CloudyHead

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Posts posted by CloudyHead

  1. Quote

    I often have weird/bad dreams about my canopy...a lot of times the only thing that comes out of the bag (with lines) is beach towel or an obese man's old ratty tshirt (seriously) - both very hard to land.




    This reminds me of the scene from "Who framed Roger Rabbit", when he's falling off a building and asks Bugs Bunny for a "spare"... he hands him a bag and finds out its a spare Acme tire. LOL.

    Mickey Mouse: "aww poor fella"
    bugs bunny: "Yea, ain't I a stinker!"

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    It also says that if you are in a bi-plane configuration, you should steer the rear canopy into a side-by-side..



    Where does it say this?





    Page 135 - 136 (PIM 2A)

    Bi-plane configuration

    This occurs when one canopy is flying directly in front of the other, also known as a "stack". The nose of the rear canopy will tend to "lock" into the front canopy lines. NEVER cut away the main canopy when it is in front.

    First, ensure that there are no entanglements. Take the time to LOOK! Trace all 8 risers to see they are clear, up to the sliders, and visually follow the lines up to each canopy. The risers could be entangled; you must look up and follow each riser to make sure they are all clear of one another.

    DO NOT release the brakes.

    If the canopies or risers are entangled (this can happen if the reserve fires through the main canopy through deployment), or you are at less than 1000', or you are unsure, then steer the FRONT canopy, very gently, using the Rear Risers. Canopies of similar size will fly compatibly. Try to prevent a down-plane.

    If the canopies are not entangled, you can use the rear risers on the REAR canopy and steer into a side-by-side configuration. Then follow the information above for a side-by-side.

    When landing, DO NOT flare, and be ready to perform a PLF. The descent rate of two canopies out is slower than if you are under a single canopy.



    you have confused you can (an option) with you should



    but why would they recommend it as an option if it's something you shouldn't do? You CAN also decide to undo your chest straps and legs straps and fall to your death -- why didn't they put that in there too. :P

  5. I failed AFF level 4 THREE TIMES because i would panic at 4,000 feet, stiffen right up like a board, and pat the same wrong spot of my container wondering why i can't find the f*cking pilot chute handle. I needed assisted pulls.. and i was starting to lose interest in trying.

    When i finally graduated my solo, my biggest surprise was how SIMPLE it really is.

    You have three priorities.. ARCH, ALTITUDE AWARENESS, AND PULL. If you get those three things, you're golden. THATS ALL THERE IS TO IT. If you're nervous about canopy control, keep going on radio assistance and just do what you're told. so easy.

    My biggest mistake was being so hard on myself. I tensed up too much. You really need to learn to relax and stop worrying about your rate of progression. you just need to have fun because that's the whole point.

  6. damn i love this thread. its like the shoulder angel and shoulder devil. When i get a few hundred jumps which side will i take? I think I'd rather have all my "fun" in freefall where its safe at altitude, than to mess around doing high performance canopy maneuvers close to the ground. When i'm under 1000 feet, the fun can stop. It's time to take care of myself. screw swooping. A big 230 main for life sounds nice right about now. I like NWflyers philosophy. Hope i never change my mind though. lol.

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    It also says that if you are in a bi-plane configuration, you should steer the rear canopy into a side-by-side.. but on these forums i have heard someone say that the bi-plane is actually better than a side-by-side because it is less likely to result in a down-plane.



    That seems crazy. A bi-plane is very stable, a side by side much less so. Can't imagine there being any debate about the preference, but sure would like to hear the reasoning why you'd want to change a bi-plane to side-by.





    Could changing into a side-by-side have anything to do with obtaining the new option to cutaway (as long as there are no entanglements)? This comes back to USPA vs CSPA though (CSPA says not to cutaway in a side-by-side, USPA says go ahead).

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    It also says that if you are in a bi-plane configuration, you should steer the rear canopy into a side-by-side..



    Where does it say this?





    Page 135 - 136 (PIM 2A)

    Bi-plane configuration

    This occurs when one canopy is flying directly in front of the other, also known as a "stack". The nose of the rear canopy will tend to "lock" into the front canopy lines. NEVER cut away the main canopy when it is in front.

    First, ensure that there are no entanglements. Take the time to LOOK! Trace all 8 risers to see they are clear, up to the sliders, and visually follow the lines up to each canopy. The risers could be entangled; you must look up and follow each riser to make sure they are all clear of one another.

    DO NOT release the brakes.

