RichLees

cool! how far are you from Copenhagen?

I've been conservative and opened the reserve every time I've taken a bath and the water has never got into the reserve fabric. The lines have been wet and the free-bag and pilot chute have been damp, but the reserve hasn't. That said, I tend to get out rather swim around.

I don't mean that I stopped jumping to check the reserve - I mean I checked the reserve at the end of the day/weekend/soon after to avoid damp/rot.

If you're in for longer, the progress of the water through the mass of material could make for slow/asymmetric/dangerous openings IMO. Anything that potentially slows my reserve or makes it asymmetric is bad news.

Swim faster, young jedi

pros - it allows your hands more freedom to reach the tops of the rear risers for planing out - the brake lines are out of the way!

cons - PD's advice is not to use the main SLinks because it causes line wear as the brake line rubs cross the suspension lines. I guess that implies a separate SLink for the brake line ring

UK Nationals & Open 24-26 July @ Dunkeswell, Devon, UK

Castelnau-Magnoac in south of France
its the only pond I've seen big, snowy mountains reflected in - see pic

Those openings look my terminal openings on VC90 with removable slider. I pitch at 125-130mph and WL 2.9. Subterminal openings are sweet, but terminal ones are killing me. Put a VE channel slider on and all is good cept slider gets in the way esp when planing out. Guess that's why removable slider says no to terminal and channel slider doesn't say no.

I think DocPop's other point is equally valid: body pitch can be achieved through rear riser input which trims the canopy

Dubai International SL #2 - Jan 26
FLCPA #1 Feb 8-9 Z-Hills
Dubai International SL #3 - Feb 23
FLCPA #2 Mar 15-16 Z-Hills
Dubai International SL #4 - Mar 30
FLCPA #3 APR 5-6 Raeford NC
Australian Nationals - April 16-21
FLCPA #4 APR 26-27 The Farm
Duabi International SL #5 - Apr 27
FLCPA #5 May 17-18 Z-Hills
USPA Nationals May 21-23 Z-Hills (Practice days May 19-20)
Danish Nationals Open 7.th of June - 9.th of June NJFK
UK & Irish Nationals & Open (prob) 18-20 July @ Dunkeswell
Pink Open, Klatovy CZ, 14-17 August

Pitch the pilot chute into the propwash. Works a treat on LET. Instant line stretch on your back!

Subject to reaching firing speed, the Expert protects down to 180 ft and Speed down to 330 ft

you should have taken a downwinder - then you'd have been expecting to land at 40mph ;-)

my peak speed occurs around 200feet which is well below the minimum operational height of 330 feet for the Cypres Speed

I got 41.7m/s repeatedly on an Airtech datalogger (same kit as the Cypres) and 95mph on a pair of Visos. ie they all gave the same answer within a couple of percent.
I did some rough sums to check the time, speed and acceleration made some sense and they weren't daft. vertical acceleration of 0.8g for much of the dive and higher vertical deceleration as you slingshot into the swoop.
when extra aggressive, I got 105mph, but I was on a monstrously whopping huge 103

I got a Viso2 in order to see the playback and I plotted the data in Excel to make sense of it. Doing the same turn repeatedly, I got consistent results with peak vertical speed around 140 feet on a Katana 150 loaded at 1.7 on a 270 degree turn. Doing the same turn higher up, I got higher speeds (makes sense!). Get a Viso 2!

As much as the WL, the wing type and turn type + technique determine how fast a dive speed you can achieve. The Cypres Speed does 2 critical things (maybe more!) - it raises the activation speed and it raises the height at which it says "you're on your own, now!" This is because the height that you reach peak velocity goes up with faster, longer-diving canopies. (Its working window is from 750 down to 330 feet rather than 750 down to 180 feet.

I use HMA 500 on a Velo 103, loaded at 2.6. at my weight, nuts to HMA300. I use Vectran 750 on the controls. I mostly deploy around 5-7 seconds ie sub-terminal. our ZA gravel is very sharp so I try to ensure the canopy doesn't settle on it.

each jumping day, I look for fraying along the length (particularly top and bottom) of the lines and around the brake-setting hole on the control lines. I find the control and outer A-lines fray fastest. there's plenty of polishing at the slink, but no fraying of the line or slinks.

I've never flown a lineset to failure, but my gut says that fraying is probably visible around 50% life and I replace the lines around 75%. I would stop if I found "necking" or thinning of the line. I've never been told the lines are dangerously frayed (well, not by riggers) but they've always agreed its time to change them. I haven't had BIG differences in openings on new lines so maybe I replace them earlier than those that do, but I thought HMA was meant to be dimensionally stable till it snaps. ie I thought you had to replace preemptively rather than when your openings go to shit (mine are only really good if I trash-pack)

I think you're right that Curt was on a VC previously, but he used a Peregrine in Dubai

copied from the PD page on the Peregrine ...
"In the Peregrine’s first world debut at the 2012 World Championships of Canopy Piloting, PD Pilots dominated the field with this new wing, winning five of six medals in the speed and distance events.

