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Found 272 results

  1. WASHINGTON -- Everybody knows it was Neil Armstrong that took that historic one small step. But now several parachutists are aiming to take giant leaps that could lead to a new form of extreme sport - spacediving. Technology and bravado are merging to create a new breed of high-altitude hopefuls - people ready to take the fall of a lifetime. The hope is to shatter a four decades old record by freefalling from the edge of space, break the speed of sound on the way down, and live to tell about it. Vaulting into the void In the 1950s, the U.S. Air Force took on the issue of hazards faced by flight crews bailing out from high-flying aircraft. As part of the research, Project Excelsior used a gondola-toting balloon to carry a pilot high into the stratosphere. From the end of 1959 into mid-1960, Captain Joseph Kittinger took three leaps of faith. He counted on himself, medical experts, protective gear, and a newly devised parachute system to ensure a safe and controlled descent to the ground. On August 16, 1960, Kittinger jumped his last Excelsior jump, doing so from an air-thin height of 102,800 feet (31,334 meters). From that nearly 20 miles altitude, his tumble toward terra firma took some 4 minutes and 36 seconds. Exceeding the speed of sound during the fall, Kittinger used a small stabilizing chute before a larger, main parachute opened in the denser atmosphere. Air Force Captain Joseph Kittinger, Jr. jumps from Excelsior III balloon gondola in 1960 test, freefalling toward Earth for over 4 minutes. CREDIT: U.S. AIR FORCE He safely touched down in barren New Mexico desert, 13 minutes 45 seconds after he vaulted into the void. The jump set records that still stand today, among them, the highest parachute jump, the longest freefall, and the fastest speed ever attained by a human through the atmosphere. Somewhat in contention is Kittinger's use of the small parachute for stabilization during his record-setting fall. Roger Eugene Andreyev, a Russian, is touted as holding the world's free fall record of 80,325 feet (24,483 meters), made on November 1, 1962. Spring of our intent Now take your own jump from the 1960s to 2001. Several individuals are after the freefall record, on the prowl to raise millions of dollars in sponsorship funds to claim the milestone. Rodd Millner, an Australian ex-commando is putting together the "Space Jump" project. Working with a film company, Millner's balloon ride and follow-on fall would be well documented. Taking two-and-a-half hours to balloon himself up to 130,000 feet (40,000 meters), and outfitted with the latest in survival gear, Millner would high step into the stratosphere. Hot air balloon platforms, a team of skydivers, a Lear Jet, and other aircraft are to be airborne to record Milllner's dive into the record books. "We have involved a special team of experts across a wide range of scientific and technological areas to ensure this project is successfully conducted with optimum safety and with spectacular visual effect," said Walt Missingham, project director of Space Jump, in a group press release from Sydney, Australia. If all remains on track, Millner plans a liftoff in March 2002, ascending from just outside Alice Springs, in the center of Australia. Realistic go-getter Another freefaller is Michel Fournier, a retired French parachute regiment officer. He has made some 8,000 jumps, and is the French record holder for the longest fall, from an altitude of about 37,000 feet (12,000 meters). "I love discovering and experimenting. I'm a realistic go-getter, a little stubborn at times, Fournier said. Calling his effort the "Big Jump", Fournier has assembled a team of experts to assist in strategizing his stratospheric jump from 130,000 feet (40,000 meters). Within 30 seconds of departing his pressurized basket, Fournier hopes to break the sound barrier during his plummet. Equipped with a pressurized suit and special gloves, the diver expects to thwart frigid temperatures and ultraviolet radiation. The fall itself is to last 6 minutes and 25 seconds. It will be the first big aeronautical exploit of the third millennium, Fournier explains. Fournier points to Jean-Francois Clervoy, a European Space Agency (ESA) astronaut, as "godfather of the project". The tragic Challenger accident in 1986 and ESA's work on its own space plane, the Hermes, are singled out by the skydiver as early motivation for his working on the Big Jump. First plans called for the Big Jump taking place in September 2000. The French liftoff site was in the Plaine of Crau. A website about the effort explains that Michel could not jump in France because of administrative reasons. His team is now scouting for another launching site somewhere else in the world. Skydiving skills The StratoQuest mission features world champion skydiver, Cheryl Stearns. She too seeks to break the Kittinger record by dropping to Earth from 130,000 feet (40,000 meters). Stearns is no newcomer to breaking new ground in the air. A commercial airline captain on Boeing 737's, at 13,050 skydives and climbing, she has made the most jumps of any woman in the world, with some 30 world records under her helmet. Carried by balloon to above 99 percent of the Earth's atmosphere, Stearns will wear a customized pressurized space suit. Her freefall velocity may exceed the speed of sound, heading toward Mach 1.3. Maintaining a head down position will get her through transonic, and supersonic speed regimes. But as she begins to enter heavier atmosphere, a dangerous transonic phase comes again. At this point, her skydiving skills are to be tested in order to maintain stability until parachute deployment. The jump is tentatively set for over New Mexico, perhaps in April 2002. Pushing the envelope Where is all this sky jumping headed? First of all, high-altitude skydiving is on the cutting edge, said Mark Norman, an instructor with Freefall Adventures in Williamstown, New Jersey. "Certainly, they are challenging themselves, that's for sure. They are definitely pushing the envelope without any shadow of a doubt," he told SPACE.com. Prior to "hitting the silk", spacediver uses balloon-like device to slow down and protect against forces during initial atmospheric entry. Credit: Canadian Arrow At Freefall Adventures, typical skydiving starts at around 13,500 feet (4,115 meters), Norman said, with a jumper paying $16.00 dollars for the aircraft ride. As one of the busiest centers in the world, the group handles upwards of 15,000 people a year, he said, all hankering for a minute's worth of freefall Norman said that high-altitude skydivers must think safety first, with regards to oxygen and pressurization issues. "So it lends itself to a lot of difficulties and a lot of impracticalities that we don't necessarily need to deal with in the commercial, mainstream skydiving industry," he said. Building a business on people swooping down from the edge of space doesn't seem too practical at the moment, Norman said. Drop zone: Earth But Geoff Sheerin, team leader of the X Prize entry, the suborbital, passenger-carrying Canadian Arrow, believes what is taking place is an early form of spacediving. "A rocket can take a spacediver to any altitude desired in just minutes, resulting in less time exposed to the dangers of vacuum and cold," Sheerin said. "I think this will ultimately lead to suborbital vehicles being the transport of choice for spacediving. Anyone using a rocket for spacediving can demolish any balloon record ever made," he said. To the general public, spacediving might seem impossible, Sheerin said, as most think everything coming back from space burns up on reentry. "If you look at the lower energies involved for suborbital flight, compared to orbital speeds, you realize that material and technology of today can turn spacediving from a suicide jump into a very survivable extreme sport," Sheerin said.
  2. admin

    Andrey Veselov - Featured Photographer

    Andrey Veselov is an extremely skilled photographer, whose first taste at professional skydiving camera work began when he invited as a ground videographer for the Russian National Formation Skydiving Team; a few years after beginning skydiving in the Russian Airborne Army. His heart however always lay in photography and it wasn't long before he had a Kiev-19 camera attached to an anatomical helmet he made and was taking photographs of 4-way and 8-way teams. He later became a professional cinematographer and photographer with involvement in numerous world record team jumps around the world. Andrey, who runs skyphoto.ru has captured skydiving photographs in the remotest and most unique of areas, from Micronesia to Siberia and the North Pole. He boasts an unbelievable portfolio of thousands of world class images and has over 13 000 jumps to his name. Every year he participates as a Captain and a Camera Team member in various international big-way events. He is also the winner of various awards including the 1997 Interphoto contest of professional photography, where he took first place in the "sport-singles and series" category and the "best photography of the year / grand prix". He also claimed first place in the Canon Photo Contest in 2001. Be sure to check out the amazing work Andrey has submitted to dropzone.com VIEW ANDREY VESELOV'S GALLERY
  3. admin

    Skydiver's Anonymous

    For the average weekend-warrior, skydiving is the great escape. The end of each dreary workweek is met with excitement and anticipation. Time to skydive! This is our chance to be with friends who share our passion, and escape the mundane, while we embrace life on our own terms. But with every wild weekend at the dz come the frustrations of another Monday morning…back to “reality”. And as the weekend highs become increasingly potent, so, too, do the lows of the following week back in the “real world”. This is a problem. Or at least is has been for me. Skydiving is so much more than the physical act of each jump. It’s exciting, challenging, rewarding, and – at times – incredibly fulfilling. It also brings a sense of community, place, and purpose to the lives of many of us. The bonds created at the dz are strong, and the times spent together with friends in the mutual pursuit of pleasure can be as rich and vital as nearly any other human experience. This is why we jump. But not everyone has something equally rewarding or exciting waiting for them at home. In fact, many of the dedicated skydivers I’ve known sacrifice a substantial amount of their time, energy, and resources in support of those two sacred days each week that they get to spend doing what they love. In many ways, it’s like a drug. The comparisons are obvious: It’s expensive It’s exciting and intoxicating It’s quite addictive It leaves you in withdrawal when you’re unable to jump It’s not always socially acceptable (sometimes even forbidden by friends / loved ones) It can eventually have negative effects on other parts of your life (relationships, finances, etc.) It can consume your mind and thoughts even when you’re not jumping It can begin to rule your life, as you reshape your time, energy and resources to better support your habit What, then, becomes of our prior reality? It’s hard to replicate the floods of dopamine and surges of endorphins unleashed over the course of a weekend in the sky. And as you progress in skydiving towards more demanding disciplines that require greater focus and dedication, all else can become comparatively dull and uninspired. But there are no support groups for us crazy few. No meetings to attend with mantras to repeat aloud in sober solidarity. We’re left to our own devices – bored and daydreaming about our next fix. This duality doesn’t sit well. At least not with me. I’ve had a very difficult time adjusting to a life split between two utterly separate and diametrically opposed worlds – one of hedonism and excitement, and the other of drudgery and toil. For me, these two paths could no longer be bridged. I’ve had to choose. And I’ve always been a much more talented hedonist than I have a cubicle-rat, so my choice was fairly clear. Granted, not everyone is in a position to completely cutaway. Some of you have spouses, kids, mortgages, magazine subscriptions, softball practices, and various other entanglements with which to contend. These types of responsibility have always terrified me. But I’m very interested in hearing from you! How is it that you, the reader, who I presume lives to some extent in both of these worlds at once, is able to reconcile them? What sacrifices must you make? How do you divide your time between the sky (the friends, the bonfires and other sanctioned mayhem) and the so-called “real world”? Perhaps there’s something I’ve missed in my pursuit of balance. And I’d love to hear what that might be. Your thoughts and personal insights are welcomed and invited below!
  4. admin

