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Found 118 results

  1. So new canopy from Aerodyne named Karma hit the market recently. https://www.flyaerodyne.com/karma.html Anyone has personal experience on it and would like to share with community? I'm mostly interested in how it compares to it's class competitors such as Fluid Wings Echo or Icarus XFire and similar. Cheers
  2. on a cut away my main canopy felt in middle of the road and I saw a car rolling on and stopping on the side. After landing my reserve, 5 min after I went there and the canopy was gone. I presume the driver took it and left. So if it pops up in sellin
  3. Fluidwings announced new canopy couple days ago. WairWolf. It took place between AirWolf and HKT in Fluidwings lineup. It is not minor modification of AirWolf, it is NEW wing, based on AW. New features: - Improved opening performance - New planform shaping - Steeper line trim - 5% reduction in line drag - All FT30 construction for a more rigid wing and less distortion - Increased roll rate and overall more harness response - Steeper longer rollouts with more power - new FT 30 fabric colors specifically for this release - New mini-rib profile
  4. Hi everyone. I'm selling my beautiful Helix 75 if any one is interested? Less than 300 jumps. Comes with spare line set. Removable slider Any questions please ask.
  5. Fluid Wings is a new and innovative company based in DeLand, Florida - which is aiming to close the gap between the parachuting, speed flying and paragliding. The company was born through a love of human flight, and focus on an engineering-based approach. Fluid Wings draws from the expertise of Scott Roberts, a skydiver with over 15 years experience, who has been competing for more than a decade; Kevin Hintze, an active pilot, paraglider, speedflying instructor and test pilot; as well as Shane Shaffer, chief test pilot and production lead. From the first of June this year, Fluid Wings will begin production on their newest main - The Prime. The Prime will be a 9-cell hybrid main, available initially in sizes from 150-190 square foot in a combination of ZP and low porosity nylon. The canopy is aiming to provide pilots with a fun and predictable flight, with focus also being placed on how easy it is to pack. The Prime will look to cater to jumpers of all experience, being easy enough to handle for newer jumpers, while still being responsive enough to be fun for the more advanced skydivers. Stock colors are Royal Blue top skin and stabilizers, with a white bottom skin and ribs. Please note that bottom and rib colors are limited to white due to color section of low bulk fabric. The canopy ships with Vectran lines and soft-link connectors, with a low-bulk option packing up to a size smaller is also available. “The Prime is responsive and playful, while still easy to manage. It has a good glide for those long spots, with a nice strong flare for tip-toe landings,” said Scott Roberts of Fluid Wings. “We like her a lot and think jumpers will too!” The Prime will retail for $2090 with all options. You can contact Fluid Wings at [email protected] for more information, purchases or demo requests.
  6. So I have around 500 jumps and want to buy a 135 canopy (1.05 wing load). I have researched different designs and think I prefer cross braced, besides their bad openings. I don’t really understand the difference between 500IB Vectran and 750 Vectran lines. However, I have found myself looking a lot into either a 135 katana or 135 fluid wings gangster. What would you guys recommend for a good snappy canopy that can keep dives pretty well and do fast spins. Open to other suggestions for canopies. But really don’t like saber 2. Also good to state I do a lot of front riser dives atm but hate the fast recovery that takes the toggles out of my hands, but love the quick response time for doing loops or spins.
  7. Killing the nation's symbol too: Chicago tribune, March 23 Illinois Raptor Center director Jacques Nuzzo shows bald eagles that died from lead poisoning at the center on Friday. A recent study found that nearly 50% of eagles have high levels of lead, and experts blame lead hunting ammo. The bald eagle was struggling for breath when it arrived at the Illinois Raptor Center in Decatur. Seizures shook the bird’s iconic snow-white head. Its dark wings rose and stiffened at awkward angles. “Aw, man,” program director Jacques Nuzzo said to himself. “This is lead.” He rushed to the eagle’s aid and stayed late into the night, dispensing difficult-to-obtain medication, as well as fluid for hydration and kind words for comfort. But the seizures continued, racking the bird’s body every five or 10 minutes. By noon the next day, the patient was dead. Such suffering is largely preventable, experts say, with studies showing a strong link between widespread lead poisoning in eagles and the use of lead ammunition by deer hunters. The ammunition fragments and disperses in a deer’s body, and eagles ingest it when they feast on “gut piles,” the internal organs that hunters remove and leave behind. Other forms of ammunition are available — including copper and tungsten options — but information hasn’t been readily available to hunters, and uptake has been slow. “It gets more frustrating every time I see one (of these cases). It’s really awful,” said Nuzzo, who treated the lead-poisoned eagle March 8, just two days after another eagle with lead poisoning died on its way to the same raptor center. “This is a problem that has been going on for over 80 years, and it’s a little mind-blowing that nothing has really, majorly, been done about it,” Nuzzo said. The Illinois Raptor Center, a 25-acre wildlife rehabilitation and education facility, has admitted 38 bald eagles since 2018, Nuzzo said. Of those, 19 had unhealthy lead levels and eight died from lead poisoning. The lead poisoning issue got additional attention in February when the journal Science published a study of more than 1,200 eagles in 38 states that were tested for lead from 2010 to 2018. Almost half the eagles in the study had chronic lead poisoning. The study found that cases of recent lead poisoning rise in winter, when eagles are most likely to be feeding on contaminated deer carcasses and gut piles. Other studies show similar correlations and older research — conducted with portable X-ray devices up to 20 years ago — found that hunters’ discarded carcasses often contained lead fragments, according to study co-author Vincent Slabe, a wildlife research biologist at the nonprofit Conservation Science Global in Bozeman, Montana. In addition, wildlife rehabilitation centers with X-ray machines have been able to show that when eagles have high lead levels, they often also have lead fragments in their digestive systems. “When you start piecing all of that together, there are very strong correlations suggesting that this is the pathway whereby eagles are lead-poisoned,” Slabe said. The U.S. banned the use of lead ammunition in waterfowl hunting in 1991, due in part to concerns that the birds were experiencing lead poisoning, and California banned all lead hunting ammunition in 2019. A lead hunting ammunition ban was introduced in the Illinois Senate in 2019 but didn’t gain traction. The Congressional Sportsmen’s Foundation, which has opposed lead ammunition bans, could not be reached for comment. Some eagle advocates lean toward a ban, with Nuzzo saying that at this point “it’s probably the best bet.” But Slabe disagreed, saying that bans can easily backfire, putting hunters — who tend to be pro-conservation and sympathetic to eagles — on the defensive. “I’m pro-hunter. I’m pro-conservation. I’m also pro-eagle,” Slabe said. He said information about the effect of lead on eagles hasn’t been widely available, and he cited an Arizona study that found that after a comprehensive public relations and education program, more than 80% of hunters took steps to protect California condors from lead poisoning. The hunters either switched to non-lead ammunition or put their gut piles in trash bags and removed them from wildlife areas. Slabe said that when a deer is shot, lead bullets fragment and disperse in the animal’s body, leaving dozens — or even hundreds — of pieces of toxic metal, some of them only a little larger than the head of a pin. If an eagle eats the contaminated meat, lead can cause problems with breathing, circulation, reproduction or respiration. Some eagles with lead poisoning lose their ability to fly. Eagles can also suffer brain damage or get food stuck in the crop — a storage area in the esophagus — and starve to death. The lead poisoning problem is serious enough to suppress population growth for the estimated 340,000 eagles living in the United States, Slabe’s study found. The bald eagle population, which currently increases by 10% a year, would increase by about 14% without lead poisoning, the study found. Similarly, the golden eagle population would grow at a rate of about 1% a year, up from zero growth today. A hunter and fisherman, Nuzzo had already eliminated lead from most of his outdoor equipment when he treated the lead-poisoned eagle earlier this month, but that experience has inspired him to go further. Now, he said, he’s working on removing the last remnants of the toxic metal from his fishing gear. “It has to start with us,” Nuzzo said. “It would be a lot easier if you made the choice, rather than the government telling you what to do.”
