LearningTOfly

For the most part, we are not without food here in North America. But look around- every year, more and more cookie cutter neighborhoods are built on the outskirts of cities- eating away more and more of the farmland- meaning less and less food for either us or livestock. It has to end somewhere... I do not know about the rest of the world in detail, but I recall hearing a program on the CBC radio that was takling about poverty or something, and one thing they mentioned in a fairly dramatic fasion was that every six seconds or so someone (mostly kids) dies from starvation somewhere in the world. We're just lucky enough to be here in America where we can go to the grocery store and take it for granted. It's like the weather- when it's raining overhead, we figure it's raining everywhere. We're not starving here, so how could anyone be starving anywhere...

Please tell me this error was caught in the packing ritual... not after opening.

Shrinking rainforest, reduction in animal habitat (ex. in the case of bears in N. America), air pollution, the battle for oil, poverty in general, the fact that the people in Western civilizations have so much free time on thier hands to worry about/ think up nonsense ideas... Are we exerting more pressure on this planet than it can handle? Maybe the doozy flu that's evolving will re-establish maintainable populations? Maybe we're just toast...

I was browsing a manufacturer's website, and came across a statement that essentially said (or seemed to say): "your main risers can catch on your reserve container and (among other things) tear it off of your harness" (the manufacturer is irrelevant in this case, and not the topic anyways) I've heard about this fear in others before (in conversation)- that somehow a reserve can be torn completely off of a harness- but I fail to see the sense in it. It seems some people believe that in a worst case scenario- say deploying in a sit while rotating backwards so that a riser becomes totally restrained by the reserve container, followed by a hard opening- that they would be left without a reserve at all. When I visualize it, the riser would either flip the jumper around and solve it's own problem- or, in the case that damage to the container did occur (which I think is unlikely- harness material is fairly tough stuff)- the reserve would detach from the container (from bottom to top) until the main risers become symmetrical- and then hang from whatever material remains (yoke portions) and it's own risers. A two out or entanglement may be a possibility, though... Any thoughts?

17... 18 for the solo stuff

I do not pull low, and it is not because of something that happened to me in the past. Simply: why cut yourself short on time? Stacking the odds against yourself usually is not helpful. View one of the hand-deploy reserve videos out there... that's part of what influenced my decision. I maintain a position to pull on time (3500') or higher if clear. Either way, I like altitude

First off... YISkyDive, thanks again for the pm- it was totally awesome, and very helpful. To the rest- here's an example of what I was looking for in advice: "[The larger canopies] have small recovery arcs, and little lift to play with... my 90 gives me 21mph (downward speed) my 270 (never landed, up high only) gives me 25.. not all that much more." ...this sort of information is meaningful, and I took the additional associated comments seriously here. Or in general: "The smaller recovery arc means you'll need to watch out for....." or "Planing out high in the beginning is not a bad thing, work on trying.... and with time the plane will parallel the ground at lower altitude" Not: "I have 2000 jumps you don't, therefore I know better and you really shouldn't do that" Guys, I know many excellent pilots- for example 5000+ hours- who were the best in the business at some point- and who can't teach worth a bounced (different context here, think tailwheel) landing. I need information I can work with... not all of this negative crap. The other thing I can't understand is the whole "I hope you don't get blood on the gear. By the way, can I have it when you're dead?" or the "Looks like it's time to buy a coffin" Like WTF? This is how the community supports it's future? This is the support we show eachother? These are the type of comments that are coming from the people who I used to look up to, admire, and respect? (or at least as much of that as could be done on an online message forum) Well, thanks, you've left a fantastic impression. CanuckInUSA- I appreciate your comments- but need more substance After all, it sounds like you were in a similar position at one time too. For reference- I have no intention of downsizing soon- I'm happy with 1:1 and flying it assertively. I've seen the really hot approaches (2:1 wl), and could care less for them- the margin of error gets slimer than I like to think about in such cases. I like getting turf surfs, and that's it. So... YISkyDive and Canuck- thank you for your time, I do appreciate it. And.... Is there any constructive information out there yet?

Thanks for the info. My profile is up to date- the only negative feedback I've recieved is from these forums- at the DZ(s) no-one has commented either way on my choice of approaches- I take silence to imply consent, for now. I do not have that number of double front approaches or 90's, but I find both to be readily controllable so long as you stay ahead of the canopy. That being said, an approach where I am not using fronts up until the flare is an anomaly. Not to be jumping the gun, I'm still practicing both as conditions dictate (traffic, wind, obstacles, etc) and by no means practice any of the three in an unsafe manner (maneuvers are rather benign at this point- ie shallow carves). I'm flying 1:1 loaded canopies- non elliptical. At the DZs, I see the swoopers come in, but see no real method to the madness- the circuits are legible but sloppy, for instance. Still looking for the method, and I'm consulting the DZ staff and jumpers... at the same time with such advice- a liability issue does come up, but that's a whole 'nother thread. I take sole responsibility for my ventures...