The Peregrine filled me with the confidence to compete at the level I needed at the World Meet. The fastest, most responsive canopy I’ve ever flown It’s a whole new machine compared to a comp velocity. It’s a fucking sweet parachute. Its an intense wing, geared toward the top tier swoopers.

Curt Bartholomew-2012 World Champion of Canopy Piloting"

www.performancedesigns.com/peregrine.asp

you might argue that the "dealer" implicitly gives the reference when placing the order.

I'm intrigued by the idea of applying technology from high aspect ratio gliders/paragliders to relatively low aspect ratio, pressurised wings. I'd imagine its taken a lot of work to get the Peregrine and Petra to inflate nicely and maintain pressure at low speed. maybe the rule is fly it fast!

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"I am itching to jump Velo, and I may well borrow one for a couple of jumps to scratch that itch"

I bought one because it was cheap and, like you, I wanted to scratch the itch ... 20 jumps later, I knew I could never go back to the Katana and promptly sold it so I could get a newer Velo

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FLCPA Meet #1 / Skydive City Z-Hills / February 2-3
FLCPA Meet #2 / Skydive City Z-Hills / March 2-3
FLCPA Meet#3 / Raeford Parachute Center / April 13-14
CRCPL Comp1 / Skydive Sacramento / April 20th, 2013
FLCPA Meet #4 / Skydive City Z-Hills / May 4-5
US CP Nationals / Skydive City Z-Hills / May 6-12
Danish Nationals / NJFK Jutland / May 18 - 20
FLCPA Meet #5 / Skydive The Farm / June 1-2
Black Mountain CP comp / Zwartberg, Belgium / June 21-23
CRCPL Comp2 / Skydive Sacramento / June 29th, 2013
CRCPL Comp3 / Skydive Sacramento / July 13th, 2013
Pink Open / Skydive Pink, Klatovy, CZ / August 15-18
CP World Cup / Cheboksary, Russia / August24-29
CRCPL Comp4 / Skydive Sacramento / September 21st, 2013
BPA British Nationals & Open / Dunkeswell, UK / 20-22 Sept
French Nationals / Castelnau Magnoac, France / 27-29 Sept

dude - how are you measuring your speed?
I was getting up to 45m/s on wrist-mounted Viso and 41.7m/s on belly-mounted Cypres data-logger, but Helmut told me I should be OK. so far so good ...
granted, the peaks were below 100m/330' where the Speed says "you're on your own, now"

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OK 2013 here we go! Here is a list of already scheduled events as of 12-13-2013


FLCPA Meet #1 / Skydive City Z-Hills / February 2-3
FLCPA Meet #2 / Skydive City Z-Hills / March 2-3
FLCPA Meet#3 / Raeford Parachute Center / April 13-14
CRCPL Comp1 / Skydive Sacramento / April 20th, 2013
FLCPA Meet #4 / Skydive City Z-Hills / May 4-5
US CP Nationals / Skydive City Z-Hills / May 6-12
FLCPA Meet #5 / Skydive The Farm / June 1-2
CRCPL Comp2 / Skydive Sacramento / June 29th, 2013
CRCPL Comp3 / Skydive Sacramento / July 13th, 2013
Pink Open / Skydive Pink, Klatovy, CZ / August 15-18
CP World Cup / Cheboksary, Russia / August24-29
CRCPL Comp4 / Skydive Sacramento / September 21st, 2013
BPA British Nationals & Open / Dunkeswell, UK / 20-22 Sept

scenario: pop-up due to change of angle of incidence as pilot overtakes the wing. easier on "short" recovery canopies than dive-monsters.

my hypothesis -
dump the front risers and the canopy pitches up, catching more drag and going back relative to pilot. this means the incidence has changed so the lift changes. with enough drag (eg brakes) or change in incidence, you pop back up.

I hope you were taking them downwind, Dave

budgie smugglers!
if you want to keep your skin, get some Dickies from WalMart - shorts or pants, but no budgie smugglers.

Dickies won't save your bones, tho

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The simplest and using the least altitude + distance is pulling both toggles down to 3/4 brakes to kill your descent rate + forward drive; lifting the outside one part way to get a nice balance between flat and a quick pivot; and being prepared to PLF if you're not proficient at flaring from braked approaches and don't have enough altitude left to get back to full flight for a regular flare.

Depending on amount of roll, rate of toggle depression, WL etc, this can get you surprisingly close to stalling the inside end of a Velo which will spin up real quick.