  8. You are right, but changing planform does not necessarily mean "optimize everything for performance". Things like openings, and harness responsiveness have nothing to do with performance. Other stuff, like how far the wing can carry you in rears for a given airspeed has to do with performance, but has nothing to do with the aggressiveness of the canopy (aggressiveness is for me, in this context, how much speed you can produce by making it dive). The top line is both very high performant and very aggressive. Nothing speaks against having high performance (lift produced, distance in rears, flare power) and medium aggressiveness (don't dive until the end of days) One can always tweak and tame down some aspects. A "VC" with Schumann planform is not necessarily a VK. The Gangster from Fluid Wings is Schumann, but dives less than the VC for instance. The X-Fire is Schumann and it is not even cross-braced, and it dives less than the Gangster. A "VK lite", with the great openings of the VK, its rears, its harness responsiveness, its flare power, but with a shorter dive sounds good to me. I can imagine a future PD progression like SA3 -> KA2 (updated Katana with a bit less dive than the actual one, but all the good things of canopies like the X-Fire) -> "VK lite" -> VK In any case, that's just my view, I am also not a canopy designer. Maybe I am just missing something.
  9. The same is true for almost all manufacturers. The entry-level cross-braced canopies are all old designs, except the Gangster from Fluid Wings. The JFX2 is a nice refreshment, but looks to me basically like a JFX1 with a couple of small changes, not a completely new canopy. I really would like to see in this category a canopy with inflatable stabilizers, miniribs, and Schumann planform. Maybe these things would drive the manufacturing cost too high for this category? BTW: The Katana also needs an update
  10. Exact prediction is impossible. It's basically fluid dynamics, and while experts use supercomputers to try to simulate as many variables as possible, it's just not possible to collect enough data. Ever heard of the Butterfly Effect? "A butterfly flapping its wings in Brazil can cause a typhoon in Japan". A bit exaggerated, but not too much on how hard the Navier-Stokes equations are to solve. You'd have to cover the entire earth in sensors and the smallest thing you miss could have a cascading effect. But scientists are still trying to come up with improved models and gather improved data, and people like brent are still saying they know better.
  11. I think the category of wings goes more like this... Category 5 PD: Velocity, Comp Velocity NZ Aerosports: JVX, JFX Fluid Wings: Helix, Airwolf Category 6 PD: Peregrine, Valkyrie NZ Aerosports: Petra, Leia, Sofia Fluid Wings: HK, HK Terminal, HS Fluid wings also have this nice chart http://www.fluidwings.com/wings
  12. admin

    X-Fire

    The Crossfire 2 has set the standard for high performance elliptical 9 cell canopies… until now. The X-Fire is completely redesigned to excel in all areas important to you- the pilot: openings, harness input, swooping, and packing while remaining your ultimate “everyday canopy.” The X-Fire openings are smooth and consistent as ever. Through the application of our Shape Correlation for Inlet Distribution (SCID) recently debuted in the S-Fire and the TX2, the result are fluid on-heading openings. At terminal speeds the X-Fire takes between 800-900 feet to give you that perfect opening every single time. And the best part? It doesn’t need to be packed with meticulous skill! This wing wants to give you soft on-heading openings effortlessly. The X-Fire has adopted the Schuemann Planform (elliptical on the leading edge and less so on the trailing edge) that allows for great lift and reactivity, which is why this planform has been used in paragliders, speed wings and other high performance wings. When this planform is adopted the stall speed is lowered; therefore you can swoop further than with the Crossfire 2. This is also why the X-Fire has a minimum requirement of 400 total jumps and 200 jumps annually.Currency is mandatory. However, at this level of reactivity and performance 800 jumps is what we believe to be the benchmark to really experience the caliber of performance the X-Fire can offer. The X-Fire is above and beyond the Crossfire 2 when it comes to harness inputs, so flying with leg pad input alone is done with ease. The recovery arc has been lengthened, but remains shorter than cross braced canopies- which is exactly why this is the ultimate gateway canopy. The reactivity of the X-Fire translates to awesome front riser pressure, and dramatically easier rear riser control than the Crossfire 2. It takes little effort to land on your rears and experience a powerful flare. Toggle control is improved as the X-Fire has a much stronger low end flare than the Crossfire 2, which results in the ability to shut it down on no wind days even in a tight landing area. Now let’s talk innovation: SCID gives the openings but the performance of the X-Fire demanded elevated Parabolic Reinforcement Tapes (PRT). A full parabola of reinforcement is visible on load bearing ribs, a great deal more than the S-Fire or TX2. A canopy like the X-Fire needs absolutely no drag from distortion of the top skin, so even though it is more time consuming in the production line, the end product is worth it, and when you swoop the X-fire you will understand.
  13. This is a very interesting thread as it speaks to a range of canopies that I’m very interested in. Given the time that has passed and the new wings now on the market, I wonder if I can trigger more conversation. We now see the PD Sabre 3, pitched in a way that seems to narrow the gap between the “predecessor” Sabre 2 and the Katana. We’ve also seen the NZA Crossfire 3 and the Icarus World XFire in circulation for a few years. Finally the Fluid Wings Gangster has become a mainstream contender in this class, and the PD Katana still popular. So five canopies, with various pedigrees, all somewhat overlapping in the performance range. My experience with them is limited to a few dozen jumps on the Gangster & Katana and a couple of hundred on the XFire at between 1.4 - 1.6 and Sabre 2 at lower loadings (and I have a Crossfire 3 still in the bag from the factory but never even demoed), so I wouldn’t pitch my opinion as expert - or even necessarily particularly well informed, so I won’t share beyond the fact that I found the Gangster to have the most confidence inspiring range and flexibility, the XFire to be heavy on the fronts, wanting to load higher, do longer turns and have a shorter recovery arc, and the Katana to fly very nicely, light on the fronts, allow setup with more altitude thanks to the long recovery arc, but controls fall off sharply at lower speed. I anticipate that I’ll find the Crossfire 3 to feel like a good training platform as I Continue to build experience, but imagine that sooner or later I’ll want to return to the Gangster, given its long recovery arc, impressive range on rears, powerful flare and manageable fronts, as well as perfect openings and long spot capability.
