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Everything posted by jjudd

  1. Is there video to these photos from yours or others perspective. Please share if so. 800 feet is a pretty adequate height for a 270 in most cases in my experience at a 2.4 What did you change in your turn out of curiosity? Lastly like everyone one said its not a matter of if but when you will touch down even if your ultra conservative and bail when in doubt. Theres no room for our human error. Water is good, concrete less desirable
  2. Not to knock on you Dave but what you just said shares the idea that yes someone with 300 jumps can and has successfully been flying small canopies with low experience in the beginning. I know your quite experienced i don't think anyone would argue that based on time and jumps. I think we all walk a fine line and either learn from our mistakes or we pay the ultimate price if our ego is too big to step aside evaluate and correct our current actions. Thus waivers for all in this sport. Its highly dangerous period. I progressed quickly not quite as fast as you or the op to a 2.4wl but learned from my mistakes and i agree with you that its good to learn from mistakes on a bigger wing. Im certainly glad i did then and didnt break myself However the only way to police that is through the manufactures for new wings, and dzo's or people at the dz for used wings who simply say no you cant jump this and take it from them if they acquire one. Thats the only way people are going to learn on a bigger wing in most cases. We have a young generation that hasn't seen enough trauma yet. On a big wing still they may not understand what they're doing and hit the ground without proper teaching. Rather then death just seriously messed up. Thus coaching but how do you help someone who is already way over their head and wont listen to you anyway. If they do still in the end the decision they make at any second effects what happens to them, yet your still liable. Its a lost cause via online because here your now dealing with the person thats in the same shoes you were when you started and is going to make it or not based on their choices. Hopefully they take the advice but if someones given a negative usually they get defensive in general. Usually they are here because they hurt themselves or already dont listen to others that have told them this already in person. Thus the cycle goes on. A serious training program is needed dedicated to those wanting to progress, better yet make it a mandatory course before anything over a 1.4 wingloading for any jumper to make a change. And another course for the next step above that. The B license course is great but barely works on a proper pattern and accurately landing your canopy still which is taught from the start of aff but still not understood at that point. Lets face it 5 jumps for a course isnt enough other than to check a few boxes. Im talking a serious school for those that want to fly anything remotely high performance. Like an aff school teaches basic free fall only we can only teach basic canopy flight in such a short time and even then most knowledge gained in this sport comes from long conversations and dedicated time under a wing where the student ultimately makes or breaks it. It all starts with USPA and the higher up's in our sport to make a change other then if a individual simply changes their behavior. Unfortunately in society we need supervision nowadays to not do stupid things. More videos of fatalities mandatory during aff would help instill this. Brutal yet a visual learner now get its and things click hopefully. Until you see someone hit there is no respect and invincibility is felt. Lastly Ill add i never think i've seen or learned it all and know tomorrow ill still probably make mistakes. once you think otherwise your in a bad spot to recognize when you've made a mistake a more are likely to follow leading to a severe injury or death
  3. oh yeah and demos! I almost forgot. Use them and see what suits your needs!
