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  • Main Canopy Size
  • Main Canopy Other
    Spectre 120
  • Reserve Canopy Size
  • Reserve Canopy Other
    Smart 120

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  • Licensing Organization
  • First Choice Discipline
  • Second Choice Discipline
    Wing Suit Flying

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  1. I don't think I've met anyone who could give such a detailed description of his approach and turn as Nick, ahead of the curve in technical detail for sure. I've tried his techniques and found I don't have the flexibility and coordination to get into the position properly before having rolled out of the recovery arc, nick is built for that very well. I also think that having a small frame and maxing out on lead helps with distance as the suspended weight offers less drag for the came wingload.
  2. Its funny to see the many recycled analogies given to answer this one every few months. Most funny as its presented as absolute fact by those that post it. The truth is of course that the water in the fish bowel, or air in the plane/train is often moving or swirling or interacting with the other objects that share the space, and this will have an effect on the paper plane/fish/ball moving inside of it. In most skydiving situations the basic analogy holds good and is a vast improvement in understanding over the basic ground school explanations. Occasionally tho, you will see a canopy partially collapse, or find yourself dropped or lifted a few metres when flaring. Best advice is to jump in low, steady winds and then the basic explanation will see you right. If you speed fly, para glide or skydive in ridiculous winds, you will require a better understanding tho.
  3. I suspect your're wrong, I know a few jumpers who fly the Petra, they are experienced jumpers, still alive and loving their canopy choice, main benefit of the shulman wing shape is the low speed lift avaliable on toggles. If a person should want to become a hole in the ground there are plenty of sub 80 sqft wings available of the non Petra variety.
  4. Fair one, let me rephrase that. If you don't know what the term 'x braced' means or how it relates to a canopy, then this topic has little to offer you, its no spectre or storm and the term 'everyday' is being used in the context of high performance wings. I'm keen on this design, have been wanting to fly a Shulman wing since the petra showed up but can't justify a petra now I'm no longer competing, hope it makes it to a final product.
  5. Be scared, that's kind of the point. Jump anyway... Now your only option is to do what you were trained to do, there is no other choice so it becomes pretty easy once you have nothing else to focus on. Repeat.
  6. This thread has made me laugh! I can't help picturing some dumbass looking up at his Petra lite for the first time wondering why it doesn't look like the PD storm he was expecting to see, and unstowing the brakes all feeling like being back in freefall. Most swoopers would describe anything that doesn't come made out of sail,without an RDS as standard and will lines thick enough not to snap when deployed after a 10second delay as being an every day canopy. Similarly most swoopers expect a swooping canopy to fly steep in full flight and dive easily with a long recovery arc, those that don't are toggle hooking a stiletto. If your not flying a cross brace, move on there's nothing to see for you here, this discussion is not for you.
  7. I always found that with PF suits, the bend at the elbow helped to tension the arm wing and gave better max glide performance. I used bend at the shoulder to dive inefficiently for proximity flight. I believe that PF suits required much more imput from the pilot to maintain good glide ratios and efficient flight, that is why many people struggled to get the higher glide ratios from the V3. The 'mattress' class suit inflates into an efficient flying shape without much or any input from the pilot, I found that they were much easier to fly on the whole and that all the tricks I used on smaller suits did not have any effect on the large suit, they fly at near optimal glide with almost no effort, and keeping the suit stable while flying really steep becomes the art. I don't agree that small suits will teach you much about the modern matress class suits.
  8. 1 First step, leave the internet posting alone from now on. By all means read, but without any experience of any of the things your talking about, nothing good will come of this. 2 Get on with your AFF. Your aiming high, this is good as you will need a lot of motivation to complete the journey. Your previous experience with DH bikes is going to work against you. Having experienced a high level of competence in one activity usually makes the person assume they do not have to start at the beginning at the new activity, I had a friend try to convince me to teach him Speedflying as he was experienced in 'extreme sports', roller blading as it turns out, but he had watched plenty of you tube videos and proceed to explain to me how to fly a speed wing with 'the strings'. Don't be that douche bag. You have a lot of fun and new experiences ahead of you, it will be a wild ride. You should understand however that in wingsuit proximity flying, there is usually little or no margin for error. I would compare it to playing Russian roulette, no amount of skill or preparation can over come a zero margin for error. In fact, the more you jump the more times you are exposed to the risk. It is dangerously addictive, too and the desire to fly close and fast with cloud your judgement on many occasions, if safety rawly is a priority for you, steer clear of base full stop. I suspect this is not the case, But these are problems for your future. I would be happy if I do not see another post on here from you for say 4 years if all goes well, with just an update on this thread to say that you have achieved your dream.
  9. I rarely see two identical tony suits, I class them all as prototypes.
  10. If by advanced you mean high performance landings, then no such videos exist. There are lots of great swooping videos of various events but you will not find HP landing instructional material in video. The Parachute and it's Pilot by Brian Germain is the most informative material that has been published on the subject, the rest you will need to seek advice and coaching from instructors, coaches and the proficient pilots you meet at the dropzone.
  11. Turn looks good, if your consistent with that turn in the videos you could start working on flying a lane, then adding a gate to that lane. If your looking to get a little more speed from the turn you could try changing the turn rates a bit. I like to think of the 270 as being double fonts for a similar time to what you do already leading into a wide 180 tightening into a snap 90. The canopy will be steeper at the end of the turn, and will lose more height in the recovery, it should give an increase in max airspeed tho. If the same turn rate it's maintained throughout the turn, I find the recovery are to be a bit flat.
  12. That's a petty accurate summary of the katana at high wingloadings, its like a non cross braced velocity, and that's not a good thing.
  13. Why did you land downwind? If you decided to land downwind intentionally against the landing pattern of everyone else on the load landing into wind and without telling anyone else then yes, dangerous. A bit like driving the wrong way down a freeway. I imagine that's not the case and there was some other reason that you could plan your landing better next time.
  14. No reason to chop that, the canopy was above you and flying straight. If you see how the first twist develops, the risers must first come together to twist, if instead of grabbing the rears, you just grab both riser groups (front and back together) and push them apart, that would in most cases have prevented the first twist from occurring, if the first one can't happen, the next 5 can't happen either. Trying to steer the canopy on the rears during opening can cause problems, the imput only really takes effect after the canopy is fully open, before open can cause funkey inflation rather than steering.
  15. I never found a technique that really works, if a twist started diving aggressively, my plan A becomes cutaway and focus on getting a clean reserve deployment at a good altitude, the speed at which you burn though altitude in that situation is just too fast and there is a tendency to get fixated on winning the battle, especially if your only 1 twist away from getting out. I used to fight them and won a couple if times but upon checking my altitude after, realised that it was probably not such a smart idea. I focused my attention on preventing line twists instead and have had much more sucess doing that.