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Posts posted by ctrph8

  1. Meh. I'm learning to take the gold nuggets where I find them but not trust everything one person says. I personally feel like they are missing the mark when it comes to double stowing things. That being said, they have a parachute manufacturing company that will make a will make millions this year. I on the other hand do some rigging that might make dozens of dollars this year.

    I've jumped semi-stowless bags and will be ordering one soon. Now to figure out which one!


    despite not being a PD fanboy, I do have a tendancy to listen to THAT GUY more than Docpop :P
    Reference to line stows at 6 minutes

  2. That was my first thought too. They are REALLY nice canopies. I have two, a 129 and a 149. With my weight (250ish OTD) they are different animals. Play with different wing loadings. You'll fall in love with one of them.


    What about a Crossfire 2? They are elliptical, have great openings and flare, and are a bit more exciting than a Sabre 2, they also have a relatively flat glide compared to something like a Katana.

  3. Check the brake line length. My first thought was that they made the brake line ending with the loop to stow the toggles but forgot to add the lower couple of feet once they made the loop. If your line is short, making the lowers is pretty easy.

    True, you paid for a full line set and you should get a full line set but is it worth the postage? I'd call the rigger and ask about it.


    My DZO is a banker, not a skydiver. He sent one of our Sigma 370's out for a reline. I don't yet know the details of who he sent it to, but why are there no eyelets to stow the brakes? I don't like it.

  4. I suspect that they ARE slider stops. At the end of the lines in places where sloppy packing could pull part of the fabric into the slider grommets, they install a poker chip sized piece of plastic.

    The idea is that this is sewn into the fabric (usually reenforced with tape) so that if you pull the slider all the way to the material when you are packing it, no material can be pulled into the slider accidentally. They sometimes have had them in other places besides the stabilizers but generally that's where the problems were. If you find one, I'd bet it is at the top of a line.


    theyer in all canopies not slider stops in the stabelizer

  5. I can see how teflon cables (or just keeping his non teflon cutaway oiled and in good shape) would have helped. Whether it would have prevented it can be debated but it definitely would have been a step in the right direction. In this case, would hard housings have done the trick? My gut says yes but I'd be interested in other opinions.


    If it is a Racer, it doesn't have teflon-coated cutaway cables (which would be red or orange in color), which have been standard since 1997. Teflon would probably have saved him from the hard pull.

    And if the main is not cutaway, and almost fully inflated, he doesn't have much wind speed for the pilot chute to catch wind with.

  6. I like the thinking on this but I'm having trouble extrapolating it to the real world.

    Wouldn't it be a different number for each canopy depending on the weight of the canopy/bag and maybe a whole bunch of other factors? I would think that the extraction force of a tandem would be significantly different than for an Optimum 99 and that number would differ a little from container manufacturer to manufacturer and maybe even from geographic location to geographic location.

    Are you looking for a standardized number (It should take XX pounds of force to extract...) or a ratio or something else?


    Is there a standardized test of how much force it takes to extract a reserve? This would be a test which could be used by a rigger to assess if a specific combination of reserve, container, and main is likely to extract promptly or not. I know that the rigger is responsible to assess this compatibility. How is the rigger to asses this other than “Damn, that sucker is a tight fit!”?

    The thumb test led to the TS-108 pull test, the “closing loop seems tight” led to the pin pull force checking tool (lets the pin move a little… but not come out completely during a pull test with a fish scale), so what test do we have for reserve extraction?

    My memory seems to recollect a service bulletin that described a test of this… but my brain can’t remember enough to help me find it.

    I would imagine that the test would be something like:

    1. Secure the rig, belly down, with main packed and reserve container closed.

    2. Pull reserve handle to open reserve container.

    3. Attach a fish scale to the pilot chute/bridle connection

    4. Record the force needed to remove the reserve in five directions: directly UP, toward head, toward feet, right, & left.