  4. Theres the first problem. You will need proper equipment dedicated to your discipline and other disciplines. Swooping and wing suiting don't go hand in hand. You can ask anyone in the sport and you will get that answer. Its like freeflying with a group breaking off at 5K and pulling at 3.5 expecting to still get a 450 on into the swoop course. Its not practical nor safe due to lack of time for a set up and all the traffic in the air. Dedicated training jumps are necessary if you want to get your swoop on and even better do it on your own dedicated hop and pop pass or high pull. Now back to the other part of your question. Those are both 9 cell platforms (not 7) and both great canopies for the next step in your progression towards the greater in canopy piloting. Your going to see more harness input and different riser pressures depending on your loadings and your personal techniques throughout the setup all the way through the turn. Some resulting in more dive and speed some less optimal. An extra set of risers, dbag, and pilot chute would make an easy switch over for your current gear and allow you to partake in both disciplines pending time to switch gear between dedicated jumps. It really doesnt take that long to do once your used to it also My advice to you is to talk to a respectable canopy pilot at your dz or one whos actively competing and well known, and get more advice on the two wings after more personal research, theres alot about the two wings on here, and lastly maintain coaching along the way. The two canopies above are completely different from angle of attack to the overall speed. Both are great to fly when used properly and as you can see already from your change in wings different loadings and sizes completely change how the wing flies and reacts to your inputs. Good luck
  5. I believe its probably what curt is using to guide his toggles when he is competing. It allows his toggles and all extra brake line to be at the top of his rear risers vs the guide rings lower. This results in less input from the brake lines while on the front risers and rears as well allows his hands to be at the top of his risers. Either way the brake line and toggle are still stowed at the lower ring for deployments but the rigging allows that to become void after unstowing your brakes, much like a rds but for your brake lines. Not everyone uses it but it has advantages and ive only seen one malfunction with a friend as a result due to misrigging it while packing.
  6. I was seeing something like the VC3!
  7. I had put 500+ on a 123 crossifre 2 loaded roughly the same as you. 1.7 to 1.9 or so a the time and it was a great canopy. All canopies have a natural recovery, but that can be greatly jaded by your type of turn and your control on how you fly the canopy. Lots of jerky turns and quick riser releases result in that "quick auto recovery". A nice slow more controlled turn with controlled release of your risers will give you something completly different. The point im making posting to your reply is that every loading and type of turn and input will induce a different reaction on your wing. Finding the safest one that gives you the best result is the hardest. Secondly if your not consistently doing things the same and are not changing inputs slowly (different turn initiations rate and speed of turn etc) it can and will put you in a bad spot sooner or later. Thats what my original post too you was for, the mentality that the wing will always recover real quick when low. Yes your toggles are important and there to bail you out if needed and for flaring at the end of your landing. All it takes however is you getting a nice turn in that one time that dives a little more and recovers a little slower and trusting that wing to always recover quick when low will get you in that bad spot soon enough. This is from experience of having done that, progressing too quickly at the time and having been fortunate enough to not have killed myself learning when i was without coaching. And it may have worked for 500 jumps for you so far but someone newer to that wing relying on that advice is poor for them. I saw quite a different recovery after coaching and learning how to fly that wing properly, and ill add that rear riser input is a valuable on a crossfire with a proper turn but to each there own. Using your rears is going to trim you glide angle with less drag to the the tail of canopy, using toggles results in a flare and drastically more drag allowing us to stop thats why we have toggles. There is a reason coaching is out there and with it you will go faster and farther more safely then before So again my advice go get coaching to help you progress safely and dont think you know it all, thats not an insult thats the facts for all of us. The OP is looking for advice to advance and that isnt going to be found here other then finding coaches and poor online advice. Written advice is never equal to in person coaching and video debriefing. Even the best of the best are continually evaluating themselves everyday debriefing on their own videos, other points of view etc and even the best still find themselves in bad spots but not having that mentality of being perfect and proper knowledge is what keeps them and all of us alive. Again this is just to say coaching is there to help us all become better canopy pilots, its not a personal insult to you get coaching or dont, its a choice and its only mportant for you and you going home to your family safely at the end of a fun day
  8. Likewise for you. You should be able to get a lot more out of your wing than just recovering on your toggles every time. Bad habits put us in bad places. Crossfires recover quickly but with a good turn if your relying on that you will be in a bad spot sooner or later
  9. May I recommend getting some coaching with video debriefs following, will cost some money with a good coach but will get you on the right path much safer then advice here. It will be worth your time and give you a lot of insight into approaches and getting the most from your turns.