    BASE Jumper Cleared by Court

    Westminster man who smashed window trying to parachute off hotel has landed an acquittal. Harry Caylor found a thrill to match jumping off downtown buildings -- in a first-floor courtroom of Denver District Court on Wednesday. A four-woman, two-man jury had just acquitted the 31-year-old Westminster man of reckless endangerment. "I'm about to have an aneurysm," Caylor joked, noting that the feeling was similar to what he goes through in as a BASE jumper. "Racing pulse. Pounding heart. Sweaty palms," Caylor said before hugging his friends and lawyer. Prosecutors had charged Caylor in a botched Oct. 2 parachute jump that ended with his smashing through a window on the 21st floor of Embassy Suites. They contended that glass fragments would have rained down upon a hotel concierge on 19th Street if she had not stopped to pick up a pen beneath a canopy. But Caylor's lawyer Gage Fellows argued that it was just an accident and that the concierge, or doorkeeper, was not in harm's way. Fellows also emphasized the precautions Caylor took before jumping. He also pointed out that there is no law in Denver against BASE jumping, which stands for Building, Antenna, Span and Earth. Those arguments proved persuasive, said jury forewoman Larissa Hernandez-Ottinger. "We felt he took a lot of precautions," she said. "He planned this out carefully. "Something did go wrong, which is bad. But because of all the precautions he took, no one was injured." Juror Cecilia Sambrano said she agreed that the concierge did not appear to have been in danger. And several jurors said they believe the city ought to have a law against BASE jumping off public buildings. But since no such law exists, they saw their verdict as a separate issue. Hernandez-Ottinger said the jury might have convicted Caylor if he had been charged with trespass. Prosecutors did not file that charge, in part, because a door leading to the roof had been left unlocked, said Lynn Kimbrough, a spokeswoman for the Denver district attorney's office. "I'm still sorry I did it, and I'm definitely guilty of breaking their glass," said Caylor, adding he had offered to reimburse the hotel. But he was elated with the verdict. "We're going to name a cliff in Moab, Utah, after Judge Doris Burd," the trial judge, he said. "And we'll name a cliff for every one of the jurors."
  5. Emma Tranter has helped airsports athletes get on--and stay on--the mat for 16 years. You’re next. So, full disclosure: This author has been practicing yoga for many years. I deeply believe that I couldn’t jump or fly without using yoga as a tool to undergird those activities, but it was so difficult to explain why that I generally deflected the conversation. After all, it used to be that chats involving yoga on the dropzone would end awkwardly (usually, with someone trying to fold themselves into lotus pose and falling off a barstool). These days, other airsports athletes tend to be much more receptive--but they often insist they simply can’t do yoga themselves, always calling in one (or more) of these three reasons: I don’t have time. I’m not flexible. I already work out enough. But what if I told you that these are all dismantlable barriers? That you can--and very much should--knock them down? And that it’ll measurably increase your sports performance? You certainly don’t have to take my word for it. Take Emma Tranter’s. Emma is a force of nature in our sport. A longtime-professional-skydiver-and-traveller-turned-extensively-educated-yoga-teacher, Emma has over 16 years of experience melding these two seemly opposing practices (and understands firsthand, the desires, aversions and excuses of the adventure-seeker. If you’ve spent time at Skydive DeLand, you know Emma for her yoga studio: The Yoga Shed, so close to Skydive DeLand that a well-thrown baseball will easily make the journey from the dropzone parking lot to the studio’s front door. Along with running her yoga studio, Emma currently travels the globe from her home base to facilitate Fusion Flow wellness retreats at various wind tunnels around the world, She does this with her twin sister, peak performance health coach, Lucie Charping. Arguably, Emma has the world’s most substantial experience in working with airsports athletes as they develop and advance a yoga practice. If anyone can break down the barriers between you and a yoga mat, it’s gonna be her. So let’s get started, shall we? ALO: Emma, tell us your abridged life story in the sky and on the mat. Emma: I made my first jump at home in New Zealand in 1994. I was professionally skydiving for many years--traveling all over the world for the sport. I eventually came to DeLand and stayed. I started teaching yoga in 2000, but I was still primarily a skydiver--packing parachutes and coaching at Skydive University and all of that kinda stuff. The balance shifted around 2003, when I completed a thousand-hour course in Precision Alignment Yoga. It was a two year training. It was awesome; I am still with those teachers. As the early 2000s went by, I started to get more more dedicated and committed to yoga. I transitioned out of professional skydiving but I stayed very active in the community, and I still fly regularly in the tunnel. The tunnel gives me more space in my life to dedicate to yoga, and teaching yoga is undoubtedly what I am supposed to be doing with my life. This is the sixth year of the Yoga Shed. Opening it in 2011 right next to the dropzone just seemed like the most natural choice in the world. I love to teach skydivers; they’re my people. And what skydivers find in a yoga practice is uniquely helpful to them. ALO: Does it still feel to you like people in these sports have the wrong idea about yoga? Emma: Oh yeah. A lot of airsports people--like the general public, I guess--still have the conception that yoga is about bending yourself into a pretzel or sitting on a cushion and omming. I mean, it is in some practices, but this is a very limited view. Airsports people tirelessly seek a state of flow. When you jump out of a plane or off a cliff and you’re not in that flow state, then that’s usually when things go wrong. When things go really right, it’s when your consciousness is in alignment; when you are fully present and not affected by your ego, when you aren’t thinking about what happened before or what’s coming in the future. You are just in that moment. Yoga gets you there. Airsports athletes make really good yogis because, once they actually establish the habit, they see the immediate, enormous benefits of the practice. They know what that particular flow feeling is when they meet it on the mat because it’s one of the central reasons they jump. The great news is that--once you’ve got the concentration required, when you can align the body and align the mind--then you start to experience that nowness that we all love in airsports whenever you want to. The trick is just to start doing it. ALO: Okay, Emma: I don’t have enough time. Emma: The first thing you have to do is be realistic as far as time goes. I always suggest the same question: How much time is realistic for you to dedicate to your health and wellness practices in order to support your flying, your skydiving, your BASE jumping...whatever it is that you love to do? Is it 10 minutes? 15 minutes? Half an hour? Most people will be, like, okay, I could definitely do 15 minutes. I take longer than that in the shower. Then I’ll say, “Okay. Let’s make this a 15-minute practice. How many days a week do you realistically think you will dedicate 15 minutes to do this practice? Twice a week? Three times a week? Fifteen minutes, three times a week, is very doable. I usually encourage my students to do their practice in the morning, before the day gets going and distractions come along. Can you get up 15 minutes earlier and fit it in before your shower? Do you see that as something that’s realistically possible? The majority of people discover that it’s quite easy to do. It’s more beneficial for people to do a 10- or 15-minute home practice every day than go take a class once a week for an hour and a half. When people start with a 10-minute or 15-minute practice and dedicate to it, that practice gradually lengthens in time. Suddenly that 10-minute practice that they were just going to get out of the way is 15 minutes long. And then, a month later, it is 20 minutes long, because they just felt like staying in it a little bit longer. In time, it grows and grows from within. But If you expect yourself to do a one-and-a-half hour practice, three times a week, right off the bat--if that’s unrealistic, then you’re setting yourself up for failure. If it’s that easy, why isn’t everybody doing it already? Find out in the next installment--as well as the reason “I’m not flexible” is the worst-ever reason not to take up yoga.
  6. DSE

    The GoPro Hero

    Last week GoPro sent me one of their new Hero cameras to test in a variety of environments. I’m somewhat of a snob when it comes to cheap camcorders, and the people at GoPro knew this from the start. In fairness, this is the least expensive camera/camcorder I've ever reviewed, and not expecting to be impressed.The camera arrived in a complete configuration; batteries, 2GB SD memory card, and the standard box that the GoPro comes with. Opening the GoPro package requires a degree in disassembly if the box is to be kept in more than one piece. It took three people nearly 10 minutes to figure out how to open it. If the box is any indication of how tough this camera is…it’s gonna be a great little camera. The GoPro Hero Wide Physical Characteristics: The camera includes several mounting options, including a rubber headband that resembles a jockstrap. It’s not much to look at, but it’s also not going to be the common use (I hope) for most users. The camera mount on the “jockstrap” can easily be removed and connected to more substantial webbing. The water housing is impressive. Very impressive for the price, in fact. I’ve paid more for a cheap housing than for this entire camera, and this housing is more nicely built than a housing I once paid $350.00 for. This is a good thing, because the mount for the camera is integrated into the waterproof/protective housing of the camera. The system is not designed to be used without the camera in its waterproof housing. The camera itself feels “plastic,” even though it is made of light aluminum and plastic. The plastic lens is fairly exposed; all the more reason to keep it in its waterproof case and keep the case in a soft bag when not being used, in order to protect the lens from damage/scratching. This shot was one of 92 still images captured in a single skydive. With a plastic pressure-release mount, there is some fear that a hard strike will cause the unit to be torn from whatever mounting device it may be attached to; this is a positive feature rather than negative factor, as safety is the primary concern of all active sport enthusiasts. The plastic mounts are plentiful; GoPro provided three stick-on mounts with extra double-sided adhesive material. In addition, GoPro provides a pair of extra mount clips, and a mounting arm that allows for a 90degree rotation of the camera when mounted to vertical objects such as the mast of a kiteboard, paraglider, or similar. It’s much like an Israeli-arm used for higher end cameras, excepting that it’s exceptionally lightweight, and plastic. The camera comes with several mounting devices/replacement parts. Technical Characteristics: The camera has a very small sensor size, I believe it is 256 x 192 with doubling, but I was unable to receive confirmation of this from the relations department at GoPro. The sensor is a CMOS imager, which is somewhat obvious by the lack of dynamic range (see image with large black spot in center of sun). Sporting an output frame size of 512 x 384, broadcast, output to DVD, or other full-frame display will be difficult to do with any degree of image integrity. For web or fun review on a computer in small viewer, it's perfectly appropriate and will give a lot of enjoyment to the sports enthusiast that isn't chasing professional results. GoPro encodes to an MJPEG codec in AVI container (will be .mov on Apple) and will require an MJPEG decoder in order to read/edit. Most NLE software includes an MJPEG decoder, and they are available from several providers around the web. The encoder compresses the video data to 4800 Kpbs, which is approximately the same compression ratio found on many hllywood DVDs. However, bear in mind that Hollywood DVDs are framesized at 720 x 480, and are sourced from film or HD cameras. I mention this, as some of the marketing commentary on the GoPro Hero compares technical data with that of a DVD. They’re not remotely the same. Additionally, DVDs are encoded with a PAR (Pixel Aspect Ratio) of .909 or 1.333. This means that pixels are elongated in either a horizontal or vertical configuration. The GoPro records a PAR of 1.0 (this means the pixels are square, and are not stretched, which is a benefit). The display is a Standard Aspect Ratio, otherwise known as 4:3. This is the “old” format of screen display, and is no longer available in television displays. GoPro might consider providing widescreen in an anamorphic format in their next camcorder models, as widescreen displays are now the world standard. 30Fps Progressive frames means the image will be smooth for playback, and clear on computer monitors. Audio is recorded in Mono @8Khz/64Kbps stream. The audio is useless for anything other than reference. It should be pointed out once more, that this camera is aimed at the sport enthusiast that wants to capture exciting moments for the web, not for broadcast or professional use. Still images may be captured at the rate of one still every two seconds for up to 65 minutes (over an hour) on a 2GB SD card. Larger cards may be used. The stills are 5MegaPixels, and for some, this is going to be a “wow” factor. However, there is a difference between stills captured through a low-cost plastic lens and a reasonable quality glass lens as found on most 3-5MP hand cameras. In other words, the megapixel count is only a small part of the actual picture quality. (More megapixels don’t assure better pictures in any event.) SD flash card is the format in which this camcorder stores data. SDHC cards do not improve the performance, speed, nor quality of the camcorder. The camcorder package also includes a proprietary cable connection that outputs to USB and video composite signal. Note the hot-spot in the middle of the sun. I was able to consistently reproduce this artifact with any bright light source in a high latitude shot. Even a 100 watt lamp could create this anomoly in a reasonably lit room. I believe this is a problem with the sensor; it cannot manage high latitude. Operational Characteristics: The camera is easy to operate. The multiple-press menu button that provides an icon-driven LCD panel doesn’t provide immediate feedback, and requires a review of the owners manual to decode the iconography of the display. In my first operation, I captured video from a skydive, but accidentally deleted the files as a result of not being clear on what the different icons were indicating. Additionally, it wasn’t immediately clear on how to turn off the camcorder, and when left on without operation, the camcorder eats batteries fairly quickly. With regard to batteries, only Lithium batteries should be used with the GoPro Hero. They’re a little more expensive, but this device eats alkaline batteries like they are candy. Rechargeable batteries may not be used. The GoPro Hero Wide uses SD memory cards. The black strip on the back is a rubber isolator to keep the camera tight in the waterproof housing. There are only two buttons on this camera, it’s not like it’s a challenge to operate once the owners manual has received a glance or two. One button for shutter control/record functions, and one button for menu control. The beauty of this camera is found entirely in its small size, price, and ease of use. Summary: This camcorder isn't going to light the professional's eyes up like a professional POV camera will, but it won't burn the amateur's wallet like a professional POV camera costs, either. I've tried all the various POV "sport cams" currently on the market, and for sub $200.00, this is clearly the winner. There simply is no camera in its class that can compete. GoPro should be proud of themselves for designing a camera with this quality in this price range. At $189.00 it certainly isn't a toy, but it is a very fair cost of the fun this camcorder can record for the sport enthusiast. Mounted to handlebars, helmets, struts, pedals, forks, kayaks, paddles, fenders, wrists, feet, belly, or other body part, the GoPro Hero is a hit in my book. -douglas spotted eagle
  7. nettenette

