BrianSGermain

It's getting closer. I think it's about half way there. I will be making it available in a pre-press version within a couple of months. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

It varies so much, it is hard to give a straight answer. If your canopy opens hard and your slider grommets are trashed, you may need new lines in 300 jumps or less. On occasion, they may go to 700 or more. The best bet is to stay accutely aware of the condition of your equipment, and replace components before it is time. Better safe than wandering around in the swamp looking for your canopy... Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I think everybody is loosing the point here. It matters not how you start the turn, but how you finish it. If you have lots of speed and make a shallow entry into the swoop, you will do well. Arguing about initiation methods is simply superstition; like wearing your "lucky socks" before hitting the field of battle. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

But where are the Airlocks? Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

By flying "flatter" the wing produces more lift in slow flight, and has a better capability to save your butt if you turn too low. Loosening the chest strap also adds to this effect. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I would LOVE to come to your DZ. Canopy flight seminars are my favorite thing in the world. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

My experience of the Samurai, which of course is somewhat extensive, is that it continues to dive long enough for me to start my turn at a reasonably high altitude. If the terminology of "negative recovery arc" is bugging folks, we can discuss another term. The tendency for a canopy to stay in a dive and maintain its speed is a function of many variables, one of which is the canopy design. We must also consider that a carving maneuver, when executed properly, dives differently than a hard hook. Hard hooks tend to increase the "g" loading, which in turn hypes up the riser pressure. If you arrive at final approach heading too high following a whip-type turn, you can pretty much give up any hope of holding the wing in a dive unless it is trimmed steep and is flown at a high wing loading. The truth is, a lightly loaded canopy will have a fairly strong positive recovery arc, even on a high performance canopy. By "light", I mean less than 1.3 lbs/sf. We must also take into consideration the very relevant component of "density altitude". In the case of Drew Eckhart, remember that he is flying in Colorado, one mile above sea level. A Manta dives pretty well up there... I general, we have found that a canopy that maintains a high speed and moderate descent rate, and moderate front riser pressure following the diving turn will be easier to land. The reason for this is simple: We aren't perfect. We therefore must favor a turn on the high side. Assuming all this, a canopy that dives for a while will have a larger window of opportunity to carry speed into the level-off phase of the landing, which results in a better surf. It is unarguable that a steep entry into the swoop is undesirable from the perspective of safety as well as efficiency. This was not what I meant when I referred to "bumping the toggles". I was simply stating that it is easy to level off with only minimal tail input. Optimum efficiency comes as a result of a perfectly timed turn with a canopy that has a positive recovery arc OR a smooth, subtle tail input to level off with a canopy that dives. Rear risers are the best way to preserve airspeed in this case, of course, but the dangers of this kind of landing make it a bad choice for all but the best pilots. High speed stalls are a very real possibility, and not a pretty sight indeed. Sorry for the lengthy explanation, but I wanted to be sure to cover the topic. Unfortunately, I merely scratched the surface. I guess that's why I'm writing another book... (The Parachute and its Pilot) Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I neglected to answer your question regarding airlocked 7-cell canopies. The are no disadvantages to airlocking 7-cells as far as I can tell. We have quite a few test jumps on such canopies, and are really happy with them. The 7-cell bicell design has its limitations in terms of its gliding ability, and airlocks don't really help that issue much. The advantage is in overall canopy rigidity, as well as slow-flight and landings. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Yes. Our measuring method is average (mean) chord multipiled by bottom surface span. The chord is measured from tail to the furthest forward point on the airfoil, which is obviously forward of the bottom leading edge. John LeBlanc tells me that this is the same method that they use to measue their canopies. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The bulk is not the problem with dacron, although it is significant. The real trouble is that dacron stretches, while the other lines are shrinking. This causes the brake setting to diminish at lightspeed, which in the end will cause sloppy control inputs, inability to stop fully, and worse yet, hard openings on many canopies. Keep in mind the facts: Big Air Has never broken a vectran steering line due to wearing. I understand your feelings about breaking a steering line, point well-taken. I don't want to break one either. That's why I did so much research on this topic. I looked at materials, but I also manipulated the variable of construction method, as well as bar-tack type. We are building them as strong as we can, with the least chance of breakage. On that note, I highly recomend each and every ram-air pilot become very competant and confident in performing rear riser landings, especially if you are performing high speed approaches. The brake lines are few, the rear riser lines many. Have you fall-back plan worked out and you need not worry about such things. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