For reference only- how, when you were beginning to swoop/ carve, did you set up your approaches? What altitude did you initiate your turns? What was the key for you, personally, to finding the right altitude at the right time? For reference- I'm working on carving 180 approaches, and am looking for pointers and advice as I'm progressing. I'm finding myself consistently high after completing the turn and having to front riser back and forth to get down along final. My plan to fix this is to try adding a little opposite front riser (additionally) and widen the arc a bit and allow more time in a steeper descent. Reefing on a single riser more (hook turn) is something I'd like to get to, but for now I'm keeping clear of that option. Oh, and please- positive advice only- I've been through the "swooping is evil if you don't have 400 jumps, and you're going to crater" bit before, understand it clearly, disagree with it, and really don't have patience for it anymore. But, I am looking forwards to hearing what tips/ advice/ pointers are out there.

Hey... just wondering here- I've had this cough for four weeks now- it's accompanied by a sore throat that is there for a day then leaves, then returns, and sometimes a;so accompanied by 'active' sinuses- but has no other cold like symptoms (like fever or fatigue or headache) associated with it. Has anyone else picked this one up? Anybody know if any governments are testing out new strains of viruses? ...been to the doctor twice- only to have my respect for walk in clinic Md's modified.

True... I was figuring that most hop and pops would be done from smaller aircraft types- 182, 206, 208 sure maybe an otter- all relatively slow- between 80 and 100 mph. The KA- of course- picks up the pace a little in order to stay afloat. The number of variables going into the problem are relatively many- I was looking to see if anyone out there had run into this also- and discovered anything interesting about deployment speeds. Thanks for the responses all -blue skies.

Here's a thought I've been wondering about recently: With regards to hop and pops- the speed that the jumper is falling at when they deploy during a h&p is usually much less than terminal (say 80 mph). Now I havne't done many hop and pops (or at least enough to get my own 'average')... but on one recent hp I do remember the opening being a little 'brisker' than normal- and this was with no intentional variation in packing. I do recall reading- and this is a thought that, taken for granted, would make sense- "a slower deployment speed (on the part of the jumper) would mean that the speed at which the canopy opens should be slower. After my h&p, though, I was thinking- shouldn't it be opposite- a slower deployment speed means that less 'lift' is generated by the slider to retard the opening, and thus the canopy will open, in general, quicker than it would in freefall? ..hence a little more opening 'shock'

I was flying about a year ago in a Cessna- cruising along at 2500' to keep out of a tersa. I give it a good look out to clear the area, then go heads down to do a ground speed calc. Few seconds later I hear the noise of a second engine. Mind you, before the flight, I was sure I only had one engine attached- so I glance up (rather quickly) and look to the right... to see a 172 flying a heading about 110 degrees different compared to my track, and about 50 to 100 feet below me. He had passed fairly close to directly beneath me. 100 feet difference on either of our parts, and we would have been a spectacle. It was certainly an event I will recall for a long time- and a point that I will teach my students- uncontrolled airspace is just that- keep your eyes peeled, and look twice if not thrice.

Amen... very well put, sir

freebag assy.? The V3 looks like a very nifty container... enjoy!

Cheers and I'll drink to that... I think that this has been blown way out of proportion... I didn't mention the PST anywhere Thanks for the respose billvon... I will keep your comments in mind. I hope it doesn't either...

It's not quite the same, I think... a parachute and an airplane ar two very different crafts- specifically, aircraft requires a little more responsibility to operate, an airplane takes active control inputs whereas a parachute is more or less a ride (excluding hp), and the list goes on; but none the less, point taken. I'd agree that his language puts him in a situation where it looks like he's going to kill himself (unintentionally). To everybody... I'm just having fun and enjoying the sport- safely, too- "What kind of canopy pilot are you?" So I said so. Jump with me and then give me your critique- otherwise keep it. It seems saying 'swoop' on this forum is like saying 'bomb' on an airplane... sheesh.

I was speaking more to the effect of everybody knows me so well now that I made one post here. I read the accident reports too- I know what's going on. Like another dz.commer said: the ground is hard and doesn't care. I know people who 'were' friends or aquaintences- I say 'were' because they are now dead- due to flying some sort of wing or another. Immortality is a figment of the imagination. A grand idea, immortality is, though. Youth is fun, too... it just passes all to quickly.