    The Last Frontier

    Down For 50 Jumps Alaska, And Annette O’Neil Tries to Rise to the Occasion Image Credit: Melissa Dawn Burns When I grapple my way out onto to the float, I notice two things immediately. First: It’s impossible to maintain a relaxed attitude while sitting on the pontoon of a floatplane in full flight. My mental image of myself doing this is going to take a major revision in the translation to reality. Secondly: My pilot chute has never felt so vulnerable in all my jumps. For almost the entirety of this once-in-a-lifetime skydive, as I keep a resolute smile trained on the camera aircraft flying next to us, a sepiatone clip plays over and over in my head: A pinch of (actually very securely and conscientiously packed) fabric managing to wiggle itself out of my (actually tight-as-a-new-pair-of-jeans) BOC and bolt mischievously between the pontoon and the step, deploying my beautiful new Crossfire one last time as we spiral, nose-first, into Alaska’s forested wetlands. But I digress. Before we came to Alaska, we were warned. “Ah, mosquitoes: Alaska’s state bird,” said one. “They don’t bite you. They carry you home and feed you to their children.” “You’re only there for five days?!,” breathed another. “Good luck with that. You should have planned on at least a week. You’ll never get a break in the weather.” “A college kid just got eaten by a bear while he was running a half-marathon out there in Anchorage,” chimed in another. “It chased him off the trail and into the forest. He was calling his mom as it was running him down.” Since my previous knowledge of Alaska was gleaned almost entirely from the Calvin & Hobbes ‘Yukon Ho!’ collection and a single viewing of Grizzly Man, I’m a receptive audience. I decide not to go for runs. When I arrive in Anchorage, I walk through a neighborhood from my airport hotel to a car rental storefront. The gardens, clearly nothing more than a salad bar for the local deer population, have been scrupulously stripped of anything edible. The one with remaining flowers is surrounded by a high fence. A woman crosses in front of me, walking her toy yorkie. She is carrying bear spray. I speed up, having no toy yorkie to cast off as bait. Image Credit: Melissa Dawn Burns When I get to the rental place, they issue me a Subaru. Clearly, they assume I’m not messing around. And clearly, we are not. The next morning, we—myself, my Down For 50 co-adventurer, Joel, and Brett, along for the ride on this particular state’s adventure—are on the road, bound for the town of Talkeetna. Ah, Talkeetna, Alaska: the acknowledged “doorway to Denali,” home to a heterozygous mix of hippies and lumberjacks, a private pilot mecca. The latter becomes evident even miles away, on the long road into town. The traffic overhead, after all, is significantly more congested and varied than the traffic on ground level. I’m glad I’m not driving; I’m transfixed looking out and up, checking out the rush hour trucking over the trees. Soon, following the instructions given in a flurry of arranging emails, we wind through a series of deeply wooded roads to arrive at our pilot’s lakehouse/hangar/office/flight school/community hub. The pilot himself, Don, is an affable fellow with a handsome mustache and the air of a man you’d immediately trust with your life. In fact, I do: When he suggests that we head over to the airport to conduct a quick aerial requisition of the available parachute landing areas “in the Breezy,” I immediately offer myself up. We hop in the rough-and-ready fuel truck (okay: the rusted-through blue pickup with a tank of AV gas in the bed) and off we go. The airfield is, to put it mildly, a candy store. All manner of aircraft sit gamely waiting, lined up as tidily and fetchingly as pretty ladies in an Old West brothel, all waiting expectantly for a pilot. Don and I cruise along in front of their expectant glass faces. Will we hop into the shiny red one? The bare-metal number that looks like it’ll have a sign on the door that says “silk scarves required”? The race-car-faced green-and-white one with its dancing shoes on and the freshly-chamwowed gleam? What’s this blue thing? As I’m wondering what I’m looking at, we pull to a stop. I take a closer look. This aircraft—I’m finding it difficult to call it a “plane”—is a robin’s-egg-blue latticework of metal with a wing laid across the top. There’s a prop. There’s an engine. There’s a Wizard-of-Oz-style picnic basket strapped in for storage behind an open, park-bench seat. It looks like the pilot is meant to perch on a piece of wood that sits directly in front of that. Suddenly, I realize that Don’s walking right towards it. Oh. The BREEZY. That looks pretty breezy, alright. Don hands me a motorcycle helmet and a bib jumpsuit “so he doesn’t have to worry about me.” I sit down on the park bench. I fasten the single lap belt as fastidiously as I can manage. Then, as Don works the engine like a lawnmower, I read the little metal placard fastened to the seat in front of me. It says, “Passenger warning: This aircraft is amateur-built and does not comply with the federal safety regulations for standard aircraft.” For some reason, that’s all I need to start enjoying myself. As we taxi out, I’m smiling so hard in my helmet it hurts a little. Twenty minutes later, I’ve found Jesus. I’m reeling from the feeling of being in the dead-on sweet spot of everything I love about flying and motorcycling and adventuring, all bound up into one ugly-ass not-quite-aircraft. We rode the river like a track day. We bounded over forested hillocks and gravel outcroppings and one enormous, out-of-place old satellite dish. We buzzed the lakehouse, waving at my astounded companions. As we land, I decide I might not be bluffing about wanting my fixed-wing license anymore. I tell Don. “Oh, you don’t need a pilot’s license to fly this thing,” he grins. “I can get you checked out on it this afternoon.” I backpedal. Hard. When we arrive back at camp, it’s late. It doesn’t look late, but it is late. Don, the pilots and us jumpers congregate on the dock, four floatplanes bobbing cheerfully around us, and go over the flight plan. As it turns out, they want to do our jump as a stacked formation—each of us in our own chariot—with queenly Denali throwing her white skirts around in the background. There will be a photographer (my preternaturally gifted, multi-hyphenate wonder of a friend, Melissa) passenging in a camera plane, ready to capture it. Our flight instructors thrill to the plan. I am assigned the one that’s mostly purple, bedecked with little hippie daisies. I am much pleased. After the meeting, Joel and Brett and I trundle up to the room that Don has graciously offered us, with its wide deck overlooking the twilit lake and the visiting pilots trading stories around the fire pit. We (very ineffectually) close the shades. We try to rest. Tomorrow’s a big day. Image Credit: Melissa Dawn Burns The night segues seamlessly into the morning. I wake when my sleep mask shifts and the 4:30AM sun sears my eyelids. Brett wakes when I bump his shins, hanging over the padded arm of the loveseat upon which he reclines. Joel is already up. Coffee in hand, we meander down to the dock under a cloudless, bluebird sky. There’s a four-month-old Bernese-Blue Heeler mix rolling around the lawn, doing its best to learn how to be a dog, its fur bunching adorably in handfuls, waiting to be grown into. Two chubby golden retrievers stalk fish offshore. Two pigs, wire-haired and curious, wander over and present themselves for belly rubs. We kit up. Taking off from water is a new experience entirely. It’s smoother than I think it’ll be, as the glassed-off lake is feeling nary a tickle of wind this fine, blue morning. Before I know it, we’re tooth-and-clawing our way up to six grand. “I forgot how pretty it is from up here,” my pilot smiles when we get to around four. I, for myself, had forgotten that most people—especially people around here—don’t blow through four grand like the front door on a cold night. Once we’re up at six, we circle, building the formation. Let’s be clear: these are really, really good pilots, but they’re not formation pilots, and there’s most certainly a trick to it when you’re wrangling low-performance aircraft that were made to do nothing of the sort. With the door open, six thousand feet over Alaska at the entrance to glaciertopia, it is cold. The twenty minutes it takes them to get together has me clinging to the back of the passenger seat like it’s a lover returned from the wars. I hope my hands still work when it’s time to get out. Image Credit: Down For 50 Which, coincidentally, it is. I see Melissa’s plane figuring its way alongside us. I uncertainly stick out a foot and screw it down onto the sandpaper surface of the step. Then I offer my body up to the full blast of the relative wind and lunge for the strut. I get a purchase. I, ungainly, perch. I’m doing it. There’s a yoga to staying here, one iron grip around the strut, the other hand “casually” in my lap, my brain stuck firmly to my pilot chute. Most of me aches to tumble into the familiar arms of freefall. The rest of me grabs that part of me by the cheeks and shouts into its face: For chrissakes, woman, pay attention to this and here and now, because it has an expiration date that is less than a minute in the future and this is what you came for. I heed it. Suddenly, I can see. I see the red and white camera airplane, framed by impossible mountains. Denali, of course; Mount Huntington; Moose’s Tooth; Little Switzerland. I see a sky of a blueness Alaska pretty much never sees, yet here I am, sitting in it. I see Melissa, concentrating behind the winking black eye of her lens. I can’t see them, but I feel Joel and Brett, doing their own pontoon yoga practice behind me and above me. I see so much of what I love about being in this world, hanging here and now in the suspended animation of complete attention. And then there’s the landing area below—a cleared construction pad, tucked up next to the Talkeetna airport runway. My pilot nods. I had planned some sort of fanfare for this exit. As it stands, however, all I can manage is a dizzy-eyed smile and a bog-standard hop. My pilot hollers to watch me go. She’s never seen anything like it before. When we land, parachutes slung over shoulders, I’m exhausted with the effort of committing it all to memory. I decide to walk back to the FBO and let it all process—Don’s generosity; the force of the community here; the entirely new sensations of flight. It overwhelms my hardware. It’s only later, as we hunch over plates heaped with pancakes, that I happen to glance at the collection of grinning pilots clustered in black-and-white on the Talkeetna diner wall. It crystallizes what I’m feeling: The momentum of a long tradition. Those smiling faces, proudly next to their planes, captured over the entire history of aviation, seem to prove that this place—Alaska, the last frontier—was created by and for adventure. Alaska turns energy to adventure like some sort of spiritual chlorophyll. Every single one of these guys grew tall, strong, enduring lives with the force of that alchemy. Alaska pushes out the envelopes of the willing like leaves bursting from ever-lengthening branches. This is its job. It does it well. ----------- Down For 50, the first 50-state skydiving road trip accomplished in a single journey, is happening from May to October of this year. To follow the journey, to check out when it’s coming to your state or simply to help out (thanks!), visit downfor50.org.
  8. A South African thief who stole a plane for a joyride had to land on a motorway when it ran out of fuel. He made the emergency landing on the N4 highway near Bronkhorstspruit, about 30 miles from Pretoria. Police say the aircraft was undamaged and the thief got away before he could be arrested. "We have no idea who the suspect is," police spokesman Capt. Piletji Sebola said. There was no apparent damage to the plane and there appeared to have been few cars on the road when it landed. One of the highway's two lanes was closed to traffic, Sebola said. The Cessna, used for skydiving, had been brought into Wonderboom airport in Pretoria on Sunday for a routine maintenance. The plane was stolen sometime Monday night or Tuesday morning. According to the flight instruments, it was flown for roughly one hour and 36 minutes before it ran out of fuel and was forced into an emergency landing. "I'm dumbstruck. He really knew what he was doing," said Carlos Garcia Cabral, the plane's owner. Police and airport officials were investigating how the plane was stolen.
  9. admin