  7. I'm a rigger and had been a packer in my early days. I've packed a lot of parachutes. When I got my new Crossfire 2 a few years ago I was astonished at how bad I was at packing this thing. It was ugly. After a while I decided to get back to basics. I watched the PD videos and the thing that helped me more than anything else was the way he folded the material under to get the cocoon shape. It took me a couple of tries but it worked. Somehow, keeping that material organized made the difference. I also paid a lot of attention to the way he kept things under control with his knees.


  8. I had that configuration. You CAN do it but it was tight. The thing felt like a brick on my back and never really looked right. I changed to an Optimum 160. That works so much better. My suggestion is to either get the Optimum or go with a larger sized reserve container.

    To be fair, my PDR was an older one. I think it was in the first year or so that they started using microline instead of Dacron. I don't know this but I suspect that this one packed a little bit bigger than the current PDRs.


    Anyone here have a W11 with a PDR 160 in it?? I want to see how the reserve fits before I buy it .. Is it loose around the risers?!? Thanks!!

  9. I had a similar situation but not exactly the same so YMMV.

    I had spinal surgery on my lower back last year and I was really nervous about jumping. I jump a Crossfire 2 but the openings are supposed to be similar. What I did when I started back was to make sure I was really square and in control when I pitched so that the load was distributed as evenly as I could get it across my body. Later I got to where I didn't even think about it. I had some off heading openings but nothing violent. I was paying a lot of attention to the amount of force that was on my pelvis/lower back. I did OK.

    What makes me nervous is having to really run out a landing. I downwinded one last week that I ended up sliding in because I didn't want to try to sprint.


    How are the openings on a safire 2? Would you say they are decent for someone coming off an injury for a broken pelvis?

  10. Welcome back!

    Spend some time with your rigger and with a coach. Let them know where you are and take it easy getting back in to the sport.

    Have your rigger go through your gear and check things out when your reserve gets repacked. It should all be inspected during the repack but talk with him anyway to make sure. If you had an AAD, your batteries probably need to be changed at the very least. If it is a Cypres it will need more than that. Cypres need to be sent in every 4 and 8 years for maintenance. If it is older than 12, it will have to be removed. You can jump without one until yours comes back. The wisdom of that decision can be debated in another thread.

    The coach needs to see that you are being safe, in control and aware. Look through the SIM and go through a thorough briefing. Plan out every aspect of your skydive from gear check to landing and stick as close as you can to that plan. Your basic skills are probably all still there but polish up on the safety aspects, especially flying a safe pattern in to the landing area.


    I have logged 473 skydives, but have not jumped since 2007. What do I do to get cleared to jump again?

  11. I can't comment about Mirage, but years ago I saw some seriously cushy leg pads that the CRW folks were using. They looked like they were done at the factory but I didn't ask. Does anyone remember these... or are they still in use/production?


    I need to replace my legpads on my Mirage RTS. It hurts like hell if i do anything under the canopy. I need something wide, but firm, I don't care about extra padding, I just need something that is not going to be bent over webbing. I was thinking to buy stock mirage legpads, but for that money I decided to shop around snd see if any other options available. I like the ones on our Icon rental I jumped before, really wide and firm. Any big boys who had similar problem?

  12. OK, I'll take a stab at it. Probably the best advice would be to do a search for the volumes of material on here that have been written on the effects of increasing wing loading. There are even more posts about WHETHER folks should downsize. That is a different question so if you find that a thread is getting mired down with that, skip to a different one.

    If you want to try it, put on some weights. Load up to where your wing loading on your current canopy is around 1.5. It will be a different animal, but not unfamiliar.

    You can do this but be smart about it. Your margin of error gets a little bit smaller. The canopy will fly faster. It will be a little twitchier in flight. It won't be a huge difference but it will be there and you'll need to fly it a little more actively.

    To make this work you will have to be diligent about the things that already make for a safe skydive. Work out your pattern in advance and stick as close as you can to that pattern. Don't do big movements close to the ground. Actively fly it and fly it all the way to the ground. Land with your wing level.

    This is (hopefully) all stuff you have heard before. It just becomes more important as you downsize. The way to do well with this is to have the mindset that you are going to be a master at the basics.


    Just bought all new gear and have been planning on downsizing since last season. Im not very worried, just got the butterflies thinking about it. I just want to know if anyone has used the same canopies at the same wing loading and what they can tell me.