  14. [inline fluid.png] Fluid Wings Demo Weekend -- $25 includes: - Access to Fluid Wings demo canopies - Coaching by John Judy and Scott Roberts - Cookout and keg on Saturday night Reserve your spot by going to http://www.skydivedelmarva.com/fluidwings.php or calling 888-875-3540. Learn more about Fluid Wings Canopies at http://www.fluidwings.com.
  15. I've noticed this new canopy pop up on the Fluid Wings website and saw a couple posts on the Fluid Wings facebook page, but otherwise I have not heard/seen much about this new canopy (not even a promotional/release video from Fluid as they have done for their other canopies). Has anybody had the chance to jump the Nexus or own one? Thoughts on its opening/flight characteristics compared to other canopies in its range?
  16. Meso

    Introducing The Kraken

    “She’s a wing of legends. The Kraken is the ultimate 'party in the front and business at the back', she's super responsive and holds tight when pushed hard. She is the canopy equivalent of Che Guevara, Marilyn Monroe and Brian Jones all in one. The Kraken is a must have for any wingsuiter and will have the pilot grinning ear to ear as they fly back to whatever landing area they can make it to. Kidding. Kinda.” We have released the Kraken, finally! Designing the Kraken was a long process because it was new to us: the Kraken is our very first wingsuit specific parachute. Traditionally NZ Aerosports has focused more on flight performance than on opening a canopy in a wingsuit wake. So it took us a few years, but ended up with a very technical end result: a canopy full of cool features and ideas that makes it very different from any existing wingsuit canopy. The result is a low bulk, long lasting canopy with very reliable and stable openings that lands like a dream. Typically, canopies low(er) in aspect ratio and ellipticity (fat 7-cell canopies) have better heading performance, and stability in flight. The problem with this is that wings shaped like this are not exactly renowned for their glide performance and sharp handling. The solution to this problem was a combination of ideas floating around the head of NZ Aerosports’ aeronautical engineer Julien Peelman, and the production and test jump team. We looked to our deep understanding of modern day wings, aerodynamics, and type of ingenuity that produces world class skydiving parachutes – our trademark. Key features of the Kraken 3D Designed: We are now using Catia V5 to design canopies. This is one of the most advanced 3D CAD softwares available. It gives us more freedom to design the canopy down to the finest details and helps generate the most accurate panels possible. The result is a more accurate shaping, a smoother surface, and better aerodynamic efficiency. CFD Tested: The Kraken shape has been tested using CFD (Computational Fluid Dynamics), which gives us, among other things, a better understanding of her behavior in turbulence and during recovery. Photo Chris Stewart Anticipating the zag: First debuted in our Crossfire 3, The Kraken is designed so its panels are designed directly in the shape they will have during flight by taking into account the Zig-Zag distortion. This spreads the load evenly through the fabric and makes the wing more structurally efficient. New Rib Shape: The Kraken has benefited from research on rib shaping that was originally used to design our new range of hyper-performance wings, Petra and Leia. New Crossport Design: Crossports have been strategically placed in the Kraken to have the least influence on the upper surface shape while allowing a good air circulation between the chambers. They are bigger toward the center of the canopy to help with symmetrical openings. They have also been designed with an elliptical shape that optimizes their area while reducing the upper surface distortion. Powerband: We've added the split leading edge Powerband to all our new canopies since we pioneered it with Petra. It allows us to better control the aerodynamic shape in the nose area, which prevents parasitic drag. Curves in the right places: We’ve realised that by sewing our reinforcing tape in parabolas (arcs) on the ribs, we spread the load applied to the top surface more efficiently, meaning less distortion and a more efficient top surface. Don’t say slit: We’ve put a vent on the lower surface to help promote fast center cell inflation. This means better, more on heading openings in the messy wake of a wingsuit. It’s not a gaping hole like a BASE vent, it’s a… horizontal opening... that seals after full inflation. There’s a hole in my slider?!: We became so fond of vents that we put one in the slider! We found that by creating a channel for the air to go straight through, we reduced the crazy oscillation often seen during parachute openings. Those oscillations can contribute to off headings etc, so that’s nice! Big holes: To help out its closest neighbors, the crossports leading from the center cell to the closest outboard cells are enlarged. Promoting symmetrical central inflation means promoting on heading openings! Keeping it short: Shorter lines mean more flight stability, and easier rectification of any pesky line twists – both good things for the whole wingsuit deal! High-tech, low bulk: Because it’s 2019, we haven’t used untreated cloth (F-111) for our wingsuit canopy. Instead, we’ve tracked down a low bulk ZP (treated with silicone) fabric, and used that for the majority of the wing, with the Powerband and top center panel made out of standard ZP for extra longevity. Riser equality: We’ve included a bit of internal structure that means your bridle will load both your risers more evenly during the early stages of deployment. Because of how it looks, we’ve called it the ‘Bow-tie’ – and as we all know, equality is classy! Photo Chris Stewart Little tail thingys: Mini-ribs in the tail of a canopy sharpens its profile, which reduces drag and increases glide performance by “a lot more than we thought”. This translates to more fun in the sky, and a better flare on the ground. 7 cells are not usually known for their amazing flare power, so it all helps! Improve your pull-out game with a snatch: Symmetry is good, and so it is with your pilot chute. We’ve discovered that using snatches help with our wingsuit openings, so we have stocked up on them and highly recommend to purchase one with all Kraken purchases! Inward Rotated end cell: While most ribs are perpendicular to the lower surface, the end rib is rotated inward to reduce the size of the end cell and prevent it from losing its shape. This reduces tip vortices and induced drag. Photo Chris Stewart New line trim: Despite being a relatively docile canopy, the rectangular planform has been compensated with a trim just a notch steeper than you would think. This helps with up wind penetration, fun and is one of the reason for the great flare. New Stabilizer shape: The shape of the stabilizer has been modernized to prevent it from flapping too much in flight. It also helps the slider to sit in the right position. Custom Sizing The Kraken is available in any size between 119 and 189 so that you can get the perfect wing loading for you at this stage in your canopy progression. See the Kraken’s key features interactively on Emersya: https://emersya.com/showcase/5GFIH0C9Q0 Key flight characteristics of the Kraken Openings The modern day wingsuit is capable of incredible glide, but this efficiency brings its own set of complications when designing a parachute to match. The biggest factor is the turbulent wake formed behind the wingsuit – right where the parachute is deployed. Kraken openings are quick but not hard – you’ll feel inflation immediately. The vent helps control the heading. Once the center cell and adjacent cells inflate, the canopy slowly pressurises with a predictable