    Being COOL on the Dropzone

    Skydiving has come a long way since the first (recorded) jump was made from a hot air balloon in 1797. Only being practiced as a special stunt on public events, it was far from a public sport at that point. The silk envelope used to safely descend from 3000 ft on that first jump wasn't much to look at in terms of design, but the design and materials used formed the basis for the parachute as we know it today. The military were the first to develop parachuting as an emergency escape procedure for balloon and aircraft pilots, and later as a means of delivering soldiers to the battlefield. In the 1960s, skydiving ventured outside its military use and started to become seen as a sport in its own right. As the sport grew, so did the research and development of the materials used. The harness, cutaway system and parachute itself underwent major changes and upgrades, resulting in the gear that we all now accept as commonplace as we exit the aircraft. Due to these advancements in the materials used and their design, our gear has actually passed the point where it is now safer than its end user. Getting into the sport Skydiving was once a sport which was considered pretty extreme in itself, but as the years went by, and due to the gear and teaching advancements, it became more and more safe, and was marketed as a sport for everyone. In the media, the growing attention for the more extreme disciplines and variations of our sport have led to a large group of people who no longer see the basic sport of skydiving itself as the goal, but rather as an intermediate training, or even an obstacle in the way of what they really want to do. These predetermined goals on what somebody wants to accomplish within the sport often form before or during a skydivers first few jumps. Not being a huge sport with millions of participants worldwide, we tend to enthusiastically take in new people, and sometimes pull them into our sport deeper and faster then they should be. With every year that goes by, people seem to be in more and more of a rush to jump with a video camera, downsize their canopy, learn to fly a wingsuit, freefly in bigger and bigger groups, fly head down straight from AFF and starting BASE jumping with the bare minimum, if indeed any at all, experience. Sadly, the growing trend is to encourage this behavior, and try to facilitate them in getting there as soon as they can, instead of trying to make people understand the potential consequences of the rushed path they have chosen. Photo by Costyn van Dongen Video For many,, the media creates the image that a lot of the extreme variations of our sport are things you can take up as easy as a bungee jump from a local bridge, or a ride in a theme park. When people look at some of the 'big names' in our sport, its easy to forget almost all of them put in many hundreds, if not thousands of jumps to acquire the skills, precision and experience to excel in their field of expertise. The PD factory team didn’t start swooping on sub 100 sq/ft canopies straight from AFF, just as Loic Jean Albert didn’t start flying wingsuits within touching range of cliffs after his first skydive. There are many more examples like this within our sport. Here, I think, lies our biggest responsibility: Trying to help people new to this sport understand the work it takes to reach a certain level. Trying to teach them to respect and honor the effort people put in, and helping them understand that’s what they need to do to reach their goals based on skill, hard work and determination, not do everything as fast as they can and for a large part trusting on luck to come out of it alive. Often thinking their experience or exceptional abilities in other sports set them apart from normal people, allowing them to progress much faster and skip steps. While in truth, they are exactly the people the rules were made for. Photo by Costyn van Dongen Respect the rules As with any developing sport, rules and safety procedures were created over the years based on experience. Some of the rules and safety recommendations where literally written in blood. Learning lessons the hard way. These days many people new to the sport tend to look at these same rules as a means of holding them back. Stopping them from having the same fun as the people on the dropzone who have been jumping many, many years already. We live in a fast society. Everything has to be done quickly and with instant gratification. When we experienced jumpers start talking to young skydivers about certain goals, this can develop frustrated views on the sport for some of them. They get into a mindset where they feel skydiving isn’t fun until they have their A license, or how its isn’t really fun until they are swooping a small canopy, taking up BASE jumping or flying a wingsuit. If we go along with that line of thought, and acknowledge those statements, we then suddenly turn skydiving into a point of frustration for these newer jumpers. Instead of enjoying their first few hundred jumps, and slowly learning more and more about our sport, they start seeing it as a big waiting game where they can’t wait start jumping that same tiny rig and sub 100 sq/ft canopy as the cool guys who have been around a bit longer. Photo by Stefan Smith The road is more important than the destination. Allowing people to cut corners in reaching certain goals, is not only dangerous to them, but also undermining the authority of people teaching. It’s the image more experienced jumpers portray to the newer people in our sport that determines how they in turn, will approach the sport. As an example, being in a rush and boarding a plane without a pin check is not only dangerous to ourselves, it’s also a bad example to the kid fresh off AFF who's on the same load. The same goes for many aspects in our sport. Realize that it’s not just the people who give instruction that are teaching, it’s the way we as individual skydivers approach, talk about, and treat our sport that ultimately sets an example that the new flyers will follow.
  10. Image by iFly Austin We would like to introduce the latest addition to Dropzone.com, our wind tunnel listings! We’ve been working hard at gathering information on all the active indoor skydiving venues from around the world, resulting in a list of 26 wind tunnels, spanning 12 countries, making it the most comprehensive and up to date list of vertical wind tunnels online. We have modelled the indoor skydiving section on that of our dropzone database, allowing you to review your experience, in turn helping others in choosing the best places to indoor skydive, and focusing on allowing you to quickly and easily find venues using GPS plotting. Users will be able to find detailed information about each dropzone in the listing, including time block pricing, training pricing, technical information and contact details. Indoor skydiving has become an essential part of competitive freefly training and continues to provide a platform for the evolution of body flight. With the continued growth of the sport, and the establishment of new tunnels, the future of indoor flying is looking extremely bright. We welcome and encourage users who have flown at any of the wind tunnels to submit a review of their experience. Should you know of a wind tunnel that is not listed in the database, you are able to submit a listing yourself, or contact us via e-mail and we will add the listing for you. Our database will continue to be built on and maintained by both dropzone.com and the respective owners and staff of the tunnels. If you are a staff member of one of the tunnels listed in our database, you can claim the listing. View Wind Tunnel Listings
  11. After almost a 25-year hiatus, I came back into the fold, enabled by the last child having gone off to college, and prompted by arthritic hips that were making it too painful to play tennis. I figured some things may have changed, but that I had been aware of them, having kept up my USPA membership and subscription to Parachutist. Well, it’s one thing to be aware of something, and quite another to learn to handle it in real time. In my first year back, I jumped at 5 different dropzones in three countries, so that I saw how the changes have been implemented in some different environments. Here is a list of the things that had changed that awaited my return, and had implications for my safety and the safety of others. 1. There are seatbelts in these jumpships—a good idea in the event of an unanticipated landing, but one has to learn where they are, remember to take them off, to stow them (especially in small aircraft), and be aware of where they are to avoid entanglement on exit. 2. Spotting is a thing of the past in many dropzones—just keep your eye on the colored lights! Still, it is a good idea to check where one is, in the event a pilot was tracking the wrong line. 3. Turbine aircraft now have doors! No more freezing on the way to altitude, or clinging to one’s neighbor to avoid falling out. However, one has to learn when they go up and down, how to secure them, how to close them gently. 4. Everyone wears their pilot chute above their butt—making deployment a little slower, if one manages to find it (remember the advert in the Parachutist: “Looking for something?”), but avoiding a few other problems. Be sure to practice deployment with the gear you will be using many times on the ground, in a prone position, to develop some muscle memory before going up. And check it constantly—my too-loose BOC pouch let out my pilot chute when I rose from the floor and caught it on something, much to the consternation of the planeload of jumpers whose lives I had just endangered. 5. Parachutes come in many flavors, and many sizes—gone are the days of one canopy fits all. Most of today’s canopies are very touchy, and downright skittish, react to the slightest input, and take far more concentration in the last few hundred feet of descent. Everybody swoops, to some degree, and some DZs have abandoned upkeep of their pea gravel because nobody uses it. I found it easier to land an original Sabre 170 than a Sabre II 190, and I am sure I will not be going for a fully elliptical canopy—at my age, I have to avoid the 1-in-500 jump mishaps that can maim one for life. Essentially, skydivers have invented a whole new way to die—turn low, and drive into the ground at 60mph. 6. There are many minor innovations in skydiving gear, too many to mention—just make sure you know how everything works on your rig, and why it is the way it is. 7. Everybody PRO-packs, or uses some variant—although I had had several people show me how to do it, and watched all the videos, etc., in my first dozen attempts, I packed one malfunction, and had to get more private instruction in a quiet place. 8. People fly landing patterns—e.g. left-hand, with turns at 1000, 600, 300 feet--in the old days, even with 20 jumpers in the air, we all did pretty much what we wanted and hoped for the best; now, even a 4-way requires paying attention to the landing pattern. 9. Breakoff for belly-flying is much higher—instead of separating an 8-way at 3500, now 4500 or even 5000 is the time to say goodbye. Coupled with the higher minimum opening altitude of 2500, this makes for a much more reasonable margin for error—and as humans, we are prone to error. 10. There are now many different skydiving disciplines, and you have to learn about them, and pay attention to exit order, as one jump run may let out belly flyers, freeflyers, angle flyers, trackers, wingsuiters, and tandems, as well as people who haven’t made up their mind before boarding exactly what they are planning to do. 11. AADs are now required most places—no longer shunned as devices that might blow up in your face. RSLs are also ubiquitous—both systems have saved many, many lives. 12. There are lots of old jumpers now—few old bold ones—and they have learned a lot about how to be safe over their last quarter century, while I’ve been taking kids to soccer practice. Pepper them with all sorts of questions, and do not rush to emulate the 22-year-olds out there. They likely have gone through a much more comprehensive training program than you have, including courses on canopy control and instruction on equipment safety. My personal rule, which I have not seen enunciated elsewhere: On any given jump, DO NOT INTRODUCE MORE THAN ONE NEW PIECE OF EQUIPMENT, or new way of using a piece of equipment. Of course, your first couple of recurrency jumps will necessitate breaking this rule—but don’t go out of your way to put a camera on, or add anything other than what is absolutely necessary. Example: If you get a new jumpsuit, don’t also try a new helmet on the same jump. Or, if you do, go out on a solo jump. Addendum: Do your homework. I recently was caught in a dust devil at 100ft or so, which completely collapsed my canopy, and I credit my reactions and walk-away landing to a video and a book, both by Brian Germain, which I had studied in detail. Larry Moulton, C-11371, EET #22, is a professor of international health and biostatistics at Johns Hopkins University.
  12. Image by Brian Buckland Remember hide-and-go-seek? Well: you’re probably better at it than turbulence. So why are so many skydivers still caught off-guard? The answer is probably--predictably--complacency. After all, skydivers aren’t as vigilant about rough air as, say, paragliding pilots. That said: the devil’s invisible rodeo remains a serious hazard for every single person in the air, whether or not their ram-air is meant to get them down instead of up. Most of the time, you’re gonna be lucky. You’ll meet turbulence under a skydiving canopy high enough above the ground that you’ll just rumble around for a little bit before cruising into smoother air. Sometimes, though, your luck will run out. When those bumps happen in close proximity to the ground, turbulence tells a very different (and sometimes quite painful) story. Don’t despair--you can use your grownup-level hide-and-go-seek skills to stay in one piece. Let’s start with the key takeaway: Like the dumbest kid on the playground, turbulence near the ground tends to stick to a few predictable hiding places. They’re gonna hide downwind of solid objects. This includes trees, buildings and anything else that’s tall, sticking out of the ground and wider than a flagpole. They’re gonna hide above differential ground features. You can expect different surfaces--such as the lawn of the landing area and the asphalt next to the hangar--to reflect heat differently. You will feel that difference as, y’know, bumps. Also notable: when the sun heats two dissimilar surfaces to different temperatures, dust devils have the conditions they need to form. These “baby tornadoes” are standbys of desert dropzones, and they can form from uneven heating even when the winds are otherwise calm. They’re gonna hide behind spinning props. Remember shielding your pretty little face from the prop blast as you hopped on the plane? Well, that wind doesn’t go away just because you’re now landing. Keep your parachute (and everything else you care about) well away from the spinning propellers of airplanes chugging away on the ground. In fact, keep as clear of any propellor as you can, whether it’s spinning or not, always. They’re gonna hide behind other parachutes. Parachutes chum up the air (especially behind them) just as much as any other airfoil would. Don’t be surprised when you’re thrown around when you tuck into an ill-advised CReW move--or chase somebody too closely in your landing pattern. Not so bad? Okay. Stop smiling so smugly, though: there are a few factors that make the situation way, way worse. If you bumble into the bumps thrown by these suckers, you’re going to have a bad time. Stronger wind. If the wind is pretty much zero on the ground, you can generally get away with landing closer to a turbulence-throwing obstacle than you would if the wind were hauling (or even moderate). If you see movement in the wind indicators, do yourself a favor and keep clear. Bigger obstacles. The wind will pretty deftly wrap around a narrow tree. A hangar, however, is another story. Tall walls, outbuildings, silos -- they’ll all be bubbling, toiling and troubling on the lee side when the wind is pushing. According to the USPA: “You can expect to feel the effects of turbulence at a distance as far as 10 to 20 times the height of the obstacle that the wind is blowing across.” Do the math: wind blowing across 50-foot-tall trees can cause turbulence 500 to 1,000 feet downwind. Yikes. One of the first diagrams you’re forced to stare at when you get your initial paragliding license (and every skydiver should, by the way) is one that describes rotor. Since paragliders are basically riding the wind that’s coming off of very, very big obstacles, those rotor diagrams are a good macro view of the turbulence that pours into any wind shadow. As an object gets bigger, those diagrams pretty handily describe the way wind tucks around and churns into the empty space on the other side of it. Are you ready to play? Thought so. Now count down from 13,500 and find turbulence before it finds you.
  13. Holistic Performance Specialist Lucie Charping Talks You In Image by Juan Mayer In our last article, we met holistic nutrition coach Lucie Charping, who works with elite athletes to get them--and keep them--at the top of their game. Often, that game is an airsport. Here’s the continuation of our conversation regarding peak performance strategies for more “normal” airsports athletes, like you and me. (Spoiler: These strategies work just as well if there isn’t a charging bull on your helmet.) ALO: If going cold-turkey on every naughty item in your diet isn’t the way to peak performance, then what is? Lucie: Changes made little-by-little help an athlete increase awareness and get in touch with their body’s natural intelligence by balancing the systems that run us. In actual fact, we're healed by those same systems that keep us going, so--if you balance those systems, such as blood sugar and pH--you'll be setting yourself up for a broad spectrum of positive effects, healing from stress and sports injuries among them. Make better choices until you build the momentum that gets the pathways programmed. ALO: It sounds just like establishing a yoga practice. Right? As soon as you keep the promise that you're going to do it for five minutes, before you know it, it’s 10; 20; 40; 60... Lucie: Absolutely. People think it's matter of willpower. It’s not. It's really a matter of neurobiology--what's happening in your brain, what's happening with your biochemistry, your neurotransmitters, what's happening in your gut--that’s making the decision about what you're going to eat. You can’t fight your hormones. No matter how strong of mind you think you are, you're ruled by your chemistry. You are strong of mind because of your chemistry. So: If you get your chemistry in alignment, you’ve essentially learned to hack yourself. You can not only be happier, more effective, more creative and more motivated in your daily life--but if you’re the kind of person who relishes a heightened-stress, high-consequence situation like skydiving, tunnel flying, BASE jumping, etcetera, then you’ll get even more benefit from this kind of management. You’ll learn faster, you’ll have faster decision-making and you'll have more focus to excel in these unique sports with their unique pressures. Of course, I could say to you, “Here; go to the dropzone with this power-packed superfoods smoothie of maca and cacao with all these berries in it.” And it would be super awesome, of course; it’d give you a short burst of energy for a short amount of time. But it’s not sustainable to do that every time you go to the dropzone; every time you go to the tunnel. If you learn how to balance your blood sugar, you're going to have an abundance of energy for an extended amount of time, and you don’t have to plug a blender in next to the packing mat. ALO: Let’s talk a little more about energy. It’s a big part of airsports to manage your energy when you’re waiting on loads or tunnel rotations or weather, and a lot of airsports athletes struggle with it. How can this stuff help with that? Lucie: The peaks and valleys in these sports are quite steep. I see a lot of adrenal fatigue and overactive minds in the group of people that I work with. For this, I’ll use the term “extreme sports,” because these athletes like to push their minds and physiologies to the extreme. When you put yourself in a high-consequence or high-risk situation constantly, the chemistry that is firing in your brain is full of reward chemicals. It’s highly addicting. Over time, you reset your brain’s baseline for what it means to feel good. When you're on the ground or on the bench, those reward chemicals are not firing. So, what happens is--more often than not, and you can correct me if I'm wrong--we have major addictions in these sports. Not just to drugs, though that is certainly within the landscape. We have addictions to sugar; caffeine; tobacco; all kinds of stimulants, and you can see for yourself how people are having to use those things constantly between jumps and flights. It's not because the individual a yahoo; it’s because their baseline chemistry is telling them this is what is required for you to feel happy now. So, on the ground as an action sport or, say, “extreme sport” athlete--for peak performance, you must learn to cultivate that chemistry whilst not risking your life. And you do that with the food that you eat and with relaxation practices. You can keep your blood sugar level, which keeps your mind and body in a receptive state, then cultivate that satisfying chemical response through breathing. Then you won't have to reach for an energy drink every time you pack, bouncing from one coffee to the next, not eating all day at the dropzone and then binging whenever you manage to get home. Peak performance comes with time. And so, it’s interesting to note, does optimal health and weight, without calorie counting, or deprivation, or guilt. ALO: It sounds way simpler than I thought. Lucie: It’s not really simple, it’s elegant. To me, that's where the power is. If you want to talk about what is both the barrier and the bridge between business as usual and peak performance for airsports athletes, it’s a single path, and it’s not complicated: cultivating these practices of prioritizing your food so you balance your body's chemistry and practicing mindfulness techniques in order to bring a single point of focus to your mind. Not only do you get better at jumping and flying; you become happier as overall person. Your body is magic; it's magnificent, actually We often forget about that. But we never, ever should. ------ Lucie is based in San Diego, but travels to wind tunnels worldwide as the nutritional arm of Fusion Flow Retreats. To reach out to Lucie for a personal consult, pop over to her Facebook page.
  14. admin