  13. I think the problem is that during many of your posts you make excuses for your bad behavior and then go right ahead with the bad behavior as if making excuses for it somehow makes it OK.

    It's not.

    If you have valuable information, give it. If you think you should probably make an excuse or apologize for something you are about to do, skip it.




    THis might sound a little harsh, I'm not really being harsh here

    Kinda like when you're a complete asshole, and then you explain that you're not really being an asshole?

    Ok, fine, what do you tell someone that wants to drag a six year old girl to a place where the average temp can reach 105, in the shade, for a week??? While I try to get my "B" lic as fast as I can????

    This is a recipie for marital bliss??

    Seen way to many well intentioned people try to do it all, and the end result is not being anywheeere remotly sucsessfull at anything...


  14. I have two and they are both conveniently unpacked right now :)


    quick question. im buying a crossfire 2 and its placard says crossfire 2 but the stabilizers show crossfire. do crossfire 2 have crossfire 2 on stabilizer? its made dec 2003. thanks!

  15. I did it for a couple of years. The biggest problem I found was that the gear bag (which had backpack straps) got heavy on my shoulders. I worked out a couple of ways to do this. Both of them relied on my resting the bag on either the seat behind me or on the gas tank in front of me. When it was resting on the seat behind me I just had the straps loose and long. When it was in front of me I had the straps pretty tight and the pack up against my chest. That seemed to work better and was my usual method. I think it depends a lot on the motorcycle.


    Hey guys,

    Anyone here transport their rig on their bike? Any suggestions on the best way to do this?

    I'm lookin at buying a rig very soon but will need a way to transport it to and from the DZ. I don't own a car, only a bike. If I were to buy a luggage box such as this:


    would there be any issues if I were to strap the rig in securely?

    Thanks in advance

  16. Or punctuation... Or capital letters.


    u can also deploy your reserve into biplane config to get 0.2 wl
    at this wl u can prob do standup landing even in downplane
    just ask ppl at lz not to breath or fart as it may collapse your chutes

  17. If you are going to drop that on us, drop the name of the DZ. I probably qualify as not being able to jump there because of my canopy.


    another thing to call ahead on or at least check out a website is.... some places now dick-tate what canopy you can jump there.... for example today I checked on attending a camp, and the online wing loading chart said I can't jump my 120 with current 300 jumps in a season and well over a 1000 jumps & more then 30 yrs exp. Exit weight of 200lbs. 1.6 wing loading.

    DZ is also a cypres nazi dz.

  18. Point taken. You are absolutely right.

    Both the jumper/rigger and the pilot will be in deep kimchee if the feds ever figure out that you have an out of date Cypres in your rig. How they would figure that out is a different story and the rigger will probably be in deeper kimchee but if he did go get his rigger's ticket and then put a (possibly) out of date Cypres in there he would be endangering the pilot's ratings.

    "No pilot in command of an aircraft....."



    OR, get your rigger's ticket and a Cypres 1. Just don't ever loan out your gear. Seriously, if you do questionable stuff with your own gear, that's one thing. If you involve anyone else, that is MUCH more of a problem.

    Well (in the US) you do involve the Pilot when jumping....

  19. Assuming your container manufacturer has not banned them, I'm voting Argus. You can get them cheap and if you are only going to turn it on for gear checks and (maybe) turn it off, the battery will last forever. There are a couple of DZs that won't allow them. Skydive AZ is one of them.

    OR, get your rigger's ticket and a Cypres 1. Just don't ever loan out your gear. Seriously, if you do questionable stuff with your own gear, that's one thing. If you involve anyone else, that is MUCH more of a problem.


    Imagine if someone was happy jumping without an AAD and, given the choice, wouldn't purchase one. Try not to worry about why they might make that decision, just "accept" it for the purposes of this thread.

    They decide to get an AAD, though, because the majority of DZ's require one - either officially or unofficially. What would be the cheapest way to tick the "has an AAD" box that doesn't actually make him less safe? I know some people refuse to use certain models of AAD because they supposedly give false positives, for example. Of course, for this person false negatives wouldn't be a concern because the alternative is no AAD at all.