reliability. The Kraken will sail on level seas even with linetwists! Inputs Intuitive and precise, each input delivers a predictable response. From opening to landing the Kraken is a confidence builder. Toggles Big inputs will produce an immediate response - the pilot will feel in control from first point of contact. Stall point The slow flight characteristics were a very important design factor for the Kraken, so there is plenty of warning before she stalls, and will recover to normal flight in an easy and stress free transition when slowly letting the toggles back up. Rear risers There’s lots of feel and response – the Kraken has fantastic glide! Milk those rears and disprove the myth that all wingsuiters land off! Front Risers F is for fun! Yep, the Kraken can dive! Performance The Kraken has loads of zip! Fly her nice and slow for those busy landing patterns when you want lots of vertical separation. Or dive her at the ground and drag some turf. There’s plenty of fun to be had! Recovery Arc The recovery arc is longer than typically experienced with similar 7 cell designs. For someone who wants to have their cake ( a nice sensible wingsuit canopy) and eat it too (swoop the shit out of it), then go go go! Flare The Kraken has a wide range of performance, the flare is one of the most important aspects - she wont disappoint. Those nil wind tiptoe landings will feel very natural. More information available from:
  17. Katana is an old engineering. There are number of modern canopies: Crossfire3, Czech Raptor, USA Fluid Wings Gangter, Russian Rave, Ukranian Odyssey Evo. I think Evo has a number of advantages if we take into account price and proximity of production. Performance and flying characteristics are outstanding compared to competitors.
  18. Iäd rather put it like this Category 5 PD: Velocity, Comp Velocity NZ Aerosports: JVX, JFX Fluid Wings: ?? Category 6 PD: Valkyrie, Valkyrie Hybrid NZ Aerosports: Leia, Leia Hybrid Fluid Wings: Helix, Airwolf Category 6.5 PD: Peregrine NZ Aerosports: Petra, Sofia Fluid Wings: HK, HK Terminal, HS
  19. i use the annoying polyonmer thing -- because when your flying in a tunnel or relative to another flyer in the sky -- increasing your surface area of your wings (limbs) creates visual lift . but as we are being pedantic Lift (force) From Wikipedia, the free encyclopedia Jump to: navigation, search In the context of a fluid flow relative to a body, the lift force is the component of the aerodynamic force that is perpendicular to the flow direction. It contrasts with the drag force, which is the parallel component of the aerodynamic force. Lift is commonly associated with the wing of an aircraft, although lift is also generated by rotors on helicopters, sails and keels on sailboats, hydrofoils, wing on auto racing cars, and wind turbines. While common meanings of the word "lift" suggest that lift opposes gravity, aerodynamic lift can be in any direction. When an aircraft is in cruise for example, lift does oppose gravity. However, when the aircraft is climbing, descending, or banking in a turn, for example, the lift is tilted with respect to the vertical. Lift may also be entirely downwards in some aerobatic manoeuvres, or on the wing on a racing car. In this last case, the term downforce is often used. The mathematical equations describing the generation of lift forces have been well established since the Wright Brothers experimentally determined a reasonably precise value for Smeaton's Smeaton coefficient more than 100 years ago, [1] but the practical explanation of what those equations mean is still controversial, with persistent misinformation and pervasive misunderstanding. [2] Contents [hide] 1 Physical description of lift on an airfoil 1.1 Lift in an established flow 1.2 Stages of lift production 2 Methods of determining lift 2.1 Pressure integration 3 Mathematical approximations 3.1 Kutta–Joukowski theorem 3.2 1900 lift equation 4 Alternative Explanations 4.1 Equal transit-time 4.2 Coandă Effect 5 References 5.1 Notes 5.2 See also 5.3 Further reading 6 External links [edit] Physical description of lift on an airfoil Lift is generated in accordance with the fundamental principles of physics such as Newton's laws of motion, Bernoulli's principle, conservation of mass and the balance of momentum (where the latter is the fluid dynamics version of Newton's second law).[3] Each of these principles can be used to explain lift on an airfoil.[4] As a result, there are numerous different explanations with different levels of rigour and complexity. For example, there is an explanation based on Newton’s laws of motion; and an explanation based on Bernoulli’s principle. Neither of these explanations is incorrect, but each appeals to a different audience. [5] To attempt a physical explanation of lift as it applies to an airplane, consider the flow around a 2-D, symmetric airfoil at positive angle of attack in a uniform free stream. Instead of considering the case where an airfoil moves through a flow as seen by a stationary observer, it is equivalent and simpler to consider the picture when the observer follows the airfoil and the flow moves past it. [edit] Lift in an established flow Streamlines around a NACA 0012 airfoil at moderate angle of attack.If one assumes that the flow naturally follows the shape of an airfoil, as is the usual observation, then the explanation of lift is rather simple and can be explained primarily in terms of pressures using Bernoulli's principle (which can be derived from Newton's second law) and conservation of mass, following the development by John D. Anderson in Introduction to Flight. [3] The image to the right shows the streamlines over a NACA 0012 airfoil computed using potential flow theory, a simplified model of the real flow. The flow approaching an airfoil can be divided into two streamtubes, which are defined based on the area between streamlines. By definition, fluid never crosses a streamline; hence mass is conserved within each streamtube. One streamtube travels over the upper surface, while the other travels over the lower surface; dividing these two tubes is a dividing line that intersects the airfoil on the lower surface, typically near to the leading edge. The upper stream tube constricts as it flows up and around the airfoil, the so-called upwash. From the conservation of mass, the flow speed must increase as the area of the stream tube decreases. Relatively speaking, the bottom of the airfoil presents less of an obstruction to the free stream, and often expands as the flow travels around the airfoil, slowing the flow below the airfoil. (Contrary to the equal transit-time explanation of lift, there is no requirement that particles that split as they travel over the airfoil meet at the trailing edge. It is typically the case that the particle traveling over the upper surface will reach the trailing edge long before the one traveling over the bottom.) From Bernoulli's principle, the pressure on the upper surface where the flow is moving faster is lower than the pressure on the lower surface. The pressure difference thus creates a net aerodynamic force, pointing upward and downstream to the flow direction. The component of the force normal to the free stream is considered to be lift; the component parallel to the free stream is drag. In conjunction with this force by the air on the airfoil, by Newton's third law, the airfoil imparts an equal-and-opposite force on the surrounding air that creates the downwash. Measuring the momentum transferred to the downwash is another way to determine the amount of lift on the airfoil. [edit] Stages of lift production In attempting to explain why the flow follows the upper surface of the airfoil, the situation gets considerably more complex. To offer a more complete physical picture