    Learn to Skydive Online

    When we first posted that we were launching a live online canopy course, the beginning of many online adventure safety courses, a number of people asked me if I was joking. In the adventure community, actions have always spoken louder than words, and the internet is for surfing entertaining videos, not training. Although I fully understand the irreplaceable value of on-site instruction, there is a lot of work to do in a short time to get it done. People are dying out there. USPA has wisely issued a mandate to help promote participation in canopy courses in order to expedite the proliferation of the information that saves lives. This is a wonderful step, however the limited number of highly skilled canopy flight teachers causes a bottle-neck of resources. We need the information to get out there faster than we have the ability to spread it. Hence we find ourselves in the place that inspires innovation like no other, need. Live online “e-learning” programs have been fully embraced by the corporate world in recent years, and increasingly by universities and colleges as well. The choice to go with these high tech teaching systems has been partly financial, as it is far cheaper to implement than in-person training in the long run. It is also far greener because instructors no longer need to travel as much to accomplish the same goals. Lastly, corporations and learning institutions all over the world have chosen to use the internet for education because of the vastly increased scope of potential students, as distance can be taken out of the equation. These compelling reasons have caused significant advancement in the technology that makes remote teaching possible, and huge breakthroughs have been made which allow interactions to be surprisingly natural. Further, online testing can be utilized to allow instructors to get a feel for how well they are conveying the information, and what they need to focus on in the next sessions. The implementation of this new model of instruction is still very much in its infancy, however we are already finding that this futuristic method of information proliferation actually has several benefits over in-person training. When you take a canopy flight course, for instance, you cannot control the weather. In most cases, the instructor is flown in from far away and is only on site for one weekend. If the weather does not cooperate, you are in for an all-theory course. With online courses, we are able to teach the group over the course of a month. Chances are, the students will get the opportunity to jump in that time to practice what they have learned, and even get someone to video their landings to upload for the next course. Even if the participants do not get to jump, the longer duration of the course allows for deeper information association and transfer to long-term memory, as well as giving the students the opportunity to formulate better questions to help them get exactly what they want out of the experience. If they don’t remember something from the class, they can even log onto the website and watch the course all over again. This is not possible in the traditional instruction paradigm. Some will say, “But there is no substitute for being able to ask questions of your instructor in the flow of the session. The new live online training systems allow participants to “raise their hand”, so-to-speak, and get the answer they need when they need it. If the students have a webcam as well, the interaction between the student and teacher is nearly as intimate as an in person discussion once the participants grow accustom to the new medium. For some people, this online format actually allows them to come out of their shells a bit more since they are not actually in a room full of strangers. There is no doubt that on-site, hands-on instruction will remain the backbone of all adventure training. There is a great deal that can only happen in a purely organic environment, which is why people like me will continue to pound the pavement and travel to a new dropzone almost every weekend. It is essential. However, the vast majority of skydivers do not have access to such camps but once or twice per year, and by then many of them will have already gotten hurt or even killed. If we are to truly strive to improve the safety of our sport in every way possible, embracing eLearning is an indispensable step toward getting the information out there in a reasonable time frame. The internet transcends time and space like nothing else known to mankind, and if we are serious about safety, than we must cast aside our reservations, and like the first pilots of ram-air canopies, we must give it a whirl. The fear of change is understandable. When we change, we risk things getting worse. However, if we do not try to improve and evolve, in the context of a changing environment, we are essentially moving backwards. The technology passed down to us from wartime allowed our sport to come into existence, and now the corporate world, sometimes equally sinister, has created a technology that will allow great students to connect to great teachers, anywhere in the world. The precious information that was once held by only a few mentors with a limited number of weekends in the year can now be disseminated at an exponential rate, and the possibilities for improvement of our sport and other adventure pursuits are endless. This is a truly incredible time. So when someone asks me if adventure training through eLearning is a joke, I have to ask them to consider the possibility that any initial resistance to change is merely the inertia of habit and a little bit of fear. The future is being born right now in the present, and all we need to do to move forward into the vast potential of this new era of instruction is an open mind and a sense of adventure. Brian Germain is a parachute designer and test pilot, and runs canopy flight skills and safety courses all over the world. Brian has made over 14,000 jumps in his 25 years in the sport. He is also the host of the “Safety First” segment on SkydiveRadio.com, and the creator of many educational videos. Brian is the author of the widely popular canopy flight text The Parachute and its Pilot, as well as Transcending Fear, Greenlight Your Life, and Vertical Journey. His websites are www.BIGAIRSportZ.com , www.Transcendingfear.com and his online training programs can be found at www.AdventureWisdom.com. Brian’s highly aclaimed YouTube channel is: www.youtube.com/bsgermain
  15. admin

    The Skydiving Handbook

    Welcome to skydiving, perhaps the most exciting and unusual sport in the world! You are at the beginning of a path thousands of people have safely followed for over thirty years. In that time, experience has shown that some approaches to skydiving work better than others. This handbook is designed to supplement the practical instruction you will be receiving from our instructors, all of whom are certified by the United States Parachute Association. During the course of your training we will cover the basic principles around which skydiving is built. While actual dive sequences and hands-on training will be given to you by our instructors, this handbook will explain the concepts behind the activities and allow you to study important principles at home. Skydiving terms are clickable the first time they appear, which takes you to the glossary. Be sure to have your jumpmasters explain any concepts that remain unclear. Although underlying principles will not change, they may be easier to understand through a different explanation, drawing, or analogy than the ones offered here. I encourage your questions; some of the principles covered are not immediately obvious. As the author, I also invite your comments and criticism - this first edition is sure to have many oversights and flaws. In the Aircraft Exits Flying Your Body The Skydiving Universe After the Freefall Canopy Performance Landings After the Landing Blue skies and safe skydiving; Bryan Burke
  16. admin

    Climb Out, Freak Out, Chill Out

    A beginners guide to filming competitive 4-way This article is for jumpers that already have some experience flying camera and are trying to expand on their knowledge of how to film formation-teams in a competition setting. I will focus mainly on 4-way, because I believe it to be the most difficult FS discipline to film (aside from VFS), due to the many different exits and faster key speeds. However, once you have a firm grasp of shooting 4-way, the same principles can be applied to 8-way and larger formations. During a competition, whether it be a local meet or the nationals, it is vital that you give yourself all the advantages you can to do the job right. It is advisable that you jump with two cameras with differing wide-angle lenses. Film the team with the tighter view in mind, so if a grip goes out of frame, you can always revert back to the other camera with the wider view. The difference between first and second place can come down to only one point. So our goal is to have an “NJ free” (Non Judgeable) competition for all 10 rounds. If at any time during a jump a grip goes out of frame, the videographer can cost the team a point or more. Jumping with two cameras is not necessary for training, however you want to do a few training jumps before a meet with the exact set up that you are planning on using. This may expose any flaws or issues with your equipment. Training should be more difficult for you than competition. Push yourself to fly close to the formation. Train with your back up wide-angle lens, this will force you to be closer and more aggressive in getting the shots you need. This will make every competition feel much easier. Do not be afraid to try new things. Sometimes we have to leave our comfort zones to learn something that may benefit us in the long run. Climb OutIn most cases the camera flyer is in charge of the spot. Not having to worry about this little detail allows the team to focus on their jump. As you climb out on the camera step, think of flying your body as soon as you expose yourself to the airflow. Even though you are on the airplane, miss-presenting yourself to the wind can make your job a lot more difficult. You can practice climbing around on the airplane while it is parked. Get a feel for where everything is. Continue to practice until you can climb out of the plane in a smooth and controlled manner. Speed will come with time. Do not forget to practice climbing back into the plane. Sometimes you will find yourself climbing out right as the red light turns back on. If possible, one of your teammates can block some of the wind and help you get back inside. Remember to become familiar with different aircrafts when you travel to another drop-zone to train or compete. Freak OutNever trust an exit count! It is easy to get impatient on the camera step, waiting for the team to get ready. Teams can sometimes take a while in the door to get ready, especially if they are trying something new. Do not interpret a “wiggle” as a count. Be patient and watch for other signs like a helmet releasing a head jam. Every team’s exit count is different. Before every jump, most teams will take the time to dirt dive and practice their exit from a mock-up. You can learn a lot about the team by just simply watching them on the ground, so take as many opportunities as you can to learn the exit count and timing. Leading or Peeling?The exits covered here are from an otter, a left-handed door. Keep in mind that your relative position to the team is much closer on the aircraft than what it will be in freefall. You will need to create this gap quickly during the exit by falling slow. This is where camera wings and strong legs can be very helpful. Teams and coaches prefer the leading exit over the peel exit, because it gives them a great view of their timing, presentation, and heading. This method is much more conducive for the video debrief. For this exit I have my left foot on the camera step and my right hand on the handle. (When you have your right foot on the step, you expose more of your body to the exiting team.) After the team has given the count and is in the process of leaving the airplane, I find it helpful to try and run my right hand across the fuselage. I try to feel the rivets of the plane as I kick off the step. This helps ensure that I am in the correct position relative to the formation. As for your timing on this exit, you will know you have left too early when you can see the bottom of the airplane, and you will have left too late if you make contact with the team. For all exits, this is where your timing becomes crucial. Peeling is usually considered the safer choice of the two exits, because you leave right after the team. This way, you will not leave too early because of a misinterpreted count and you do not have to worry about the teams burble. For this exit, I have my right foot on the step with my right hand on the handle. I swing my body back so that my left foot is touching the fuselage. Now all I have to do is wait for them to come out the door. Leave with the last person and follow the team down the hill. Remember to present your hips correctly into the relative wind and keep the team in those cross hairs. Chill OutAfter the exit, all you have to do is keep the team’s grips in frame for the next 35 seconds. Remember that the different formations rarely stay in one place. As the team transitions from one formation to the next, you may have to adjust your own relative position to the team to keep them all in frame. Improving your individual flight skills will allow you to make these necessary corrections quickly and without thought. Although the “hard part” is over, you still have to be in the right position to get a judgeable video. Being close enough is the first part, but probably more importantly is being “steep” enough. Your angle in relationship to the formation is crucial. The steeper you can get, the better. It is very difficult to see all the grips when you are shallow. This is especially true on exit. If at any point, other than the exit, you can see sky, you are not steep enough. You should also only be able to see the top/back of the team’s helmets (no faces). The distance from the team will vary on the size lens you are using. An additional detail to pay attention to is the background. As the videographer, you can make the judge’s job easier by turning to a heading with a solid background, such as a forest, lake, desert floor, etc. Multicolored backgrounds, such as buildings can make the image very distracting and the formations harder to judge. Doh!Making contact with the formation can occur either on exit or in free fall. We want to avoid this scenario at all costs; however, accidents can and do happen. If you find yourself falling towards a formation, get as big and flat as you can! The last thing you should do is ball-up. Your natural reaction is to protect yourself, but by doing this you will only make things worse. Not only have you sacrificed all your lift and will now impact the team with greater speed, you have also given up on the chance that your airflow may be returned to you as the formation continues to move to the next point. I think that it is a good idea for camera flyers to understand what the team is exiting and how the formation will fly. I believe that a deeper understanding is necessary than just to know whether a formation is long or round. Being able to anticipate a formation’s movements, direction, and timing will greatly improve your video quality. Be pro active! Ask your team what formations they are going to perform. It will take some time, but being able to “speak” a little 4-way will not hurt. You can educate yourself on these formations by reviewing the IPC dive pool online. Memorize how each formation flies as it comes out the door; more importantly, think about how they might block your airflow. As the team debriefs their jumps, you should do the same. Take a look at your own timing, framing, and distance. Strive to make each video jump better than your last. Competition vs. TrainingWhen it comes to competition camera flying, there is a big difference between a “Gun for Hire” and a Teammate. In order to make this transition, you need to change your approach and mind-state from just being there for the ride, to being part of the action. As a teammate, you are taking on much more responsibility than a “gun for hire”, such as: archiving and cataloging all media footage, taking pictures, submitting photos to magazines and sponsors (if applicable), checking in with manifest for calls, spotting, chasing down cutaways, etc. Your team needs to be able to depend on you to do all of these things. Creating a great training environment becomes key. The more the team can focus on their training, the better. Helping a team to perform at their best can also aid you in achieving your best. Being able to perform at your peak during a high-stress competition can be very satisfying and rewarding. A positive attitude and an eagerness to learn is the start of becoming a good competitor. Hard work and embracing the training process is what will turn you into a great competitor.
  17. admin

