. 2108652 ^ Antonov, Oleg Konstantinovich (24-May), ^ Neely, Mike (2008), . Retrieved on 21 July 2008 ^ Pike, John (2008), . Retrieved on 23 July 2008 ^ Englar, Robert J. (June 2005), "Overview of Circulation Control Pneumatic Aerodynamics: Blown Force and Moment Augmentation and Modification as Applied Primarily to Fixed-Wing Aircraft", Proceedings of the 2004 NASA/ONR Circulation Control Workshop, Part 1, NASA/ONR, pp. 37-99 ^ a b Anderson, David & Eberhart, Scott (1999), How Airplanes Fly: A Physical Description of Lift, . Retrieved on 4 June 2008 ^ a b Raskin, Jef (1994), Coanda Effect: Understanding Why Wings Work, ^ a b Auerbach, David (2000), "Why Aircraft Fly", Eur. J. Phys. 21: 289–296 ^ Denker, JS, Fallacious Model of Lift Production, . Retrieved on 18 August 2008 ^ Wille, R & Fernholz, H (1965), "Report on the first European Mechanics Colloquium, on the Coanda effect", J. Fluid Mech. 23: 801–819, doi:10.1017/S0022112065001702, [edit] See also Aerodynamic force Angle of bank Drag force Lift-induced drag Lift-to-drag ratio Circulation control wing Kutta condition Kutta–Joukowski theorem Drag Downforce Lifting-line theory [edit] Further reading Introduction to Flight, John D. Anderson, Jr., McGraw-Hill, ISBN 0-07-299071-6. The author is the Curator of Aerodynamics at the National Air & Space Museum Smithsonian Institute and Professor Emeritus at the University of Maryland. Understanding Flight, by David Anderson and Scott Eberhardt, McGraw-Hill, ISBN 0-07-136377-7. The authors are a physicist and an aeronautical engineer. They explain flight in non-technical terms and specifically address the equal-transit-time myth. Turning of the flow around the wing is attributed to the Coanda effect, which is quite controversial. Aerodynamics, Clancy, L.J. (1975), Section 4.8, Pitman Publishing Limited, London ISBN 0 273 01120 0 Quest for an improved explanation of lift Jaako Hoffren (Helsinki Univ. of Technology, Espoo, Finland) AIAA-2001-872 Aerospace Sciences Meeting and Exhibit, 39th, Reno, NV, Jan. 8-11, 2001 This paper focuses on a physics-based explanation of lift. Calculation of lift based on circulation with artificially imposed Kutta condition is interpreted as a mathematical model, having limited "real-world" physics, resulting from the assumption of potential flow. Also the role of viscosity is discussed. Author's claim is that viscosity is not important for lift generation. Aerodynamics, Aeronautics, and Flight Mechanics, McCormick, Barnes W., (1979), Chapter 3, John Wiley & Sons, Inc., New York ISBN 0-471-03032-5 Fundamentals of Flight, Richard S. Shevell, Prentice-Hall International Editions, ISBN 0-13-332917-8. This book is primarily intended as a text for a one semester undergraduate course in mechanical or aeronautical engineering, although its sections on theory of flight are understandable with a passing knowledge of calculus and physics. [edit] External links Discussion of the apparent "conflict" between the various explanations of lift NASA tutorial, with animation, describing lift Explanation of Lift with animation of fluid flow around an airfoil A treatment of why and how wings generate lift that focuses on pressure. Physics of Flight - reviewed. Online paper by Prof. Dr. Klaus Weltner. Explanation of Lift with animation of flow around an airfoil. Retrieved from "http://en.wikipedia.org/wiki/Lift_(force)" hahah