of lift, consider the case of an airfoil accelerating from rest in a viscous flow. Lift depends entirely on the nature of viscous flow past certain bodies[6]: in inviscid flow (i.e. assuming that viscous forces are negligible in comparison to inertial forces), there is no lift without imposing a net circulation. When there is no flow, there is no lift and the forces acting on the airfoil are zero. At the instant when the flow is “turned on”, the flow is undeflected downstream of the airfoil and there are two stagnation points on the airfoil (where the flow velocity is zero): one near the leading edge on the bottom surface, and another on the upper surface near the trailing edge. The dividing line between the upper and lower streamtubes mentioned above intersects the body at the stagnation points. Since the flow speed is zero at these points, by Bernoulli's principle the static pressure at these points is at a maximum. As long as the second stagnation point is at its initial location on the upper surface of the wing, the circulation around the airfoil is zero and, in accordance with the Kutta–Joukowski theorem, there is no lift. The net pressure difference between the upper and lower surfaces is zero. The effects of viscosity are contained within a thin layer of fluid called the boundary layer, close to the body. As flow over the airfoil commences, the flow along the lower surface turns at the sharp trailing edge and flows along the upper surface towards the upper stagnation point. The flow in the vicinity of the sharp trailing edge is very fast and the resulting viscous forces cause the boundary layer to accumulate into a vortex on the upper side of the airfoil between the trailing edge and the upper stagnation point.[7] This is called the starting vortex. The starting vortex and the bound vortex around the surface of the wing are two halves of a closed loop. As the starting vortex increases in strength the bound vortex also strengthens, causing the flow over the upper surface of the airfoil to accelerate and drive the upper stagnation point towards the sharp trailing edge. As this happens, the starting vortex is shed into the wake, [8] and is a necessary condition to produce lift on an airfoil. If the flow were stopped, there would be a corresponding "stopping vortex".[9] Despite being an idealization of the real world, the “vortex system” set up around a wing is both real and observable; the trailing vortex sheet most noticeably rolls up into wing-tip vortices. The upper stagnation point continues moving downstream until it is coincident with the sharp trailing edge (a feature of the flow known as the Kutta condition). The flow downstream of the airfoil is deflected downward from the free-stream direction and, from the reasoning above in the basic explanation, there is now a net pressure difference between the upper and lower surfaces and an aerodynamic force is generated. [edit] Methods of determining lift [edit] Pressure integration The force on the wing can be examined in terms of the pressure differences above and below the wing, which can be related to velocity changes by Bernoulli's principle. The total lift force is the integral of vertical pressure forces over the entire wetted surface area of the wing: where: L is the lift, A is the wing surface area p is the value of the pressure, n is the normal unit vector pointing into the wing, and k is the vertical unit vector, normal to the freestream direction. The above lift equation neglects the skin friction forces, which typically have a negligible contribution to the lift compared to the pressure forces. By using the streamwise vector i parallel to the freestream in place of k in the integral, we obtain an expression for the pressure drag Dp (which includes induced drag in a 3D wing). If we use the spanwise vector j, we obtain the side force Y. One method for calculating the pressure is Bernoulli's equation, which is the mathematical expression of Bernoulli's principle. This method ignores the effects of viscosity, which can be important in the boundary layer and to predict friction drag, which is the other component of the total drag in addition to Dp. The Bernoulli principle states that the sum total of energy within a parcel of fluid remains constant as long as no energy is added or removed. It is a statement of the principle of the conservation of energy applied to flowing fluids. A substantial simplification of this proposes that as other forms of energy changes are inconsequential during the flow of air around a wing and that energy transfer in/out of the air is not significant, then the sum of pressure energy and speed energy for any particular parcel of air must be constant. Consequently, an increase in speed must be accompanied by a decrease in pressure and vice-versa. It should be noted that this is not a causational relationship. Rather, it is a coincidental relationship, whatever causes one must also cause the other as energy can neither be created nor destroyed. It is named for the Dutch-Swiss mathematician and scientist Daniel Bernoulli, though it was previously understood by Leonhard Euler and others. Bernoulli's principle provides an explanation of pressure difference in the absence of air density and temperature variation (a common approximation for low-speed aircraft). If the air density and temperature are the same above and below a wing, a naive application of the ideal gas law requires that the pressure also be the same. Bernoulli's principle, by including air velocity, explains this pressure difference. The principle does not, however, specify the air velocity. This must come from another source, e.g., experimental data. Erroneous assumptions concerning velocity, e.g., that two parcels of air separated at the front of the wing must meet up again at the back of the wing, are commonly found.[10] In order to solve for the velocity of inviscid flow around a wing, the Kutta condition must be applied to simulate the effects of inertia and viscosity. The Kutta condition allows for the correct choice among an infinite number of flow solutions that otherwise obey the laws of conservation of mass and conservation of momentum. [edit] Mathematical approximations [edit] Kutta–Joukowski theorem Main article: Kutta–Joukowski theorem Lift can be calculated using potential flow theory by imposing a circulation. It is often used by practicing aerodynamicists as a convenient quantity in calculations, for example thin-airfoil theory and lifting-line theory. The circulation Γ is the line integral of the velocity of the air, in a closed loop around the boundary of an airfoil. It can be understood as the total amount of "spinning" (or vorticity) of air around the airfoil. The section lift/span L' can be calculated using the Kutta–Joukowski theorem: L' = − ρVΓ where ρ is the air density, V is the free-stream airspeed. The Helmholtz theorem states that circulation is conserved; put simply this is conservation of the air's angular momentum. When an aircraft is at rest, there is no circulation. The challenge when using the Kutta–Joukowski theorem to determine lift is to determine the appropriate circulation for a particular airfoil. In practice, this is done by applying the Kutta condition, which uniquely prescribes the circulation for a given geometry and free-stream velocity. A physical understanding of the theorem can be observed in the Magnus effect, which is a lift force generated by a spinning cylinder in a free stream. Here the necessary circulation is induced by the mechanical rotation acting on the boundary layer, causing it to separate at different points between top and bottom. The asymmetric separation then produces a circulation in the outer inviscid flow. [edit] 1900 lift equation The lift equation used by the Wright brothers was due to John Smeaton. It has the form:[11] where: L is the lift k is the Smeaton coefficient- 0.005 (the drag of a 1 square foot plate at 1 mph) Cl is the lift coefficient (the lift relative to the drag of a plate of the same area) A is the area in square feet The Wright brothers determined with wind tunnels that the Smeaton coefficient was incorrect and should have been 0.0033.