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Everything posted by IJskonijn

  1. I'm less worried about the physical state of a 25-year old canopy that's stored properly than I am about the mental state of the jumper. In my understanding, such designs (and the F111-fabric) requires a different mentality regarding landings and a different flaring technique. Instructors nowadays are used to ZP canopies that land best when using a two-stage flare, and are thus best at teaching that technique. I'm worried the generic instructor doesn't have the mindset and skills anymore to teach landing such an old design properly, and that is what makes it dangerous. But then again, pretty much all reserves are built to the same design philosophy using F111 (or similar low-porosity fabric), and people keep landing those well enough to survive, even at higher wingloadings. And many downright horrendous landings can be saved by a properly executed landing roll. If the price of the canopy is good, and if OP can find an old fart instructor at his home DZ who's willing to coach him regarding landings, and if OP invests some serious time in perfecting his landing roll, I see no big reasons not to do it. (Seriously, a good landing roll is one of the most undervalued skills a skydiver can have. Nobody looks cool being carried into an ambulance.)
  2. Washing the rig can be done, but as already mentioned, it's a lot of work. Washing the main canopy however is a very bad idea. From my understanding, canopy fabric is calendered (the fibres are ironed flat after weaving), and washing undoes that. This leads to a much more porous fabric, and a much reduced strength and performance of the canopy. Washing the canopy is almost always a cure that's much worse than the ill. Instead, careful inspection of the main canopy should be enough. Ensure there's no damage to the fabric and stitching, and ensure there are no foreign objects in it that might cause damage later on during packing. Such inspection is best done together with a rigger.
  3. No one on an internet forum can seriously say that it's no biggie and no worries. If you have any concern regarding your health, go ask your doctor, not a bunch of internet weirdos. As for how to keep motivated after AFF, that's more interesting. Of course, there's the innate awesomeness of jumping out of an airplane. Next, there's all sorts of stuff to learn and do and achieve after AFF. Go ask for your A-license progression card (or whatever your local equivalent). Talk with an instructor/coach before each jump asking what excersizes you can best do this jump. Start learning to pack your parachute. Start learning canopy control (there's likely a course near you aimed for new jumpers with little/no canopy experience). The possibilities are near endless! Graduating AFF pretty much means you know just enough not to get yourself killed, and now the real fun can start! I'm still learning new things pretty much every jump, even after 800+ jumps.
  4. Odd indeed. What's with defining the brake setting for the 150 differently than for the other sizes? And either I'm doing it wrong, or it doesn't follow the pattern. It seems to me that for the 120, the brake setting is 67mm longer than the A line (65 AB diff + 132 BC diff - 130 C-brake diff), the 150 is 130mm longer than the A line (straight up 130mm A-brake diff), and the 170 is 112mm longer than the A line (80+162-130). Although it seems that such a break in the pattern of linelenghts is also in the full flight settings. Am I reading the linetrim chart wrong, or is the 150 just the odd one out?
  5. Renting for now while building experience, talking with people on your DZ about gear and testing different parachute types, and only then buying your own stuff, will be a much more efficient use of your money. And that's not even touching the issue of buying new vs buying second-hand. Nothing. None of those main canopies are canopies I would in general recommend to a generic student just fresh off AFF. In general I would recommend to such a student canopies the like of a Navigator or Solo, in a size suitable for their weight. In particular, I would recommend such a student to talk with their AFF instructor, and with their coaches. They know you and can tailor their advise to your level.
  6. Why not use ordinary red/white barricade tape and a 32ft cord? Stake the cord in the middle, and use tentpegs to nail the tape to the ground wherever you can pull the cord tight. If you drive the tentpegs all the way into the ground, there's no chance of tripping over them during landing. Easy and very low-cost to install.
  7. Ok, since I am no good with anything really technical and metal, I will rather search for a machine that already has a servo on it.
  8. Sorry, but I'm not looking for solutions for my current machine, or adjustments to the other sewing machines away from factory specs. I'm looking for experiences with slow sewing using stock machines.