  10. Infinity's Customer service and rigs are top notch! I have never been a javelin guy it was micron and infinity and infinity has way better customer service turn, around times(UPT is military customer service primarily and thats all they care about unless you want to pay extra), and quality is equal if not better. There is much more customization available with the rig design also. Feel free to pm if you want Justin
  11. †urn that vigil off if your doing any high performance!!!!!! Better yet take it out and get a cypress there are to many incidents tied into vigils firing and malfunctioning recently If you even want a aad on during and high performance landing 90's included use a cypress speed, still there is a chance it can fire in the modern canopy piloting arena but its still much much safer vs the 78 mph activation speed of a vigil and regular cypress
  12. STANDINGS http://www.nspace.co.za/intime/InTimeMeetDCDetails.aspx?CID=28&MID=155&MDCID=417 Day 4 http://www.youtube.com/watch?v=dAlIZcVRgz4 Day 5 http://www.youtube.com/watch?v=VwfLFmP9st4
  13. So far whats out there relevant to this spectrum Day 3 http://www.youtube.com/watch?v=psj8ZQQHjqo&feature=youtu.be Day 2 http://www.youtube.com/watch?v=nR1wQdk7HCU&feature=youtu.be Day 1 http://www.youtube.com/watch?v=vHmt9nDRnp0&feature=youtu.be
  14. also i have a few questions. did you have a low cutaway and not have the opportunity to land directly into the wind? It appears to be a pretty open field you landed in. Whats your experience level main and reserve size out of curiosity? true to your dz profile? The advice given by others should help you greatly and like you feared and know you will have less flare on your reserve being a 7 cell design and the materials used in reserves vs mains
  15. http://www.youtube.com/watch?v=B0E3hlyEdR4&feature=plcp Heres a clicky to the original posters vid
  16. Great edit! Love the beaching of the whales ;) more full runs!
  17. http://www.youtube.com/watch?v=2c83XEf7sfw&feature=related Yuri's point of view! got to love the music!!!!!
  18. To the op like a few people have said less snapppy with the fronts especially letting off them. I remember flying the same canopy/ near same loading back around when I had 300 jumps and looking at old videos now it always seems so close to the ground compared to now when turns are much higher on different wings/loading. I think all of us lose some of that perspective as we have progressed to smaller wings and bigger turns and forget what a 90* turn at 350ft on a sabre 2 looks like. Its a great canopy to get all you can from and I highly encourage you to do like you said and keep getting all you can from it and then move forward after. Get some coaching from a knowledgeable person with experience in person also, they will help you refine techniques and progress to the next level. Internet is a great tool but wont teach you what you need to learn to stay alive. coaching is a small price to have that knowledge that will let you go home to your family later in the day
  19. Blue skies my friend. You will be missed by all of us. Love from the Elsinore family! Justin
  20. +3 for me. To make it interesting is anyone runnin different brake line lengths for their accuracy rounds vs speed vs distance? I stay with +3 on the standard velo so the same control length as vc but I know a few guys who are running it shortened/stock standard length on a reg velo on their second canopy weather a size larger or the same for accuracy in order to shut it down more efficiently When needed
  21. Like was stated in the last two posts, ts the rings. I pack on artificial turn not the dirty packing area at Elsinore with "95%" uv protection and in the shade. So much potential but no pride in a clean packing area. I'll put up some pics of my rings, I've sent them back and got new ones replaced once and this lineset put nice v cuts in the aluminum. Vectran and hma are too harsh for their aluminum rings. There is a reason pd doesn't use aluminum. So back to the drawing board for paraconcepts or the better original design
  22. Update for everyone- Pd wont sell the comp velo lineset with orange vectran for a regular velo. Though the lines are the same minus 1/4 inch slack in c stabiliser and 1/8 inch on the LST Line. I called them and ordered a new lineset today. We discussed the orange vectran vc lines for a velo and heres the reason they wont sell it. Though he mentioned too that they may be testing it for the velo its not cleared r and d yet. It is like them not offering vectran for a sabre only microline. It may be in testing but is not cleared for them to sell it to regular people. He stated people that have it have said they have a vc and then done the reline on the velo and they are "not aware or liable". essentially your doing your own R and D. He said it is not the same line material as the regular vectran also so thats part of it. But that so far it isnt available