[12] [edit] Alternative Explanations [edit] Equal transit-time An illustration of the equal transit-time fallacy.One misconception encountered in a number of popular explanations of lift is the "equal transit time" fallacy. This fallacy assumes that the parcels of air that are divided above and below an airfoil must rejoin behind it. The fallacy states that because of the longer path of the upper surface of an airfoil, the air going over the top must go faster in order to "catch up" with the air flowing around the bottom.[13] Although it is true that the air moving over the top of a wing generating lift does move faster, there is no requirement for equal transit time. In fact the air moving over the top of an airfoil generating lift is always moving much faster than the equal transit theory would imply. [14] A further flaw in this explanation is that it requires an airfoil to have thickness and curvature in order to create lift. In fact, thin flat plate wings and sails create lift under a range of angles of attack. If lift were solely a result of shape, then it would not be possible to fly inverted. This explanation has gained currency by repetition in populist (rather than technical) books. At least one common pilot training book depicts the equal transit fallacy, adding to the confusion.[15] Further information: List of works with the equal transit-time fallacy [edit] Coandă Effect Main article: Coandă effect In a limited sense, the Coandă effect refers to the tendency of a fluid jet to stay attached to an adjacent surface that curves away from the flow and the resultant entrainment of ambient air into the flow. The effect is named for Henri Coandă, the Romanian aerodynamicist who exploited it in many of his patents. One first known uses is in his patent for a high-lift device [16] that uses a fan of gas exiting at high pressure from an internal compressor. This circular spray is directed radially over the top of a curved surface, shaped like a lens, to decrease the pressure on that surface. The total lift for the device is caused by the difference between this pressure and that on the bottom of the craft. Two Russian aircraft, the Antonov AN-72 and AN-74 "Coaler", use the exhaust from top-mounted jet engines flowing over the wing to enhance lift,[17] as do the prototype Boeing YC-14 and the McDonnell Douglas YC-15.[18] [19] The effect is also used in high-lift devices such as a blown flap.[20] More broadly, some consider the effect to include the tendency of any fluid boundary layer to adhere to a curved surface, not just that involving a jet. It is in this broader sense that the Coandă effect is used by some to explain lift.[21] Jef Raskin[22], for example, describes a simple demonstration, using a straw to blow over the upper surface of a wing. The wing deflects upwards, thus supposedly demonstrating that the Coanda effect creates lift. This demonstration correctly demonstrates the Coandă effect as a fluid jet (the exhaust from a straw) adhering to a curved surface (the wing). However, the upper surface in this flow is a complicated, vortex-laden mixing layer, while on the the lower surface the flow is quiescent. The physics of this demonstration are very different from that off the general flow over the wing.[23] The usage in this sense is largely seen in popular references on aerodynamics.[21][22] Those in the aerodynamics field generally consider the Coanda effect in the more limited sense above[23][24][25] and use viscosity to explain why the boundary layer attaches to the surface of a wing.[9] [edit] References [edit] Notes ^ Crouch, Tom D. (1989). The Bishop's Boys : A Life of Wilbur and Orville Wright. W. W. Norton, pp. 220-226. ISBN 0-393-02660-4. ^ aerodave (2005-07-12). "How do airplanes fly, really? : A Staff Report by the Straight Dope Science Advisory Board". Chicago Reader, Inc.. Retrieved on 2007-02-18. ^ a b Anderson, John D. (2004), Introduction to Flight (5th ed.), McGraw-Hill, p. 355 ^ NASA Glenn Research Center, Bernoulli and Newton, . Retrieved on 19 April 2008 ^ Ison, David, "Bernoulli Or Newton: Who's Right About Lift?", Plane & Pilot, . Retrieved on 21 April 2008 ^ Karamacheti, Krishnamurty (1980), Principles of Ideal-Fluid Aerodynamics (Reprint ed.) ^ Clancy, L.J., Aerodynamics, Figure 4.7 ^ Clancy, L.J., Aerodynamics, Figure 4.8 ^ a b White, Frank M. (2002), "Fluid Mechanics" (5th ed.), McGraw Hill ^ Aerodynamic Forces ^ Lift equation of the early 1900s ^ Failure Magazine-Wright Brothers ^ Anderson, David (2001). Understanding Flight. New York: McGraw-Hill. ISBN 0071363777. "The first thing that is wrong is that the principle of equal transit times is not true for a wing with lift." ^ Glenn Research Center (2006-03-15). "Incorrect Lift Theory". NASA. Retrieved on 2008-03-27. ^ Kershner, William K. (1979). The Student Pilot's Flight Manual, 5th ed.. ISBN 0-8138-1610-6. ^ USP No. 2108652 ^ Antonov, Oleg Konstantinovich (24-May), ^ Neely, Mike (2008), . Retrieved on 21 July 2008 ^ Pike, John (2008), . Retrieved on 23 July 2008 ^ Englar, Robert J. (June 2005), "Overview of Circulation Control Pneumatic Aerodynamics: Blown Force and Moment Augmentation and Modification as Applied Primarily to Fixed-Wing Aircraft", Proceedings of the 2004 NASA/ONR Circulation Control Workshop, Part 1, NASA/ONR, pp. 37-99 ^ a b Anderson, David & Eberhart, Scott (1999), How Airplanes Fly: A Physical Description of Lift, . Retrieved on 4 June 2008 ^ a b Raskin, Jef (1994), Coanda Effect: Understanding Why Wings Work, ^ a b Auerbach, David (2000), "Why Aircraft Fly", Eur. J. Phys. 21: 289–296 ^ Denker, JS, Fallacious Model of Lift Production, . Retrieved on 18 August 2008 ^ Wille, R & Fernholz, H (1965), "Report on the first European Mechanics Colloquium, on the Coanda effect", J. Fluid Mech. 23: 801–819, doi:10.1017/S0022112065001702, [edit] See also Aerodynamic force Angle of bank Drag force Lift-induced drag Lift-to-drag ratio Circulation control wing Kutta condition Kutta–Joukowski theorem Drag Downforce Lifting-line theory [edit] Further reading Introduction to Flight, John D. Anderson, Jr., McGraw-Hill, ISBN 0-07-299071-6. The author is the Curator of Aerodynamics at the National Air & Space Museum Smithsonian Institute and Professor Emeritus at the University of Maryland. Understanding Flight, by David Anderson and Scott Eberhardt, McGraw-Hill, ISBN 0-07-136377-7. The authors are a physicist and an aeronautical engineer. They explain flight in non-technical terms and specifically address the equal-transit-time myth. Turning of the flow around the wing is attributed to the Coanda effect, which is quite controversial. Aerodynamics, Clancy, L.J. (1975), Section 4.8, Pitman Publishing Limited, London ISBN 0 273 01120 0 Quest for an improved explanation of lift Jaako Hoffren (Helsinki Univ. of Technology, Espoo, Finland) AIAA-2001-872 Aerospace Sciences Meeting and Exhibit, 39th, Reno, NV, Jan. 8-11, 2001 This paper focuses on a physics-based explanation of lift. Calculation of lift based on circulation with artificially imposed Kutta condition is interpreted as a mathematical model, having limited "real-world" physics, resulting from the assumption of potential flow. Also the role of viscosity is discussed. Author's claim is that viscosity is not important for lift generation. Aerodynamics, Aeronautics, and Flight Mechanics, McCormick, Barnes W., (1979), Chapter 3, John Wiley & Sons, Inc., New York ISBN 0-471-03032-5 Fundamentals of Flight, Richard S. Shevell, Prentice-Hall International Editions, ISBN 0-13-332917-8. This book is primarily intended as a text for a one semester undergraduate course in mechanical or aeronautical engineering, although its sections on theory of flight are understandable with a passing knowledge of calculus and physics. [edit] External links Discussion of the apparent "conflict" between the various explanations of lift NASA tutorial, with animation, describing lift Explanation of Lift with animation of fluid flow around an airfoil A treatment of why and how wings generate lift that focuses on pressure. Physics of Flight - reviewed. Online paper by Prof. Dr. Klaus Weltner. Explanation of Lift with animation of flow around an airfoil. Retrieved from "http://en.wikipedia.org/wiki/Lift_(force)" hahah