It depends on the specific location, but the mainseams are sewn to a tollerance of + or - 3mm, which is way tigher than is necessary. It is a standard that I impose on myself, so I pass it down to the other operators as well. By keeping a tight leash on sewing quality, we have completly erradicated built in turns. Big Air has never built a canopy with a turn since th beginning. We are very proud of that. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

perhaps we need to start issuing "wrongway" numbers.. hehe Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Bounce and live; feel guilty, hide evidence. hehe Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Find Rob Lowe, he's an awesome dude. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I think we should focus on derogatory terms for Whuffos. I just don't trust those people... Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Too cold to jump? Come down to Florida and party with us at SOBE! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Welcome to the family! We're glad to have another sister!! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

It makes my heart sing. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

In my oppinion, PD chose to allow the customer to bully them a bit on that issue. I guarantee they wish they could take that decision back. It creates undue stress of the sewing team, something I avoid doing at all costs. They have enough to worry about. If I wouldn't want to sew something a certain way, why should I expect someone else to do it? Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I think that once you start jumping more, you'll sleep like a baby. Due to the "Opponent -Process" effect, you will begin to aclimatize and naturalize to the new stimuli, and your adrenal (amygdala) response will begin to diminish and become nothing but positive psychosomatic energy. The problem is, you are still experiencing the fight-or-flight response, and you body is in alarm mode. With repeated exposure, you will find that these kinds of effects loose their potency. Hope this helps. Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The key to performing a nice cartwheel is your eye and head position. Keeping your eyes and head looking straight ahead, ideally at your partner, will be the first big step. I will give you a step by step process that seems to help my students: 1) Settle down. Chill yourself out and fall motionless for a few seconds before you try anything. Start in a "Frog" rather than a "Daffy". This is a symetrical body position, and is more suited to rolling on this axis. 2) Bring one arm in quickly, while tilting your body toward that side. The change is essentially a bend in your torso, and perhaps your head. 3) Drive your hip down toward the earth, while balling up to allow for the rotation. 4) Keep looking at your partner!! Never look away from them for any reason. You will follow your eyes. 5) Straighten in to a bit of a "pencil" at first when you get back to head-down. This will resiste the tendency to cork when you finish. Make sure the timing of this is spot-on. If you are early or late, you will cork and slide horizontally. Hope this helps. Looking forward to jumping with you at SOBE or Tecumseh. Keep flying that Lotus!! Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

There aren't many injuries at these events, mainly because the participants are fantastic athletes. This is not a good indication of the safety of high speed approaches in general, infortunately. Performing this kind of approach is a reasonable endeavor only when the pilot has learned and practiced for years. In most cases, they have already hit the ground enough before competing that they won't do it in front of a crowd. The real danger is to first-time competitors. Thinking that you can show up and win the first time is a very dangerous operation of ego, and can and will get people hurt. The first time you compete at one of these things, make your goal survival. Better bronze than titanium Brian Germain President Bigairsportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

The trouble with making the whole lineset out of Vectran is the short life-span. Depending on the condition of the slider grommets and opening characteristics, Vectran lines can wear out in as few as 300 jumps. That concerns me. The brakes are made from higher tensile strength vectran, and braking them is not as much of a life-and-death kind of failure. We haven't broken any of them due to wear anyway. This decision was mae following a lot of research and discussion. It seems to be working out well, and customers seem to like the different colored brakes for packing. Sincerely, Brian Germain President Bigairsportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

I don't allow dark colors on the ribs because that sacrifices quality. If you can visualize the construction process of an airlock parachute, we are sewing two airlockes to each rib at the same time. That means that the operator must be able to see through the rib in order to quality-control the seam as she goes. By using dark ribs, it is impossible to constantly monitor what is happening on the bobbin-side of the sewing. That's why. Brian Germain President Big Air Sportz.com Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com

Big Air Sportz will be running one at Skydive South Beach (SOBE) on Jan 24 & 25. That's the new Pahokee DZ, in case you haven't heard. You can contact SOBE at: 813.625.4625 Instructional Videos:www.AdventureWisdom.com Keynote Speaking:www.TranscendingFEAR.com Canopies and Courses:www.BIGAIRSPORTZ.com