    Any suggestions? Not including things that require lying/deception such as a fake/empty AAD, haha.


  20. If they are signed and you can show them the log, bring it and talk with your instructor. Jumps are jumps. You will still have to go through all of the training and pass all of the license requirements and tests but the jumps count towards your jump numbers.

    Don't transfer anything. The signatures are important. I still have my first card somewhere and kept it in a log book. Start your log book with #5 or whatever it was and keep the card folded (maybe laminated?) with your book for now. Don't throw the old one away.

    Welcome back!


    I am returning to skydiving after a bit of a layoff. I still have my old jump record from from previous training. Two issues, first of all, the last entry is dated 11/13/77 and says OK for FF. Secondly the card is in two pieces and looks like an ancient relic.
    Is there any value in transferring the entries to a new real logbook and is there anything that would maintain the integrity of my log book entries like keeping a good copy of the original. It is not like I plan to only make 19 jumps before applying for my A license, but darn it I did make those jumps and I want them to be in my jump history. I would appreciate any advice given from those of you who are familiar with the paperwork side of the sport. Thanks

  21. My first thought when I was reading this was that every one of us had a sticking point that took us a little while to work through. Some of them were procedural, some of them were more mental. One of my first ones was mostly mental. I was scared to death on my first 8 or 10 jumps and would perform terribly. I'd get through it but I was not relaxed and I rushed things. I "got" a couple of concepts and things improved dramatically.

    Keep skydiving. This is just a sticking point. You'll have others when you start learning advanced techniques but you'll have trained yourself to work through them.



    2 months ago , ive completed my cat D2 in 6 jumps
    all jumps were perfect , no fear even on the exit
    BUT ......
    on D2 i had hard time to find the pilot chut around 6-7 seconds
    i find the chut on second time after setting my hand to neutral position and then make 2nd try
    i though that i am gona cutaway and open the reserve , that terrify me
    on the same day i tried to make E1(level 6) jump where in the airplane i kind lose confident and start asking my self "WHAT IF" ive allowed fear to control me and i didnt jump
    not jumping that day make feel so disappointed
    after some weeks i decide to go back to DZ and do the E1 Jump
    and this time on airplane i also allowed fear to control me and i didnt jump

    any advice for such a situation
    i cant stop thinking about Skydiving but i dont feel that i can make it

  22. I think that part of the mental map (for me anyway) is that the map includes emergencies or the possibility that things won't always look the same every time. It is a map with lots of different roads leading to the same place.

    In the case of students this would mean giving them a mental picture of what the emergency procedures look like and the tools to calmly deal with it. It also gives them the tools to identify the possible scenarios without freaking themselves out so bad that they don't manage the situation. We've all seen the student who came down from a jump and told everybody about their brush with death when they had closed end cells.

    I agree that just picturing a happy outcome isn't enough but I don't think that is what he is saying. I think he is saying that part of the preparation for someone, especially a student, would include getting them to think through a situation to the point that they can see all the aspects of it it in their mind.



    I understand your thinking, but step away from the 'survival' aspect and think optimum performance.

    ~ build mental models of their surroundings and then follow those mental maps ~ is a really long winded way of saying 'visualize'.

    I don't discount what was said about the need to build the mental model for success. But I just don't see the process stopping there.

    Sorry, I am still stuck on the survival thing because of the talk of panic in the post.

    I have not seen (in my few months) anyone near panic because they could not make a dock on a student jump. But suppose that while the person is visualizing the perfect jump on the ride up and someone yells, Get out, get out, it's 1100 feet, pull your reserve, pull your reserve and then the person looks up and sees a mess overhead at 800 feet......Maybe some visualization of what to do next might have been good.

    How many people in the last 15 months cut away low and died. Why did they do that? Did "their surroundings cease to look like the mental model" that they had prepared for? (rhetorical )

    If the idea is how to deal with people that are near panic with the thought of jumping at all, then I was off on a tangent and didn’t not intend to derail the thread.