  9. I'm searching for a sewing machine (my first serious one), and I've already looked through most topics on this forum about that. That resulted in a shortlist of the Singer 20u, Pfaff 138/238 as big machines for heavier work, or a Pfaff 260/262 for portability. My current p.o.s. is a singer 4432, which I suspect is designed by Lucifer himself. My major gripe with it is that it is uncontrollable at slow speeds. When I depress the paddle just not far enough, I can hear the motor whine, but not engange. Depress it a micrometer further, and it takes off at nearly full speed. Great fun when you need to do precisely three more stitches, and need both hands on the work to control it... So, for those machines I listed, what are your experiences with slow sewing (
  10. Mine misses at least half my jumps even on the STU setting. I've had it on there since I bought it, and I've had entire boogies without a single jump being registered.
  11. I currently have it set to STU, which is meant for detecting short exit delays (according to the manual). I'll have a shot at setting it at SLO, see if that works better.
  12. Yup, my viso barely even registers half of my jumps. Granted, doing CRW I don't wait around in freefall waiting for my Viso to catch up. I simply gave up on the idea of logging, but it sometimes think I started my jump at 2000ft, just because I was dicking around with stalling my canopy after the CRW-work was over but before landing pattern. If I stop doing the stalls, I might use the logging as a chop counter, since that's the only time I do freefall anyway nowadays!
  13. http://www.flyaerodyne.com/wp-content/uploads/2017/05/Diablo.pdf If I'm reading it right for the 150, the brakelines should be 551mm longer than the A-lines with the brakes unstowed, and 135mm longer than the A-lines with the brakes stowed. This means the brake setting loop should be 416mm above the toggle. If the brakelines are this far out of whack, you might benefit from checking the entire linetrim carefully.
  14. https://www.youtube.com/watch?v=T913e_HAAOc Nope, not harder. It just requires more stupidity, but these guys don't seem to be lacking in that department...
  15. The problem worth fixing is indeed that the pin sometimes moves when it's not supposed to, but in my opinion the solutions are already known. And if people can't be bothered to keep a tight closing loop and to keep their rig in mind when moving around and out of the aircraft, I'd kindly ask them to go bother some other sport. I have never seen any ill effects due to being too aware about your gear.
  16. It looks like a perfect solution to a very real problem! No longer will riggers have to go cold or hungry for lack of work. As an added advantage, the Darwin Awards are about to get much more interesting!
  17. Bill Morrisey gave a two-piece interview to Skydive Radio a few shows back, show #222 and #223. A very interesting listen into tandem jumping history, and from what I gather from that the drogue thing came along relatively early in the tandem development.
  18. Thanks! Those results are very similar to what a friend of mine also came up with. That means they should be rooted in known physics. The biggest uncertainty in guessing the landing area from those numbers is the winds. My freebag was found about 1.5km downwind of my exit point. If I assume 1000ft/minute for freebag descend, I get winds of 1.92m/s (averaged). That would put your results for my main location at 432 to 509 meters downwind of the exit point, much further than I would get from the 8x to 12x faster descend rate than a freebag guess earlier in this thread. I've already searched the area indicated by your results (for only 2,5 hours, since I had to go to Tallinn to catch my flight home), so I think I'll put more priority in the further upwind numbers (unsearched area), and revisit the already-searched area if nothing shows up further upwind. If anyone else has any tips/tricks/info, I'd love to hear it. The better I can determine both the likely location and the realistic error in said location, the more chance I have of finding it again when I (or someone else) go back out there.