  20. We recently talked with Robert Harris, who took it upon himself to build his own homemade wingsuit. After years of motocross racing, Robert started skydiving five years ago, and since then has attained over 1600 jumps, his D-license as well as AFF and coach ratings. However, what made us want to talk to him, was having seen that he had developed his own DIY wingsuit at home. He talks to us about what inspired him, how he made it and most importantly, how it flew. What made you want to develop this DIY wingsuit? I have always liked knowing how things are made, when I was a kid I took everything apart to try and figure out how it worked and hopefully put it back together before my parents found out. This didn't stop as I got older, although it changed to learning, so I could make things. Shortly after I started wingsuiting I decided I was going to make a wingsuit someday. So last year I asked for a sewing machine for Christmas and didn't get one as no one knew what kind I wanted and I didn't either. I had gotten to use a sewing machine back in middle school home ec class but didn't care about learning sewing, wish they had told me I could make parachutes and wingsuits back then as I would have paid way more attention. After talking to my dz's rigger Sally and some other people and decided to get a singer 20u, after over a month of trying to buy one I found one on Craigslist from an old lady that really never used it for 400$. Then I started sewing. First a pillow case, then a miniature version of my Leia that I made into a traction kite, a belly band, canopy continuity bag, and weight belt. After all of those projects I finally decided it was time to start my wingsuit project. What experience do you have in aeronautics or aviation product development? I don't really have much, but I have started an online class on Aeronautical Engineering to learn more about designing airfoils. I hope to learn to do some equations to determine glide and speed of a given airfoils parameters and hopefully eventually learn CFD(Computational Fluid Dynamics) to push the envelope of what can be done in wingsuits I make later. What were your expectations when starting this project? I was told by quite a few people that I was crazy for wanting to make a wingsuit or that it was too hard and I didn't have a chance. I didn't really care about the designing process when I first started I just wanted to assemble a suit and fly it. I didn't care if it was the best performing suit I just wanted to say I had done it. Although I think I have caught the bug, now I want to make another one and try some new ideas we haven't seen in the wingsuit world yet. Could you explain your creation process to us? When I started I picked one of my wingsuits as a starting platform. I took measurements all over the outside of the suit, and decided to change the arm wings completely as I didn't want to outright copy the suit. I simplified some parts trying to make it out as few as pieces as possible. After all the outside pieces were made came the challenging part of making the ribs. I was originally going to make it with back fly vents so tried to make an airfoil shape that would be as good either on back or belly. I drew out where the ribs would be placed and measured how long they would need to be on the top and bottom skins and as far as thickness goes I knew how wide I wanted the thickest one and the thinnest, to figure out the rest I used some math to taper from the biggest to smallest. After I started sewing I scraped the backfly vents but left the ribs how they where as after putting the fronts on I didn't want to deal with the headache of the backfly ones as well. I spent a couple days making patterns and writing everything down as I did it to make it easier for possibly making another one. After the patterns were all done and checked for fit against each other I started cutting them all out of some parapac I got from JoAnn's fabric with my new hot-knife my girlfriend got me for my birthday. This part went relatively quickly and only took about a day total. Then came the weekend and jumping time, it was hard to pull myself away from my project but I needed to train for the last swoop meet of the season. As weather got crappy I started the sewing. I figured it would be best to get the hardest part done first the arm wings as if I couldn't get those done there was no point in even making the tail. I started with sewing the ribs to front or bottom skin of the suit and quickly learned the sewing the ribs and vents on together was a pain. I did every step on both wings at the same time so I could try and make it as symmetrical as possible and knew they where both put together in the same order. I felt really accomplished when I finished both arm wings and was ready to push through the tail wing quickly before my swoop comp. The tail wing went together pretty easily after making the arm wings and before I knew it I had 3 wings that needed to be put together. After missing a couple of weekdays jumping as I sat busy behind my blue Singer I had finally finished! I was so excited after 23 hours of sewing to go jump it but jumping had already stopped for the day. And how did it fly when you took it out? I really wanted to get some outside video of its (cough cough) first fight. Go figure, none of the normal wingsuiters where around, I eventually asked my friend Paul who has done only a handful or two of wingsuit jumps if he would try. I gave him an I-bird I use for teaching and rig to borrow so he wouldn't be jumping his velo. We talked about the dirt dive and manifested for a load. As we climbed to altitude all I could think about was my family and girlfriend and how dangerous this could be. I did a lot of practice touches of all my handles and went through my emergency procedures as I always do but did way more of them. On the 2 min call we did all the normal handshakes and then I buckled my helmet and zipped up my arm wings. As all the other jumpers were getting off the plane my heart started racing, I used all my yoga experience to get my breathing in check as I walked to the door of the Twin Otter, I could tell Paul was nervous as well. I had him exit before me as I wanted a nice exit shot, as I hopped out from a poised position in the door all I could think was please don't let the suit blow apart! I made sure to keep all my wings shut down on exit and waited to see the tail before I ever so slowly opened my wings. I got my wings open and started flying, I was ecstatic at this point as the suit was staying in one piece. I started my first turn shortly after and was surprised at how stable it was. It took a little bit for Paul and I to get together but around 10k we got together shortly after my practice pull to see if there would be any issues and it was the easiest one I have done in awhile. We flew with each other for a bit and then about 7k I wanted to see what I could do with it. I started a small dive then went in max flight. I decided