    If the canopies or risers are entangled (this can happen if the reserve fires through the main canopy through deployment), or you are at less than 1000', or you are unsure, then steer the FRONT canopy, very gently, using the Rear Risers. Canopies of similar size will fly compatibly. Try to prevent a down-plane.

    If the canopies are not entangled, you can use the rear risers on the REAR canopy and steer into a side-by-side configuration. Then follow the information above for a side-by-side.

    When landing, DO NOT flare, and be ready to perform a PLF. The descent rate of two canopies out is slower than if you are under a single canopy.

  11. i see the reasoning behind matching the brakes to stay straight, but why would the first set be released in the first place? if you keep them all stowed, they will all match, then you can focus on input through the rear risers. is this right?

    i could also see the advantage of keeping them all stowed so that you aren't travelling in full flight. Since you aren't supposed to flare anyways on landing, you might as well fly in half brakes all the way down? no?

  12. out of curiousity, i UTFSE to search for two canopy out situations, and read that most people recommend releasing the toggles of one of the canopies.

    I've been studying my CSPA manual all weekend (wow, no life!), and it says "DO NOT release the brakes" for a side-by-side and bi-plane configuration. Fly using rear risers..

    It also says that if you are in a bi-plane configuration, you should steer the rear canopy into a side-by-side.. but on these forums i have heard someone say that the bi-plane is actually better than a side-by-side because it is less likely to result in a down-plane.

    there seems to be a lot of debate on this, but what's the reasoning behind both sides??

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    this is why i was always so nervous about doing this, because at my level i would have RATHER trusted the packer's job than my own.. I tried to skip this during my gear check but got in shit for it..

    So then I would always run into manifest on a 20 minute call and spend most of that time trying to get the PC perfect. :S

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    At your level, you should have taken a full packing couse ( and water training ) by now. Even if you are still renting gear.



    .




    throughout my AFF program and my solo, the CSPA calls it "introduction to packing" on the skills grid. My instructors showed me how to do a line check, set my brakes, flake the cells, but then i was supposed to walk away and let the rigger do the rest. When i go for my A license i will have to do a complete pack job for a consecutive number of times under supervision, i believe..

  15. would this be considered a high-speed malfunction? in my canadian manual they say if you can't fix a high-speed malfunction on the first try with the rear risers, ditch it right away because you're losing altitude too fast.

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    Don't jump solo. It is like masturbation, it feels good but doesn't accomplish much. 

    :D:D That's funny but I have to disagree some. I know a lot of people who could benefit by going up and practicing their tracking for a few solo jumps. :P

    BTW, don't go on tracking jumps to learn how to track. They rarely go fast and flat, which is what you need to learn to do. :)



    Can you elaborate on that last comment? Don't go on tracking jumps to learn how to track? I've only learned the forward movement involving bringing my elbows back, and locking my legs straight. Is that considered "fast and flat"?

  21. I think a good example to use here is my exit. I have had numerous coaches explain to me REPEATEDLY how to do a smooth exit (cessna caravan), and somehow i always find myself tumbling. After 23 jumps you would think i'd be able to keep my head pointed at the plane until i reach terminal velocity and level out.

    How do you train on the ground for this? i know the basic concept: step out with no pushing, arch and keep your head up at the plane. This never seems to work for me [:/]

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    They've given me tonnes of amazing advice, but its the application of that advice that seems to be the tricky part. ;)

    And yes i'd love to be part of the canadian invasion, but I do recall someone saying that its good to have some experience first so I can keep up with them, maybe even some wind tunnel experience before hand. Is that true?



    By the end of the season you should have about 50 or so jumps. Good enough for the Invasion I think.


    Perfect.. i'll have 50 jumps by the end of August. EASILY. :S

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    I find it hard to learn only 1 minute at a time. Any suggestions on ways to get the most out of that one minute? Is it better to focus on repeating one task to perfection, or mixing it up?

    Get all the coaching you can afford. Even better if they have video. One jump with video, well debriefed, is worth several without.

    When you can't afford coaching in the air, preplan what skills you want to work on by yourself. Talk to your instructor if you need ideas. Skills that come to mind are backloops, turns, slow fall and especially tracking.

    The ability to track well is one of the most neglected freefall survival skills I've seen. Develop a good track early. And remember, while your practicing you track, do it perpindicular to the jump run line so you don't move into other people's airspace. If you're not sure what I mean by this, please ask an instructor. :)
    Enjoy your jumps.B|



    thanks for the advice, i'll definitely consider getting more coach jumps!