until they clear it for the velo, though the lines are the same length all the way around the material can change the opening characteristics and recovery, etc. I would assume the same for a velo as the vc Any how thats that so if you want it tell pd or whoever orders it you have a vc and you on your own it anything bad happens after the fact. the only difference is the coating and the additonal 3 to 6 inches standard on the brake lines to toggle as requested. i couldn't order it as i just did the whole conversation with them and ill error on the safe side until the clear it for the velo. let me know how it works if you get it Bright side is they had no problem adding 3-6 inches length to the brake lines for me so all that aside its the same minus the coating. And now without paraconcepts rings eating my lines every 150-200 jumps i'm hoping for a better outcome. good luck everyone
  23. Let me add to this, you have both canopies, a jvx and a velo in a dive finishing a 270 for example. Both canopies let's say have generated maximum speed and dive created from this turn. Now what is it that makes these canopies recover. It is the trim of the canopy then any input we give it. If both pilots are loaded the same and both canopies are allowed to recover naturally with no input we all know the jvx recovers quicker than velo naturally and in less altitude. So for both canopies to recover at ground level our initiation points will differ the velo higher jvx lower, and our time of dive will be the same but time of recovery differs. Now let's put both canopies deep in the corner, the jvx is now much closer to the ground then the velo and both pilots now are stabbing it out. The factors at hand are the pilots reaction time delay and now if both change their trim by applying brakes both can only apply so much before the stall point is reached, typically after a level flight position in brakes, but the velo can achieve close to the same trim in brakes and recover equally hen stabbing out which give you a higher safety margin with the longer recovery as you have more altitude and reaction time. Granted when your too low your too low and this may only be enough to keep you from pounding straight in but that is human error and many bad decisions if they are that low. Anyhow the point is for best working canopy your going to want something with good openings. Keep your canopy for comps separate and train specifically for competikns it is the moral of the story. Your not training yourself equally without the rds and comp lines. Everything is different between the two from wingloading, as I dont know to many people loading 2.8 for comps loading the same on their work canopy, to time of dive to natural recovery time to initiation points. And if you do not train on what you will compete on at those loadings and conditions your setting yourself up for a lot of factors that can put you in the corner too deeL to simply stab out. People aren't realizing this and it's hurting our sport especially here in SoCal. It's not just doing a turn from a set altitude and being able to stab out quicker when low because your canopy has a shorter recovery. If that was the case we would have a lot fewer injuries and fatalities out here recently. And I know I'm preaching to the choir but almost everyone on here seems to realize this but we're still doing it. Our margin for error is so small that we can't not look at all the factors that affect our safety. We have to train and we have not be complacent and mostly we cant think we can dig out its the wrong mindset. It won't kill us to take a zero and blow come gates. It will kill our sport and families if we don't keep up on our game
  24. Not at all true is incorrect of the recent fatalities out here (california specifically SoCal) and recent serious injuries all except one have been on canopies with a shorter recovery arc. Fact and point is You may not be deeper in the corner but you are initiating turns and coming out of them lower to the ground. The closer you are to te ground the less time you have to react and interpret any thoughts. Thus the more heavily loaded and closer to the ground the recovery is the smaller margin for error you have and that stab may not be enough to save you. A longer recovery doesn't necessarily mean you can't pull out a velo from a turn equally as quick as a jvx. you also for sure have a lot more altitude to make those decisions
  25. If you read the above statement then you would know I said my friends opinion. I've only flown xaos and velos. Jvx doesn't float my boat and like I said it was their opinion. Either way the jvx xaos whatever 9 cell platform crossbrace Is going to recover much quicker than a seven cell platform, which means a lower chance to save your ass when your deep in the corner on it ass your altitude is just that much closer to the ground Good call in the siccoro never seen one out here in california yet however