    Formation Skydiving Mobile App

    Times are changing and technology continues to evolve in almost all aspects of society and it's no different in the world of skydiving. Over the past few years, with the popularization of smart phones, there has been a large shift in focus to the presence of information on mobile devices. While skydiving related mobile applications have remained fairly few and far between, apps such as the 'Skydive Log' (an app which is essentially a mobile log book) has seen success within the skydiving community and in future I suspect that as our dependency on mobile electronics grow, we will see more and more of these concepts ported from pen and paper onto mobile devices. Which brings us to the topic at hand... A new Android application has been released, that will see you able to plot out your formation skydives quickly and easily, by selecting them from a list that reaches in excess of 1000 formations, from 2-ways right up through until 20-ways, providing assistance to teams developing and learning sequential formations. The application was developed off information published in Mike Truffer's "The Book of Skydiving Formations". The book, which includes a chapter on organizing formation skydives, provides an extensive list of over 1000 different formations, varying in difficulty. The Book of Skydiving Formations is also available in an 'iPad Edition' and ebook form. While the full application is available off Google Play for $10, a free 'Lite' version is available for download. We decided to take a look at the free version and give it a bash, looking at how well the app runs, interface design and usability. First off, the size of the application is fairly large with the paid version totalling 29mb. For users with newer smart phone models, or using external memory sources for applications, this should not be a problem at all, though for people using Android devices with limited storage space, 29mb could cause some problems. After closing the small popup notification which lets you know that you are using the free version and that the paid app contains far more formations, you are greeted with a screen displaying a total of 5 (for the free version) thumbnail images, each showing a different formation. By default the application displays 8-way formations, though on the bottom left you are able to change this and select your desired formation size. Each of the formations listed has a unique name to them, which is displayed directly under the main image of the formation, in the center of the screen. You then work at selecting your desired formation sequence. Simply navigate to the formation you want to start with, and click on the "Add Point" button on the bottom right, this will then log that formation as point #1. Navigate to your next intended formation and perform the same procedure, clicking on the "Add Point" button, this will lock in a second formation. You can then continue this procedure for however long your desired sequence is, on the bottom right there is also a counter which lets you know how many points are in your current sequence. When you have finished selecting your dive and its related points, you can then click on the button on the far bottom left which is labelled "View Dive". This will then list a descending display of the formation points which you logged for your sequence. The interface and application in general is simple, which has its pros and cons. There is no need for the application to be complicated, its job is simple and it does it well, but one thing that was noted to be lacking during the testing was the ability to save a sequence. Without this ability one is reliant on re-creating the sequence each time they want to view it after having closed the app. While we are not sure whether this is available in the paid version, our assumption is that it isn't. This is only the first release of the application to know knowledge, and as such there are likely going to be updates in the future, and if there is one thing I'd like to see in that update it's the ability to save and load formation sequences after you have created them. The usability seems fine and everything is easy to navigate and understand, as it should be. There were no crashes during testing, which was done on a Samsung Galaxy Gio. Overall the application may definitely be able to help one out, and for $10 it's not a bad deal either. You are always able to download the free version from the Google Play store and give it a try, if you like it, you'll want to purchase the full version with the complete list of formations. Due to limited downloads and the recent release, there is no consensus yet, on how valuable the average user finds the application. Currently this application has only been released for Android devices, there is no mention of whether there is intent in a possible iOS release in the future. Editors Note: After publication, we were contacted by the developer of the application and told that future releases shall include such functionality as saving and loading dives, as well as the ability to edit points in a dive.
  18. admin

    Air Adventures AFF: Level 2

    FORWARD MOTION JUMP SEQUENCE: When jumpmaster says "GET INTO POSITION", take your position in the door. You should be facing forward, with your left foot on the edge of the door. Keep your back low to avoid snagging your rig on the top of the door. When you are ready to exit, turn to your right and shout "CHECK IN!" to your main side JM. The JM will respond "OK!" and nod his head when you are ready to go. Do the exit count - "Ready! Set! Arch!" On "Arch!" step to the left, out of the plane. Try to remain facing forward, and try to hit the wing with your pelvis as you leave the plane. Remember to ARCH! Count to four, maintaining a hard arch - "One thousand! Two thousand! Three thousand! Four thousand!" Do three practice ripcord touches - "Arch! Reach! Feel! Back to arch!" heck your altitude by turning your head to look at the altimeter on your left hand. Look at your main side jump master and shout your altitude at him - "Ten thousand feet!" Respond to any hand signals your MS JM gives you. When you see the "forward motion" signal (legs-out signal, moving away from you) do forward motion for six seconds - hands back by your waist, legs straight, toes pointed. After six seconds, return to a neutral arch. Don't bring your feet up too much! Check your altimeter. If below 6000 feet, shake your head - no more manuevers. At 5000 feet, wave off once, then arch-reach-feel-pull. Hang on to the ripcord after the pull! Start counting - "One thousand! Two thousand!" to give your parachute time to open. PERFORMANCE STANDARDS: Move forward through the sky by straightening your legs and bringing your arms back. Do three good PRCP’s to help you find the ripcord later. Pull at the right altitude. Maintain stability by keeping the arch. LEVEL TWO HINTS: To fix stability problems - ARCH! Make sure your legs are still out a little after each forward motion. Check your altimeter at least once every five seconds. Time goes fast up there. Your legs are 80% of your drive during forward motion. Make sure you get them out there. REMEMBER THE MOST IMPORTANT PARTS OF ANY SKYDIVE: PULL! PULL AT THE RIGHT ALTITUDE! PULL STABLE! LAND SAFELY UNDER AN OPEN CANOPY! Before Level 1 Level 2 Level 3 Level 4 Level 5 Level 6 Level 7
  19. How to be a Good Passenger in a Jump Plane Note: Original text from an article written for April 1992 Parachutist. Since 1992 our fleet of jump airplanes has changed signifigantly. There are few planes like DC3's in use now which often have "loaders", and many pilots are now spotting airplanes with the help of the navigation equipment that is now more advanced. Please make adjustments for the changing technology. G.P. 2003 This article is written in two parts covering some of the most typical jump plane situations you will experience. The first part will be of interest to new jumpers who are learning to spot and to jumpmaster themselves and who are jumping from small airplanes. The second part is for intermediate jumpers from a small drop zone who may soon consider visiting another drop zone or going to a skydiving event that has larger airplanes. It will also be good review for experienced jumpers who do not jump large airplanes very often and forget how to be a good passenger. Small Airplanes: Loading- Loading a small airplane will become different as you gain more experience in skydiving. You will be doing different exits than you did as a student and will need to be arranged differently in the airplane. First of all, take the advice of more experienced jumpers as to the most efficient place to be for your skydive. If you are in an airplane with students, follow the seating arrangement that the instructor specifies. Be careful as you get near the airplane if the engine is still running. The door of small airplanes is always near the prop and the airplane owner will not appreciate you bending the prop by backing into it. :) The least noisy time during your flight is during loading and is the best time to tell the pilot how high you are going and in what direction you want the jump run. The pilot needs to tell Air Traffic Control how high the plane is going and hopes you won't change your mind too many times on the way up. Tell the pilot if you will being doing Canopy Relative Work or will be opening high for some reason. Pilots don't want to do surprise CRW with canopies they don't know are up that high. The position of the seat belts in the airplane will usually dictate exactly where you will be sitting. If this position is uncomfortable just remember that the Federal Aviation Regulations state only that you must wear them only while the aircraft is in motion on the ground and during takeoff and landing. Make sure that everyone doesn't sit too far to the rear and make the plane out of balance. The pilot would not have much fun flying it in this condition. Ask the pilot for advice on loading if you do not know. Jump Run- When you know it is almost time to jump you will usually be getting to your knees and making final adjustments to your gear. In getting up, try not to pull yourself up by the pilot's rig or pull any important items off the plane in doing so. Check for any part of your gear that may have been moved while getting up in a crowded airplane, especially your hand deploy pilot chute. There should be no need to say very much to a pilot at this point if they were sufficiently briefed on the ground, but be alert and understanding about anything the pilot may say to you. Your jump may be delayed while waiting for another jump plane or from instructions from Air Traffic Control, and those instructions will be hard to hear if you are yelling about why you aren't on jump run yet. Spotting- You will always need to wait for a signal from the pilot before opening the door. If the airspeed is too high the door will receive excessive stress and might even come off. The airplane's owner would be very unhappy with you as well as the home owner whose roof the door lands on. Giving corrections to the pilot on direction of flight can be verbal by saying "5 RIGHT" or "5 LEFT", or by simply pointing in the direction to turn. Most pilots will correct about 5 degrees in the direction you indicate and then level out and wait for further corrections. If you point, make sure your hand is up where the pilot can see it. Try to keep the corrections to a minimum because the pilot probably lined you up on jump run pretty close anyway. If you correct back and forth too many times even the pilot will get lost. :) Most pilots will cut back on the power when you get out, but it is a good idea to call for a "CUT" anyway before exiting. Exiting- Try to exit the airplane and get into your position as quickly as possible so the pilot doesn't have to struggle to keep the airplane right side up. However, be careful not to bump things on the way out like your pilot chute. It is also not wise to lean on the pilot too much just to get that perfect exit position. If you push too hard on the pilot or lean on the yoke of the airplane you will have a very interesting sideways exit. Large Airplanes: Loading- Loading a large plane at a new drop zone or at a large skydiving event will likely be an exciting event for you. There may be several large groups on the plane and you may get the feeling of being herded into the airplane. This is just a sense of urgency on the part of the crew, after all, these larger airplanes are more expensive to operate and must be kept busy in order to make money. Try to do your share by paying attention and helping move things along. Although the props on larger planes are further from the door than on smaller planes there may be more of them and they may be on the sides on the plane where you are not used to avoiding them, so be careful. Many of the largest airplanes will have a crewmember called a "Loader" that is in charge of loading the airplane and determining the exit order of all the groups getting into the plane. The loader is a buffer between the jumpers and the pilot and has to keep the jumpers in line so the pilot can concentrate on more important things like flying. Pay attention to the loader because they will be able to load you as quickly and efficiently as possible. When seating yourself in the airplane you can note how the people ahead of you are seated and follow suit. Seating is usually very cozy in these airplanes even though it looks roomy when you first get in, so sit close. Somes planes have loading lines painted or taped across a rearward section of the airplane and all of the jumpers must be forward of this line. If you see that not everyone is going to fit in this area, you might as well scoot back and tighten it up before you get too comfortable because the loader is going to be mean and make you crowd together anyway. Seat belts will be available and you might have to look carefully to determine which one you should be using. After everyone is seated and you are taxiing out to the runway, take a look around the airplane. There may be a sign somewhere describing the plane's emergency procedures in case of engine failure. You will want to be familiar with these procedures and really follow them if the real thing happens rather than just getting up and running around all excited. Some planes might also have posted a diagram of the drop zone and the jump run for the day. This is important information for the person spotting and helpful to anyone jumping at an unfamiliar airport. Jump Run- When it is time to jump you will be getting up to make final adjustments to your gear. Check for any part of your gear that may have been moved while getting up in a crowded airplane. There may be room in a large airplane to have someone give you a pin check. Even if it is possible to completely stand up in the airplane, don't feel like you must do this until time for your group to line up and exit. This will help reduce crowding in the plane. All adjustments to your gear can be made while kneeling anyway. Try to continue to keep forward of the loading line by not spreading out too much. The airplane may climb better like this and you might just get some extra altitude. Try keeping the noise to a minimum in case you get instructions from the loader or spotter. Spotting- On the larger planes the loader may also do the spotting for the whole load. This is another reason you should pay attention to and be nice to the loader, so you will make it back to the airport. Another possibility is that the pilot may be spotting from up front by using instruments and giving the exit command directly or by relaying the command to the loader. If the load is being spotted by looking out the door, the corrections must be relayed to the pilot who possibly cannot see the spotter. Some airplanes have pushbutton switches on a panel that turn on lights that the pilot can see, or the loader may have a headset to talk to the pilot. If you are spotting you will need to learn how these work ahead of time. If the plane does not use one of these methods, the corrections must be relayed to the pilot by someone sitting near the pilot that can see the spotter. For this to work there must be a clear line of sight up to the cockpit. Do your part by keeping the isle clear. Exiting- Wait until the loader or spotter indicates that it is time for your group to line up and then do it quickly. If you are not in the first group, continue to stay forward until it is time for you to line up. Give the group ahead of you 5 to 10 seconds before your group exits, depending on the winds aloft, but don't be slower than that. The group behind you is using the same spot as you and larger airplanes are flying faster on jump run than smaller ones. You will know when you are taking too long to exit because the group behind you will begin objecting to your excessive delay. Everyone wants to make it back to the airport. Summary: This article has outlined the most common procedures that you will be following when jumping out of most airplanes. Hopefully it has given you some basics on how to be a good passenger on any aircraft whether it be an airplane, a helicopter, or a hot air balloon. If you ever have any questions about the procedures for a particular aircraft, just ask the pilot. They will be glad to help.
  20. admin