  19. Pilot chute was about 80cm diameter. Weight of a Lightning 160 is estimated at 3.1kg (my carry-on luggage was 12.9kg when I left and 9.8kg when I got back). A friend of mine has already tried to make a guesstimate of the descend speed of a baglocked canopy, his result is approximately 18m/s (averaged, since terminal velocity decreases with decreasing altitude/increasing density). But feel free to redo the math, it may yield something useful. What's the descend rate of a freebag+pilot? I've currently guesstimated it at 1000ft/minute, since that's about the same we have under Lightnings and I've kept level with a freebag a few times in the past quite easily. Using that together with the distance between chop and finding yields an average 1.92m/s winds (true, winds were very light that morning). Coupling that to the 18m/s calculated descend rate of the baglocked canopy yields a wind-drift of 422m from 13kft. Much more than the guesstimated 8x to 12x faster earlier in this thread (that gives me 188m and 125m drift respectively). I lost the canopy at the Parasummer boogie near Pärnu, so if anyone from Estonia (or Latvia) is willing to go search for it based on my data you'd make me very happy. Otherwise I'll likely go myself for a long weekend in a last all-or-nothing attempt.
  20. So.... I lost my canopy this week. Doing CRW, opened into a baglock, chopped it at ~13kft. Luckily there was very little wind. I know my exit point, and my freebag was later brought in (found by a local) and I know where they found it. Searching on the ground between those two points yielded no result, but its partially forest area with heavy undergrowth. Does anyone have experience with the descend rate of a baglocked canopy with open pilot chute (plus some lines trailing, I only had two stows on it) vs an empty freebag (Vector 2 to be specific)? The canopy was a Lightning 160, of which I do not know the weight (guesstimate ~4kg?). Any and all information that can help me more accurately determine the search area would be much appreciated. Maybe some inquisitive mind did some tests on those descend rates in a big empty field?
  21. My personal experience is with a Silhouette 190 at 1.16 wingloading. I put about 100-150 jumps on her (before I stopped doing that weird freefall stuff and focussed on CRW). At that wingloading, I found her to be a relatively conservative canopy, easy to handle even in suboptimal conditions, with good flare and forgiving of mistakes. That said, she could be coaxed into misbehaving and/or more agressive manouvres, primarily by messing around with toggles/riser while near the stall point. However, I had to go out of my way to make her do that. During normal flight manouvres, even a deep toggle flat turn, she behaved nicely and predictable. Toggle stall point was very deep, and from full flight to stall took a good 4-5 seconds of keeping the toggles there. I was never worried she might stall on me during flaring. On the Sabre vs Silhouette question, I'd go with the Silhouette because of the aforementioned opening problems that the Sabre is known for. My Silhouette has never given me a bad opening even though I definitely don't iron out the creases during packing, and even during the opening I had with 6+ linetwists she decided to just go fly straight and level while I sorted out the linetwists. Pulse has many of the same features as the Silhouette (F111 bottom skin, trimmed for flat glide, short recovery arc), but I have no personal experience with it. People I know that jump it are very happy with it though.
  22. ***That and the fact that there are no regulations or even guidelines on the matter. Just AAD companies doing marketing. These modes have never been tested for best performance in a student situation. They are just names of modes. Some countries do have requirements for using student AADs. Here in the Netherlands our BSR states that if the manufacturer of an AAD has a Student version, that version must be used for the first 25 jumps.
  23. I agree with Terry, don't do stuff to your main canopy unless you are: a) A rigger, b) Under the direct supervision of a rigger, and c) Plenty knowledgable about what you're doing. Flying one without weights (I hate weights, especially the risk of losing them during a demo and giving someone downstairs a permanent headache) is easily done by attaching it to your foot in a pouch, and only hooking it to your riser after you've had a proper deployment. If you want, I can send you a load of photo's of a similar system to mine to use as inspiration. The only limitation with that system is the length from your foot to your riser, anything larger than ~2m high won't fly nicely. A 2m by 3m flag is still a very impressive thing for demo's though. See attached photo for my system in action.
  24. Shall we switch that order around? To me, screaming at someone in the plane is only ever acceptable if there is a serious safety issue, like a pilot chute creeping for the door without the owner realizing it. Anyone screaming stuff like "GO!" in the plane is a giant asshole that need a serious lesson in chilling out. Worst part is when they scream "GO!" or "Door!" or shit like that at me when we have our very own jumprun at lower altitude. Best part is seeing them exit immediately after us when we're doing CRW and going out two miles short