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  1. What about a student that comes from another DZ, mid progression, and they have 4-5 AFF jumps, and your DZ only provides S/L progression. This is when I feel the ISP really proves valuable, as long as the previous instructors have kept track of which Category of Training they were on. Then it is as simple as opening the SIM and looking at transition training. you just pick up where they left off.
  2. this is a difficult one to describe, but im sure you already have experienced both positive and negative G's plenty in life. a G is just a measurement of the force of gravity... i know you dont want the physics, but it is physics, so i need to explain just a bit... 1 G is what we live in all day everyday. that is 1 unit of earths gravity. if it is a positive G, then it is going to be pulling you down toward the floor and you feel like 170 pounds. 2 G's would simply be twice the earths gravity, and you would feel like you weigh 340 pounds. generally if you feel like your lifting out of your seat, that is a reduction in the gravitational force. when you crest a hill in your car going fast, that weight less feeling is typically somewhere around .3 or .5 G's. when you see a person floating in the vomit comit, they are at 0 G's, or no gravity. one time you would experience negative G's would be if you flew an airplane upside down. when flying right side up, you have +1G, when your inverted your -1G. any time your heavier than your normal weight (towards the floor its more than +1G. the +/- stuff is really more dependent on the reference being used than anything else. you might experience a negative G while skydiving in rough air. but this would occur in the plane... and it is why you get tossed out of you seat towards the ceiling. ok, let me know if that helps at all! i have been rambling
  3. This is exactly the "open ended" part that we are having trouble verifying. you ask for 5 peoples interpretation of the BSR's/ FAR's and everyone has a different opinion. i guess the real question we are looking for an answer to is "when is a 3 canopy system required by regulation?" RiggerRob has said "Most regulations and DZs require you to wear a second (certified) reserve when doing intentional cutaways. " I cant vouch for each DZ's procedures for cutaways, but i also cant find regulation anywhere that makes mention of the terch system. the debate was never in reference to what the best practice is for doing intentional cutaways, most everyone is in agreement that a 3 parachute system adds redundancy to the whole event. it was more of a "find the reference" debate. so far, it appears that doing it with a sport rig is acceptable with a C/D license, and TSO'ed equipment. just curious if anyone else could point to the correct references. most people have tended to think that it is illegal to perform the cutaway without a Tri system. but no one has been able to prove that to be the case.
  4. Ok, so today the topic of doing an intentional cutaway was brought up. We have read all the "legal". 14CFR Part 105, BSR's and we see nothing that requires a "Tri" system. i completely see the reasoning behind the tertiary system, but we are only interested with the legal side of things at this point. so, im hoping someone can point us to the right spot. after reviewing part 105, it is left very open ended. you could very easily read into it whatever way you wanted. especially when discussing the definition of Reserve parachute. just curious if anyone knows of any "legal" binding literature one way or the other. so far: Part 105... No person may conduct a parachute operation using a single-harness, dual-parachute system, and no pilot in command of an aircraft may allow any person to conduct a parachute operation from that aircraft using a single-harness, dual-parachute system, unless that system has at least one main parachute, one approved reserve parachute, and one approved single person harness and container that are packed as follows BSR's: 2. Pre-planned breakaway jumps are to be made by only class C- and D-license holders using FAA TSO'ed equipment. [E] excerpt from a skydiving magazine article: One reason it's not more popular is the lack of suitable equipment. Although it's legal to make intentional cutaways with a standard sport rig -- one main and one FAA-approved reserve -- most skydivers would rather have two jettisonable mains and a reserve. really hoping to get some good legal reference on this! not peoples opinions.
  5. was this canopy spinning? what altitude did you deploy main? what altitude did you execute EP's, was it going into vertical dive or flying straight and level? either way, glad all is well and hope it all landed close by! havent had to chop due to line twists yet! (knock on wood) but the stiletto and katana both seem to have a mind of there own sometimes!
  6. probably not a good idea if you have lots of snag hazards or used oil and batteries in the trunk... but if its a clean trunk or back seat... its more than ok. if your really worried about this, grab a gear bag, and put the canopy in the bag, that will protect it from snags, and/or catching the reserve handle on somthing in the car. if it is wet, dont leave it in your car for long, get it and air dry it quickly, in fact try not to ever leave it in your car, the heat, UV, moisture and even theft are all bad for your rig. :) and last but not leaast, dont put it in the back seat of your convertible! lol
  7. another really good video! i have to second the request for canopy tips though, its just really hard to find legit quality info out there. if it were coming from a source like yourself it would be much better! reading info is good but video really brings the points alive!