Competition 3way freefly in usa is dying off because people have reallized that art is very subjective, and teams that train all year and compete for purpose of winning gold got pissed when they thought they were judged poorly. I think the competition is ony justification for training, and the end result your finished baddas routine is yours , to show people, just like a painting some people will love it and some people will hate it. As long as you are happy with what you made i say fuck em... VFS is in my oppinion designed for freeflyers that want to win, or at least beat someone else, it is black and white you got the point or you didn't. This option is great for competition as it is easy to score and judge. artistic freefly competition will dwindle in usa as long as people are preoccupied with winning instead of making somethig cool. i like flying with spontaneity and feeling not on a predetermined path of numbers and blocks , we can hold hands on the ground and make pretty shapes, which is also fun ie . twister, but many people fly to do the things they can't do on the ground, for me i wish i was a ninja gymnast race car driver so when i fly i like spinning flipping and hauling ass... i think that freedom is why freelying will never die, only become overshadowed by sequentials and vfs .... when your tired of beating people lets do something cool. one love selwyn

can't wait -- we'll be orginising all abilities and all skill levels welcome, pylons, vfs, tracking , hybrids, flocking, camp fires , and even free coach jumps for less experienced flyers. i will be there all weekend - mick is good for fri and sat, and i think we will have the mighty punisher on sunday pond swoops end of the day sunday cheeky freestyle comp. just trying to get a case of smoke now shouldn't be to hard !! then we can get a little naughty with swoops, flocks carve and track dives see y'all there

please tell me what is going on at bedford who's winning what the scores are, all that good shit. FREEFLy also if anyone can post some video of the free routines that would be awesome.......

I dont post very often , but that was without doubt the stupidest video i have ever seen. Ray you suck, and tooley is a moe moe. you guys are doing it all wrong...... next time try doing something cool and maybe a little more creative.

i'm not sure yet , my schedule is up in the air (no pun intended hahaha), nick and i are in different locations, and i have a baby on the way, but i'll know nearer the time.

I can't wait to fly with you 2 , your awesome !!!! good job colorado - you should go to the world challenge in easter and really turn some heads.

Hey, we want to have a big swoop meet the weekend after the ranch , so the 1st and 2nd of september. Please let me know if you are interested - if your going to the ranch and want the party to continue into the following weekend. I am starting to apply for sponsors now, but we are thinking 9 rounds , long jump accuracy , distance , carving and some slutty freestyle give me input thanks selwyn

Wow,,, hahahaha!!!! there's some people out there sayin some stuff and thinking some stuff about quite honestly a lot of stuff. hahahaha in response to some of that ....... Tunnel instructors yes .... attendant no........ (by the way grammar guy i an bad with that and spelling so if you want to quote me and laugh at my spelling , i would be greatful if you didn;t as it would hurt my feelings) sorry , anyway yeah we instruct people how to be safe and successful in the tunnel, this is not coaching . coaching is a personal preference, i think it is up to the person and the coach to determine their rates and terms of agreement. if your tunnel instructor coaches you all the time then he or she is pretty cool, if you tip them thats cool if you pay for the coaching and tip or don't cool, if you don't pay for the coaching it still cool, i think what i'm getting at is that its all good, as customer be cool and offer the same respect and don't expect to be coached always if you do not ask and or pay for coaching. I think good coaching is the key to success and it increases ability to quickly and safely progress --- tipping is cool - i also like a hand shake and a smile, beer is fantastic, and food is also favourite.

I think the punishment doesn't fit the crime . i think that he has continued to use techniques that have worked for him for 1000's of tandems, and he was wrong to have not followed the guide to the letter. however he again i repeat ,,, did not desrve this punishment. The flying he does with tandems is for the customer , as i have seen personally hundreds of happy students who think there video is the greatest thing ever, and i have also seen students who had the standard video look at their friends video (jacko as tm) and be overwhelmed with the possibility and capability of human flight. i don't agree with the jacko rules and others drool idea, i do believe that we have lost a great skydiver and awesome instructor, who is responsible for hundreds definately, maybe 1000's new jumpers joining the uspa and contributing to our sport. you can reply to this but i have no further comments, we will agree to disagree. have fun dont die.