I would pull higher then normal as I was still jumping my normal wingsuit canopy a Jfx 84 at 4,500 feet. I came in to land with 90 degree turn for nice little swoop. Shortly after Paul landed close by and celebrated an awesome jump! I have never been so excited and nervous on any of my 1600 plus skydives or 4 base jumps yet alone together. After I landed I had to message family and girlfriend to let them know I was ok, they were all pretty scared about me doing it. Since the 1st jump I have only done 1 more on the suit and it was a time run, I got 2 min and 20sconds out of it, which was defiantly shy of the 3-3.5 min I should have gotten out of that size suit. Turns out the fabric I used was my biggest downfall, it didnt have a coating on it like parapac used in other suits so it was constantly bleeding air out and never achieved max pressure. What was the biggest challenge in creating your wingsuit? The biggest challenge by far was trying to figure out what order everything gets put together in, I spent a couple days alone trying to piece it together in my head to figure it out. Although I had to unpick a few parts because of misalignment I did not have to unpick anything because of the order I put it together in. Do you feel that your venture was a success? In the end I feel I achieved my goals I set out for the project and learned tons along the way! I look forward to starting my next suit when I return from visiting my girlfriend in London. I already have tons of things I want to try try and do but the major thing will be a fabric that has zero porosity. About Robert Harris (D-31584): I grew up racing motocross at a early age and after many years of racing I stopped because I was tired of breaking myself. I still rode and one day on the way from riding I got a call about getting to do a free tandem. Of course I said yes much to my parents dismay, they thought skydiving was too dangerous at the time and realize now its more dangerous then motocross. I had loved motocross for the jumps as I loved the feeling of flying through the air. Skydiving was just that pure flying and as soon as I landed I signed up for Aff. One year after I started I had 200 jumps and started wingsuiting on jump 201. My 2nd year in I had my D-license and got interested in Canopy Piloting as well. Since then I have gotten my coach and Aff ratings and am currently on my 5th year of skydiving and have just over 1600 jumps.
  21. Most federations recommend 1000 jumps before flying cross-braced canopies. Besides that, loading a cross-braced at 1.05 is kind of, for lack of a better word, useless. These canopies are designed for higher winloads, without exception I would say. Loading them so lightly is probably counterproductive. The wing will be less pressurized, and that could be dangerous. To give you an example, Fluid Wings recommends the Gangster for wingloads starting at 1.5. Most other recommend 1.8 at least. I am unsure what is the local culture at your DZ, but judging from the first post looks like the understanding of the different canopy designs and their effect on flying characteristics is a bit lacking. When in doubt, try to be conservative. It is better than been scrapped out of the ground.
  22. The Echo is now avaliable from Fluid Wings Super strong offering that will really be a fun addition to the sport jumpers quiver. Lots of good technology used in ultra class wings being brought to the canopies we all fly. Enjoy the openings, and love the flight. Flare for days and rears that feel right. LMK If you have any questions. 107, 120, 135, 150, 170
  23. So the only tri-tapered design canopies I've flown have been the HK and the Airwolf, so I don't have any comparable details (though I will be flying a Valkyrie next weekend) to other manufactures, but I can compare the Airwolf to the Helix, and older design cross-braced canopies. The Airwolf, jumped a 79 at a 2.55 WL, compared to the Helix, jumped a 84 at a 2.4 WL, was much less responsive on the harness inputs. The Helix was a little harder to control upon opening, the start of the turn was much quicker, and I was unable to dial-in the rollout with the limited jumps I did on it, always needing to over-correct what always turned out to be a very quick whip. It did recover quicker than the Airwolf, but with its ZP external and Sail internal design allowed for what felt like a faster horizontal speed. The canopy also needed to be transitioned to toggles a little sooner than what feels natural, but still carried as well as ZP with Sail internals can be expected to. I did feel that owning a Helix would, in the long-term, help me become a much better pilot because I would be forced to be able to fly my harness as square as possible and dialing in my harness input during the turn. The Airwolf was definitely steeper than the Helix with a longer recovery arc and was much easier to fly on opening even with an increased wingloading due to the less responsive harness inputs. The turn, roll-in, rollout, and dive were all similar to older design crossbraced canopies, but with increased sensitivity and much more user friendly inputs needed. It has two variations that it can come in, one with FT-30 (which can be placed somewhere between ZP and Sail material, a great article was published by Fluid Wings and is available on their website on the FT-30 material) on I believe the crossbraces and top fabric, which had the awesome benefits of much more powerful rear and toggle inputs and carried forever, even after transitioning to toggles. The second configuration had less FT-30 but I didn't have the opportunity to jump that configuration. The HK on the other hand, which I jumped an 84 at the 2.4 WL including a full RDS as opposed to only removable sliders on the other wings, is by far the strongest wing in their lineup, and comes in full-sail (I very unfortunately did not get to jump the HK-T which is a terminal version of the same wing with other changes to make it more friendly to terminal openings). The harness was more responsive than the Airwolf, but still less twitchy than the Helix. The dive and recovery were steeper and longer respectively than the Airwolf and the power in the rears and toggles was also more powerful. The canopy kept carrying and came to such smooth, easy stops. If I felt more confident flying the HK in traffic, I would for sure be leaning towards that wing (probably the HK-T so I can fall longer before deployment), but as is, the Airwolf was the most user friendly wing with the most powerful responses and great dive and recovery with predictable harness inputs during the turn that I've had the pleasure to fly. Disclaimer: I do not work for nor get any benefit from endorsing Fluid Wings, I just loved the damn canopies, all of them. Plus, I met the founder, and he was one the coolest, most intelligent people I've met in skydiving, which may or may not be saying much... ;p Plus, if you send your canopy to them, they'll do the reline for free, all you have to do is purchase the lineset.
  24. the Fluid Wings RDS has been very well received from the community. it pairs exceptionally well with the Fluid semi-stowless bag. Ido work there and am biased (can you blame me?) :) but the new slider design is one of the easiest to use in the industry, and we will happily make it to your size and color specs. Cant best the price.
  25. I'm also 70kg and started my 90's at similar height (~420) on a Sabre 2 it dives more than a Saf2 and possibly more than both the Crossfire 2 & 3, the 3 doesn't dive a whole lot more than the 2. The Gangster from Fluid Wings is the one I'd choose (and I did) due to the recovery arc, I prefer it to the JFX (haven't tried the JFX2) but it's still a high perfomance wing and please please check with some smart people whether you're ready for it!