  8. i got a coach rating at 100ish jumps, and although i had that "rating" i knew i was no expert... i have desires to continue in the sport and become an instructor. the coach rating is a stepping stone to the next ratings. the coach course was well put together, it was challenging, and it made me want to study even more because it reminded me how much of an impression a coach can have on new students. as a coach, im working with students who are just off AFF and want/need someone to jump with to practice group freefall skills and have a solid base to reference themselves to. teaching fall rates, and how to properly exit and spot isnt easy,(but not THAT hard...) but for someone with 100 plus jumps and someone who has passed the coach rating course... i think its more than acceptable. with that said, i think its important to not just hand a rating out, and a coach candidate should be put through a good ringer so they understand the importance of the role they fill.
  9. i love my stiletto for its nice openings, and the fact that it is fun to fly, yet it can land straight in as good or better than my old sabre... just a joy to fly! but the sabre was great too! and its cheaper! ;) so more jump tickets!
  10. i would prefer the freefly handle just for the way it looks and feels... but i would love to hear some real reasons why people prefer the handle they have... i have a hackey and really do like it. just wish i could justify buying another PC. ;)
  11. a friend of mine jumps a dolphin with tuck tabs, i personally watched his tuck tabs break and come open on a jump in which we did a head down exit just for fun and transitioned to belly(cuz he isnt fond of freeflying it) as soon as he leveled out, the riser on the broken side popped out and wrapped around his arm. he cleared it and pulled in place, higher than expected because he knew he had a problem. ended up being a non event, but it could have easily been a very bad ordeal. listen to experience on here about gear choices and use the right tools for the job, im not 100% familiar with the mods, but if they make the difference then kool, if not, well....
  12. well, this post died off for a while, however i thought i would just bring it back to say that i still land, quickly kite the canopy and collapse via rears. last weekend was a standard for windy hawaii. winds are generally 20+ all the time. i never once had to fight, strain, or battle a canopy, however i personally watched an entire load of upjumpers get dragged in the same wind. take a guess what they were trying to do... yep one toggle reel in. i personally feel more worried about people getting hurt by being dragged, or landing collisions due to one of those being dragged, than i ever would about someone being stationary with a predictably flying canopy for 4 seconds prior to quickly and efficiently collapsing it. i dunno, just my opinion, and i still think we need better canopy courses at the AFF level!!!
  13. yes, you certainly will get outward throw during a spinning cutaway, however, just like leaving the plane, it will quickly go back to vertical, if you have the time to look around and check for traffic, take a quick look, if shits happening fast and the horizon is whipping past your feet, get rid of that canopy and get that reserve out. this is why the tracking, and clearing your airspace below you is so important prior to the main deployment. the less you have to worry about, the more focus you can put into stopping the freefall.
  14. obviously in a perfect world, everyone will track away to give proper horizontal and sometimes vertical spacing, and the more space the better, but... its never a perfect world. the jumper with a problem needs to focus on the problem and thats it. if your on a load and see another jumper struggling with a mal, give them space, keep an eye on them, but keep the airspace around them clear. i've followed a jumper with a mal(cutaway) and went to rear risers to make sure i could see where his gear went. but i was far enough away and knew the location of every other jumper from that load. if you have a mal, work your problem and have the trust that your fellow jumpers will stay clear, this is the way the rest of aviation works, broke airplane gets airspace priority, and priority handling in order to let them "just fly the wing" and make it back to earth. it should be the same here! this might even be something you can bring up between loads sometime. very good topics can be covered in the down time between jumps.
  15. i've been flying for ten years, helicopters, airplanes, some gliders, and ultralights as well. all the time in the air made learning to skydive very very intuitive. i dont want to say it made it easy, but it made the transition easier. i feel much more confident in any combination of winds or weather under canopy, and just flying your body in freefall has alot of the same principles. approaching a formation and flaring your body and getting big to shut down your energy feels just like descending and stopping in a helicopter in my head. i would say that their is a strong crossover between any "flying". and the more experience your have flying different wings, the more you will be able to sort out those differences so that you can apply the most of your knowledge. and one last thing... air sense/situational awareness!!! the more time in the air you have, the more SA you have and that only makes you safer in the skies! as for wearing a parachute, i fly helicopters most, so i dont have room for a rig between myself and the controls. plus, bailing out is for fighter jets, we take the chopper to the ground!