    Perris Tunnel Training Camp for Women

    For the first time Skydive Perris is organizing a tunnel training camp for women only at SkyVenture Perris. Nina Kuebler and Synchronicity are the organizers. In addition to what the Perris Performance Plus already offers, we now are hosting an all female 4-way tunnel and skydiving camp. DZ.com: Why organize a women’s only tunnel camp? Nina: The tunnel as a training tool has changed the way we skydive, so the learning curve for individual flying skill is much steeper. I find that a considerable number of skydivers, particularly females, think that the tunnel is something for “serious 4-way freaks” only, and therefore never consider trying it out themselves. By getting more people interested in newer training developments we certainly help the sport overall, thus giving as many people as possible the chance to feel the exhilaration of flying their body aggressively. Many females are intimidated by the somewhat competitive atmosphere of the predominantly male clientele and staff of “traditional” camps. After hosting several camps at Perris using the successful formula of tunnel flying and jumping, we have experienced how different skydivers respond to different coaching, particularly how females respond fruitfully to female coaching. DZ.com: That sounds kind of like the same concept as establishing the women’s division in 4-way in order to draw more females in the sport. Nina: Exactly. Last year we had 9 all girl teams competing at the US Nationals, which was a great turnout. It was also my first time to compete with an all girl team (4something, thanks again ladies!!!) With the nationals being in Perris, we are expecting an even more exciting female competition. DZ.com: Does the girl only camp also refer to the staff? Nina: Watching another woman fly powerfully and aggressively is certainly the strongest inspiration and motivation to do just he same. In other words: Yes, this is a stricktly female coaching staff. DZ.com: Do you in general support all girl events? Nina: I do believe in 4-way, in physical flying and strong moves – of which both genders are equally capable. I have benefited from male coaches, and being on a male team, I have learned to push myself to the greatest extent possible. However, my flying style is different from my male teammate’s style; therefore I think a female student can benefit from a female coach. I believe that there are an infinite number of individual learning behaviors. Consequently in the coach/student–relationship is paramount for the coach to communicate (in the physical demonstration and the verbal explanation) with any student in an understandable way. I am very much looking forward to share what I had the chance to learn in 6 years of training 4-way and 8-way with other females.
  21. admin

    Worlds Longest Touchdown Catch (VIDEO)

    Just before the Super Bowl 50 yesterday, an ad was aired on CBS that no doubt had a lot of skydivers sitting back going "Hell yeah". For those that jump, and happen to be a fan of football, the two and a half minute video was a hybrid of awesomeness. As 7 skydivers (Marshall Miller, Steve Curtis, Jesse Hall, Travis Fienhage, Jonathon Curtis, Chris Argyle, Mike Chapman) in full football gear begin a game at altitude. Using people jumping out of planes to sell products is nothing new, but this project seemed distant from the generic mid-air product placement. Instead, we got to see what it would be like if a group of skydivers exited the plane and engaged in a game of in-flight football. The cinematography was excellent and it's not too often we get to see aerial footage shot using the illustrious Red Dragon, filming at 6k. "A huge thanks to Pepsi and Papa John’s for supporting us in creating this epic moment! A huge thanks to the Whistle Sports team for all their support on this project. Whistle Sports is made up of sports creators, brands, leagues, teams, events and athletes who make content for the new generation of fans. Music is called 'The Darkness (Remix)' by Built By Titan. Film by Devin Graham and Tyson Henderson Produced by Carter Hogan Edit by Tyson Henderson using Adobe Premiere Pro CC Sound Design by Dan Pugsley Aerial Cinematographer: Jon Devore Super thanks to Temp Media for providing the amazing aerials with the C-130. They were all captured on the Red Dragon in 6K with the Shotover. If anyone is interesting in aerial services they can go to our website www.temptmediafilms.com Skydive Team - These guys are AMAZING athletes and were complete ninjas in the sky! Marshall Miller Steve Curtis Jesse Hall Travis Fienhage Jonathon Curtis Chris Argyle" A behind the scenes video was also made available on youtube, and can be watched below...
  22. There are two goals when landing your parachute: the first is to land safely and the second is to land where you want to. Clearly, the first goal is much more important than the second one, yet a surprising number of skydivers have had the opportunity to consider their values at leisure while recuperating from landing injuries. A parachute is only as safe as the person operating it. As soon as you have determined that your parachute is functioning properly, it is time to start thinking about the landing. Look for potential landing sites - any level area free of obstacles will do but we try to land at an established point, our student landing area, if we can. Usually you can get back over this landing area with at least a thousand feet of altitude left. If this is not the case check the area below you and between you and your target for possible hazards; if you are not positive you can make it safely to the planned landing area, you must select an alternate site. Do not go below the thousand foot mark without making a firm decision about where you will land! Assuming you have made it over the target above one thousand feet, you should turn into the wind and check your ground speed. This is especially important on windy days. Remember the higher the wind speed is, the less ground speed you have when holding, and while running with the wind your ground speed will be higher. Keep this in mind and avoid getting too far down wind of your target area. (Helpful hint: if you can find your canopy's shadow on the ground it will show you exactly how fast you are going!) As you hold into the wind you can make a rough guess as to how far you could fly in, say, 250 feet of vertical descent. Take that estimated distance and lay out an imaginary line of that length from the target to a point downwind. Now just work your way to that point and stay near it until you are about three hundred feet up. Turn towards the target. If your original guess was good, you would slightly overshoot the target. A small "S" turn - ninety degrees one way, then 180 back to the approach, and ninety degrees back into the wind - will line you up on a good final approach. As long as you start your final approach a little high, you can continue these "S" turns to adjust until you are on approach at the right altitude. Remember that your first priority is to land safely, not necessarily in the target. You may have to share the landing area with another canopy, in which case you need to avoid flying in front of or near them. For example, if you are on one side of the target and another student is near the other side, stick to your side rather than aiming at the middle. Be careful to always look before you make a turn and assume the other canopy pilots may not see you. Whoever is lowest has the right of way. Also look for dust devils. They can turn or even collapse your canopy and should be avoided. Most skydivers like to set up their final approach by using a pattern similar to the kind airplanes use approaching an airport. After your ground speed check at one thousand feet, work your way down wind until five hundred feet. Then turn cross wind (90 degrees to the wind direction) until you are over that imaginary point where your final approach begins. This type of pattern lets you observe wind indicators as you refine your estimate of where to turn onto final. Another useful tip: the more turns you do, the harder it is to tell where you are going, because your descent rate and forward speed change in a turn. A few smooth, slow turns will set you up better than lots of radical ones. At an altitude of about one hundred feet you are committed; just let the parachute fly straight ahead and limit any corrections to turns of ten degrees or less. The last part of the approach is the flare. This procedure is simple: pull down both toggles simultaneously to slow down your parachute to a comfortable landing speed. To get the most out of flaring, you must be flying full speed on your final approach, so keep your toggles all the way up until it is time to flare. (An exception is if you have poor depth perception, when the lighting is bad, or when the surface is uncertain such as water or corn. Then you may be better off approaching in partial brakes to slow your approach, giving you a little more time to assess the situation.) The flare should be done when your feet are about two to three body heights above the ground. A smooth flare over about three to four seconds will work better than a fast, hard flare, but the main thing is to have both hands all the way down when your feet are three or four feet off the ground. If you realize you started the flare low, speed up; if you started high, slow down. Do not, however, let your toggles back up once you have started to flare. This will cause your canopy to dive forward and result in a hard landing. The illustration showing a canopy's flight during a flare will show the consequences of a badly timed flare. Too low, and you have a lot of forward speed even though your descent is slow. Too high, and you will have a lot of downward speed even though your forward speed is low. That is why you should flare a little high and slow on a calm day, a little low and fast on a windy one. Let's quickly review the three most important points for a safe landing. First, always pick a safe place. Be sure of your landing site before you reach 1,000 feet! People who hit hazardous things such as cars, buildings, or power lines almost always do so because they did not choose a safe landing site high enough and were forced to land in a bad location when they realized, too late, that they could not make the target. Second, never land in a turn. We know that a parachute's descent rate increases dramatically in a turn, and that speed remains for a few seconds after the turn is stopped. Landing in turns is by far the biggest cause of skydiving injuries. These low turns are usually made by people who did not pick a safe area and turned at the last moment to avoid an obstacle, or by people who thought landing on the target was a higher priority than landing safely.No low turns! Third, land into the wind. This one is too obvious to need elaboration; the slower you are going, the softer you land. However, landing down wind or cross wind is less likely to cause injury than landing in a turn or on obstacles! On a breezy day, turn towards your parachute after you touch down and pull in one line to collapse the canopy. You may need to run around down wind of the canopy. Test yourself: 1. The United States Parachute Association limits student and novice jumpers to wind conditions of fourteen miles per hour or less. Why are winds over fifteen miles per hour considered dangerous? 2.Turbulence that can make steering difficult or even collapse your canopy can be caused by three things. Hot, rising air such as dust devils is one and high winds passing over obstacles are another. What else could cause dangerous turbulence on landing? Where would you expect to find turbulence on a windy day? Proceed to Chapter 8 (After the Landing)
  23. admin

    Jumping rounds, for the love of it!