I figured saying what I did would stir up all kinds of these comments... The first thing I find interesting is that now that everybody has read ONE of my posts, they know precisely what sort of canopy pilot I am, what my style is, and apperently, my new life expectancy. I admire all of your inter-internet telepathic powers... even though no one here so far has ever seen me land. For me personally, canopy flying is easy. Fly a circuit, land in the peas- duh. At ten feet- flare smoothly. Pull harder, flare faster... simply speaking. This isn't rocket science, and realistically, there are a lot of activites that move quite a bit faster than a swoop, and subsequently have the potential for breaking you into many more pieces when you mess up. Anyways, onto my responses: pilotdave: Glad to entertain you for a moment funks: Thanks for the opinion... I understand what you're saying, but feel comfy with what I am doing- worse comes to worse you're in a position to say 'I told you so ' and I'll buy the beer. I don't associate the approach with contact with the ground... the approach consists of downwind, base and final. Landing is the part when you hit the ground. A botched approach occus in the air... a botched landing occurs on the ground, and usually follow an uncorrected botched approach. But to each his own... Canuck: Thanks for the comments- you know a bit where I'm coming from. I seem to fly the circuit fairly well and can put it down where I want me to go, so I'm moving on to front risering... don't get me wrong, I'm not going whole hog into ripping tight 180s to swoop across a pond or something like you see on the movies- I'm just riding a front riser carve around for a little more time in the flare (a mini-swoop so to say). I have a good flying job this summer, and breaking a leg would thoroughly suck... like it would really really thoroughly suck- and that fact is always in my mind- so I hope you'll take me off the bounce list. Cheers from Canada. bigorangemd: That's you and this is me... to each his own. I think myself to not be crazy... at least on the days I remember to take the blue pills. Cheers "Are we going to have a separate pool for fatal vs just compound fractures?" "If he improves his carving, he'll bounce past the gear instead of on it." ...okay, I'm not sure what prompted these comments, but I think they're a bit inappropriate, even for a skydiving message board. Anyways, if I do figure I really messed something up, I'll try my best not to leave any bits of me on the gear. Heck, I could even bequeath what's left of it to you, happythoughts, if you'd like. Sigh.. this was fun, but I have real life to return to... Blue skies everyone... and remeber- this is an online message board, no one has inter- internet telepathic powers, and people in general are exceptionally good at making assumptions based on hmmm... absolutely nothing.

I'm conservatively pushing it... I've been front risering my approaches since jump nuber two. I'm currently working on my front riser carve from base to final- the feel of those are pretty good and I'll be moving on to 180s soon. The sight picture isn't bad for swooping... or carving, as the case may be- so long as you know where to draw the line as to when you need to abandon a botched approach. I don't mean to alarm anybody by saying this... my jump numbers are accurate- but I feel comfortable (not complacent) with what I do in the air. Like the saying goes... you'll be fine so long as you don't do anything stupid.

There seems to be alot of back and forth as to the technique or feasability of exiting something with it's door on. Here's the opinion of a pilot: It's possible, and not hard either. The stall is no problem so long as the pilot pays attention to what he's doing. A 172 can fly well below 60- but really 60 is all you need for the door to be pushed open enough. 172's don't like to spin, either, so unless the wife and kid are in the back seat, that's a non-issue. A bit of right rudder helps to break up the flow over the right side and ease the pressure on the door. Watch your leg straps as they catch on the door handle... make sure to remove them from the handle before leaving. Stomping on the right rudder while increasing forward pressure helps the exit go cleanly(pilot). A good dive out works dandy. The door will close behind you, but not completely- just make sure that your foot leaves at about the same time as your left hand releases the door. Get a pin check from the pilot before leaving... hanging some nylon off the tail becomes a thoroughly embarassing situation for the pilot. The motivation behind such a jump is what I am slightly skeptical about... for starters, being the only person jumping into the paintball game might get kindof lonely really fast. Jumping in with equiptment can get kinky. Jumping into the action and gettting your canopy all muddy can be frustrating. Do you plan to pack before the ceasefire is called off? I agree that it is a very romantic idea, but I'm a bit skeptical about it's feasability and whether it is really worthwhile. Think about it anyways... As for the window thing... a simple application of right rudder works fine to relieve pressures- no window needed. What sort of emergeny did you have in mind that the pilot would need to open his window in order to open the opposite door anyways? ...just wondering

[reply\]"Mighty Wings" (I forget who) Was it Kenny Logins? ...I know he did "Danger Zone", and I think "Mighty Wings" as well.

I had a calculus exam last Wednesday, a physics exam last Friday, and an English exam today. I lost it last Monday and cried twice since... I know know the feeling... don;t worry, it'll pass

Looks good! My GS took me about a week to finish, but I was lazy with it. Eventually (or maybe by now) you'll develop callouses on the first joint of your index finger... fun stuff. I added spandex type loops to it later to secure vegitiation... and that got me thinking... what's the jute for in the first place? and why so much? Why not just sew on a whole pile of elastic loops and stuff grass? I do recall coming across such a setup once on eBay I think... but it dosen't seem popular. For reference, the spandex I used is the elastic waistband stuff, picked up at a crafts store ad then dyed greenish-brown. Works surprizingly well. I have a pic around somewhere I may post later... Good Luck with finishing it!!

Packing: I always unpack and repack my canopy shortly before the first jump of the day. I tie my third (or first) rings together before starting. I always stow my lines standing or kneeling to the right of the container/ lines. I've always jump my own pack jobs, exept for once... jump 20 or so. Jumping: I do a gear, check, get a safety check, then do about four pin checks of my own, and finally get one before leaving. I do a practice pull, chop, pull standing on the ground waiting for the plane. I watch my handles in my peripheral vision on the plane ride up when I'm not doing anyting else. I adjust my straps twice ont he ride up, and once more before leaving. I check handles, straps, and pc before leaving I do a flight control check after opening, even if it's there and square, and looking in working order. I do at least one spiral I restow my toggles and unkill the slider after landing