that would be really silly, now wouldn't it... as an instructor i have had issues on deployment with short fat people in strong and sigma harnesses, mainly when you have someone who is 230 lbs and 5ft tall, and believe that these people with abnormal amounts of fat slip through the ooze through the butt strap and leg straps on deployment due to insufficient muscle mass to retain the harness position, almost as if you were strapping jello in a jumpsuit to you. I believe that an addition to the harness vertical webbing around the groin would prevent this, i know there are some dangers of having loose lateral connections, but to persecute one instructor to this extent when there is video of hundreds of instructors doing far worse is wrong. This is my point : "be consistent, with punishment accross the country " it feels like the police giving dui's at xmas and then sayin fuck it for the rest of the year cos theyve reached a quotaQuote

Hmm. I love a good mystery! The way this post is worded, there must be some more "dirty laundry" out there. Let me see if I can figure this out: it seems to be well known that this kind of tandem flying was business-as-usual at Crosskeys. Then the handicapped fatality happened. Then Ohio. Tandem was under careful scrutiny this past spring and people had to clean up their acts. Shortly after that, Jacko departs Crosskeys and turns up at another dz and continues his ways. If Crosskeys made the decision as a DZ to stop doing this kind of tandem flying and that resulted in Jacko leaving, this would explain the "bigger hole" comment. If I've reached the wrong conclusion here, somebody please explain the correct way to "connect the dots". Tnx. Quotethis is actually what i was referring to- why don't you try Not connecting so many dots and stick to the facts....... melody

In my response to Lana26, I think the opposite may be true. I have a feeling the RD was not the first time he was approached about this. ====== You know, if it wasn't for everyone posting on here the way they are, I wouldn't be so intrigued by all this! With the way everybody is writing, it just seems like there are so many hidden stories here and I like playing Sherlock! :) Yeah, I'm sorry it's at Jacko's expense, but maybe if the truth gets out, people will stop posting innuendo and this whole thing can stop and that is the best thing that can happen right now. ====== Let me see what I can figure out here: I already had been curious to see what Jacko looked like as a "compliant" TI so I had gone to realxstream to see more recent videos. There weren't any. I had to go back quite a while. It looks like Jacko stopped doing tandems after Labor Day weekend*. However, it is only very recently that the whining started about this excessive USPA punishment. For people to be this vocal about it after waiting that long doesn't make sense. This kind of reaction has an "immediate" feel to it. What was going on during the time period between? It would only make sense that Strong pulled a rating, too, and perhaps did it first. Quote i think you should stop speculating and creating your own story of what you think happened in the past and why he left other another drop zone, writing some scenario and infecting other people's minds with your silly BS. you don't know then leave it alone. if you like mysteries so much read a f'n book. also there seems to be so much interest after "waiting so long" while this has been going on for awhile because there are actually plenty of people out here who don't frequent dropzone.com but have only recently heard through word of mouth and just got online to find out the info. after reading 12 pages of bullshit i think it's absolutely ridiculous. whatever he did with his laterals, and whether or not it "could have been safer" it has NOTHING to do with not being allowed to fun jump for seven years. or have his AFF rating taken away as well. and by the way, just for the record, the students LOVE their videos, not that it matters. i think this thread sucks. this is melody by the way, not selwyn this time, just so at least YOU know who I am

i dont write very often, but feel this deserves a comment, i have worked with jacko, and lots of other instructors, and can say quite simply that jacko is an incredible instructor and has helped me become a good instructor, his ratings should not be pulled because of personal feelings of dislike of his character, uspa are wrong to penalise him because of his actions, a warning and a request to operate differently would have been accepted and would have bbeen sufficient.. He is impeccably safe and competant as an instructor, moreover he has not broken any rules, only used 10 thousand jumps worth of experience to make a tandem video look cool,,, those that comment on a lack of safety on his part , i think are mis lead and dont have the ability to do what he has done in a safe and controled fashion. skydiving should not have skepe goats and i feel he has been punished because of recent fatalities and other peoples mistakes.

All my love katarina and to your beautiful daughter, melody and i are wishing you nothing but love -- contact us if we can do anything for you. adrian was wonderful and everyone he encountered remembers him. we loved him . may he eternally fly for heaven is your best dream re-lived. love selwyn and melody.