    The ageing Dakota transport lurched and bumped far above the Normandy beach. The Paratroopers inside wished they were already over the Drop Zone, it was hot inside and even with the door open not enough air was circulating. At least it had not been a long flight. The despatchers eyes watered as he peered outside the fuselage into the slipstream. Ahead was the town of Merville and to one side the coastal battery. He pulled himself back into the aircraft and took a deep breath. "Stand up". "Hook up".The Port stick struggled to their feet and snapped the hook at the end of their static lines onto the overhead cable. "Check equipment". Each man checked his static line, his helmet fastening, his reserve hooks and flap covering the reserve chute handle. Satisfied all was as it should be, each man then checked the jumper in front, making sure the others static line ran clear and there was nothing visually wrong with the back of the Parachute."Sound off for equipment check" the despatcher shouted. "Twelve OK! shouted the last man and slapped the shoulder of the person in front. This was repeated by each jumper until it reached the lead man. 'Number One OK, Port stick OK!" The despatcher put his hand to his headphones and pressed the cup closer to his ear to hear the pilots commentary better. "Two minutes" came the call from the pilot. The despatcher had another quick look outside the aircraft to satisfy himself of the Dz location and called "Action stations" at the same time pointing to the door. The first man stepped smartly into the door frame, almost a drill movement. His left hand snapped the static line towards the despatched who grasped it firmly. His hand, now free was placed on the door frame to steady himself and his right hand rested on the top of his reserve. He looked out at the horizon and into the clear blue french sky. Behind him the rest of the stick closed up."Red on! He tensed, his mouth suddenly seemed very dry and it was hard to swallow."Green on, Go!" Number one stepped smartly into the slipstream and was tumbled away into the turbulence below the aircraft followed rapidly by the rest of the stick. He gasped as the Chute opened above him and the pressure of his reserve threatened to squeeze all the air out of his lungs. The moment passed quickly and allowed him to check his canopy. Turning the chute he satisfied himself he was in no danger of a collision with any other jumper and looked for the DZ. 2000 ft below he could see the battery clearly marked out in the lush green Normandy fields. It was now time to think about his landing. Far below a dirty water filled ditch beckoned uninvitingly as he once again turned into wind and assessed his drift. No, this was not the Normandy invasion,niether was it a scene from a film. The Pathfinder parachute group had just jumped onto the Merville gun battery in front of the survivors of the original airborne assault, The 9th Battalion the Parachute Regiment. This was there anniversary and for Pathfinder it was the second time they had jumped here at the personnel invitation of the Veteran battalions committee. 80% of Pathfinder are either serving or retired paratroopers from all over the world and so the honour bestowed on them by the 9th was appreciated. Pathfinder was the brainchild of Sgt Roy Mobsby and Bdr (retired) Ron Ball.Roy had started off as TA Paratrooper in 10 Para and Ron had served with 7 RHA. They had both answered an advert to jump in Holland at Parcentrum Texel and earn their Dutch wings. Whilst there they were introduced to the IAAV,the International Association of Airborne Veterans run by Mike Epstein who had served with the US Airborne. This organisation used its contacts to attend parachute courses around the world and earn the host countries parachute brevets. With advice from the IAAV a small group of British airborne veterans were formed into a non profit Parachute club with the aim of following in their footsteps. The first year was a bit slow with only two small courses being jumped at Paracentrum Texel . Word passed slowly passed around that here was a group filling the gap between military parachuting and sport parachuting. The membership rapidly increased, not only from England but from abroad. Soon Danish LRRP,Japanees Rangers, Dutch, German,Estonian,French,American,Canadian soldiers both retired and serving swelled the ranks. It takes a different type of bottle for static line and freefall and not many can achieve both. Paratroopers feel that 2000 ft is high whereas a freefaller will tell you that is their lowest safety high before they become a stain on the landscape. Pathfinder allows a retired paratrooper to continue jumping in the style has been trained in and without a weapons container or a three hour low level flight it becomes enjoyable. In order to jump safely and legally all jumps are carried out at civilian minimum drop height but are the 'Walk out the door" exits that paratroopers are used to. With nearly three hundred members spread over sixteen countries the "Airborne "really does exist. As many of the jumpers noted, jumping with Pathfinder is like being back with the Airborne. Although Pathfinder boasts a Brigadier, several Colonels and Majors within its ranks no rank is used nor does it need to be. All jumpers no matter what rank or nationality are there for the same reason, to enjoy jumping round canopies. To jump in the style they were all trained in and to uphold the traditions of the Airborne in an age when it is fashionable to promote peace and unfortunately forget our veterans and their sacrifices whilst doing so. The group keep the military and the Paras in the public eye when the army cannot afford to do so themselves. Until recently the group felt they were the only people who still had faith in the use of Paras in modern war. That was until the American Airborne jumped into Afghanistan renewing the MOD planners interest in Airborne assaults. Within the group are a few civilian jumpers who have never been in the forces. These are usually re-enactors from Airborne units who having portrayed Paratroopers wish to find out what it is really like. Pathfinder give these people the opportunity to experience the end result without having to suffer "P" Company like the rest of the group had to. These people do not consider themselves Paratroopers but have a better insight into what makes the airborne some of the best soldiers in the world. In 1999 Pathfinder was given the opportunity and honour to jump with British Regular and TA Paratroopers at Ginkle Heath as part of the Arnhem anniversary jump. Two former Soviet AN2 jumpships were pressed into action and twenty five members from six countries jumped onto the heath. The jumpers were then carried by re-enactors in over 40 restored "Willies" jeeps around the battlefield area. Most of the jumpers had at the request of a British veteran bought WW2 battledress to make the jump more realistic. This was well received and as a result we had an invitation from the veterans of the 9th Battalion the Parachute regiment to jump at their anniversary onto the Merville gun battery in Normandy. This was successfully completed in 2000 and 2001 putting out over 40 jumpers each time. A cargo drop was also carried out by 47 Air Despatch sqn and a bail out by the jump masters from a higher altitude as a tribute to the despatchers and aircrew who had died on these missions. The cost of all the displays was met by the jumpers who raised the thousands of pounds needed to hire the aircraft and chutes. Several static displays have been carried out on Pathfinders behalf by re-enactment groups who portray "Pathfinder" units. Pathfinder only supports groups who's members are ex para or who have attended their basic course at Texel.The basic Dutch Military Parachutist course at Texel is used as a safety guide. All new jumpers must attend this course in order to maintain a safe standard within the group. With so many different member nationalities, all with different methods of training to achieve the same aim, it is essential to have a common syllabus for jumping. The British system is taught to all at Texel by Dutch instructors speaking better English than we do. So many courses have been taught at Texel that it has been adopted as the groups home DZ. The staff are all friendly, the training amongst the safest and best in the world and the area is ideal for jumping. British GQ canopies are mainly used for the courses. Due to the BPA phasing out round canopies in England, Pathfinder cannot jump in its home country but is nethertheless welcomed in many other countries. All jumpers must be fully insured and thanks to a British based company have the best parachute insurance money can buy. Pathfinder have jumped for Cromwell productions and Channel five's British heroes series. In 2000 Pathfinder became affiliated to the EMPA,a predominatly German Para lead organisation with the same aims. This has now opened up the European military parachute circuit for Pathfinder members. Next year will see the Airborne brotherhood spread to more countries by our members and we look foreword to bigger and better jumps. For more info visit the web sites below or email Roy Mobsby Col Holemans International Para page Pathfinder PageBy Roy Mobsby
  24. Dean Potter's Moon WalkWorld reknowned extreme athlete Dean Potter was among the two people killed this weekend during a BASE jump in Yosemite Valley. Potter and Graham Hunt passed away on Saturday when attempting a night time wingsuit jump from Taft Point, a 7,500 foot exit point within the Yosemite National Park. The incident occurred on early Saturday night, and at 21:00, after both Potter and Hunt failed to respond to radio calls, the park officials were informed. Shortly after search and rescue crews had begun searching. The search crews were able to deploy aerial assistance on Sunday morning, when a search helicopter then spotted the bodies of both Potter and Hunt, reportedly with their parachutes undeployed. At the time of publication, there was still little information as to what may have happened during the flight that would cause both individuals to suffer the same fate, with both parties having extended knowledge of the area and geography, though it is speculated that the two BASE jumpers had undertook a more challenging line in their wingsuit flight from Taft Point, where it is currently illegal to BASE jump. While both Potter and Hunt were well known for their climbing and BASE jumping adventures, Potter was often seen as a face of the Yosemite climbing community, having established himself as a leading climber over the years and widely being considered one of the greatest climbers of his era. He dropped out of college to persue his climbing, where he grew his love of free climbing, speed climbing and slacklining. He later began BASE jumping, and became well known for his close relationship with his dog Whisper, who he would BASE jump with. Potter had an impressive record of first ascents and some unbelievable free solo climbs under his belt; it would be hard to argue that he was one of the best at what he did. Potter was no stranger to controversy and both his BASE jumping and climbing decisions landed him in some hot water. His BASE jumps with Whisper lead to an outcry by some, while sponsor Clif Bar severed their sponsorship with Potter, because they wanted to distance their brand from BASE jumping and the associated dangers that is poses. He caused the biggest stir when he free solo climbed Delicate Arch in Arches National Park. Douglas Spotted Eagle wrote a piece on the life of Graham Hunt which is published on Basejumper.com, an excerpt of which reads: "Graham was a skydiver and BASE jump/wingsuit pilot, but what he was also well-known for, is his climbing ability. Whether climbing a rock carrying a chainsaw as a firefighter, or simply needing to get to the exit point, Graham excelled as a freeclimber. His strength seemed almost inhuman. He first came to Skydive Elsinore in 2012 with a tracking suit in hand, and was a machine. Jump, pack, jump pack. Graham didn't socialize much, but always had a smile on his face and was very approachable. His girlfriend asked me to help her pick out a birthday gift for him, and he received an L&B; Altitrack for his birthday that year. He asked me to help him figure out how to look at the data, and in the same conversation, asked about a first flight course. Graham seemed extremely heads up during his first flight course, and I attributed that to him being a very aware tracking suit pilot. Later I learned that he'd previously had a first flight course before he had 200 jumps, at another dropzone. I asked him why he had asked for a first flight course with me, and he answered "I heard you do it differently, and I'm looking for all the knowledge I can find." Read More Tributes for the duo poured in over social media:
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    Inside The Funny Farm 2015

    You know that one time of the year where you are forced to go home and spend time with your family and you have to do it but don’t really want to? Yeah funny farm is nothing like that. At all! Mid April, 120 excited farmers travelled from all over the world on the yearly pilgrimage to a cattle farm near Westmar, Queensland, for a week of kick ass jumping and a lifetime of fond memories. The coach line up this time consisted of return farmers, Domi, Mox, Anna, Reader, Dougs, Jeff, Boagsy, Munting, Blakey and Macca. New recruits Luis Prinetto and Jason Petters joined the Farmily this year too. For the first time farmers it can be a daunting boogie, as its 6hrs from Brisbane, no flushing toilets, no reception and the nearest pub/store is 30mins drive away. But those who dare to brave it are richly rewarded. Mad Skills From All Around The World This year differed from previous years. It was open invite and the concept of this year’s farm was to not only keep improving the level of flying, but to also incorporate multiple disciplines in each jump. At the start of the week it was kept simple and easy, combining only two types at the same time. Woody and Griggsy helped skill up the XRW crew and the Dubai wingsuiters added another layer of innovation as people got their skills and confidence up the complexity of what was being attempted increased. By the end of the week it became important to get to the emplaning area early because it was a creative process to work out exit orders because the normal assumptions about exit order did not apply. Some old farmers returned which added the special vibe that is Funny Farm. Douggs was in charge of everything comical, so that the hot shots didn’t take themselves too seriously (which becomes challenging when Elad is slow mo-ing every rad manoeuvre and bathing you in day tape glory). Swoop comps involved directives like the running man, the turtle and some other crazy names which were always accompanied by laughter and an animated explanation of how they were to be performed, including historical information of who won these comp categories in farms gone by. After a recommendation from Robbie that only already competent swoopers participate, this advice was ignored by Spready who though he would give it a go anyway, not successfully. The comps were embraced by the mega swoopers who added entertainment to their exceptional skill and created a daily gathering at the pond to watch the triumph and failure. Luke Scab was a key leader in the commitment to running the pond every jump and quickly ran out of dry shoes but was a crowd favourite and didn’t need the services of Kenny the Gold Coast lifesaver who was on standby. No Shortage of Variety The day tapes were epic and long trying to keep up with all the new and cool things that were being done by so many groups each day. There were wingsuiters chasing the Yak. XRW with wingsuiters, canopies and planes. Full loads of Static mixed formations being carved around by a plane loads of movement flyers. Heaps of wingsuiters and freeflyers tearing it up in every orientation. Douggs’ ‘barely moving forward jumps’, Ariel silks from a tandem with canopies, and much much more. The United Nations could take a leaf out of our book for bridging the cultural divide. Just watch the video its MEGA! With the exception of Spready’s inspection of the bottom of the pond and Jeff’s in-flight seminar on drag differentiation. Everyone was safe during the week which keeps the event in good spirits and stops Robbie from increasing his angle as he stomps across the landing area towards the jumper who has made a questionable safety choice. You know if you are getting out the protractor as he approaches and it is anywhere from the 80-45 degree angle you need to start making excuses fast. The Convery brothers are always manage to rile up Robbie and Irish continued to stir up Robbie after hours with his MC gig, must be something about the Irish Ranga combo that causes fireworks and entertainment to the crowd. Ready was the hero of party night for epic vision that at first glance appeared to be a dead tree. Which he erected in the landing area and set it alight, a leaf blower turned into a flame thrower as they pumped oxygen into the burning 3m log. With the regular camp fire covered in cooper flakes burning green, the flaming tree spewing heat and light into the sky, some flares being thrown around and the flashing lights on the drone flying overhead, was visually spectacular and was quite an experience for everyone with a bit on. Funny Farm is hard to describe accurately, just trust me when I say if you ever get the chance to come, make it happen. This is one event that for sure couldn’t happen without endless support from sponsors the Australian Parachuting Council, South Queensland Parachuting Council, Cookie, Downward Trend Rigging, LVN lifestyle and NZ Aerosports and the Mulckey Family who allow their normally tranquil farm to be turned into our playground for one week a year. Stats from the Week 2992 slots, 225 loads, 14500 litres of fuel, 224 Cartons of beer, 120 Jumpers, Two Caravans, One 182 and a YAK 52. Heaps of Kouta, Feckin Bewm. Who’s Hungry and gooood could be heard too. And Major Lazer ‘Lean on’ played approximately 45 times. *** Disclaimer: some of these stats might not be entirely accurate*****