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What Andyman said about the quality and insurance issues are correct. But if you got the USPA CoP (Certificate of Proficiency, aka license) and if you had a long-term goal of becoming an instructor, coach, etc. rating in Canada you would then have to get CSPA CoPs to meet the prerequisites. The same would apply if you had CSPA CoPs and wanted to instruct at a USPA DZ. Although, it’s just of matter of going through hoops, your jumps count but you would have to write the tests and you might need to meet some other prereqs. You have to look at where you will be doing your jumping. Since your closest DZ in Canada is 8 hours away but only 3 hours to a US DZ, I would go south. CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

The other causes of death (separated into categories) Bizarre (falling out of harness, hard opening on main), suicide, canopy collision (that good be placed under functioning parachute), double malfunction (only one in total were packed), Medical (Heart Attack), free fall collision, exceptional (demos, stunts this is the number one killer for skydivers over 2000 jumps), Aircraft (hitting AC in flight), CREW (wrap on exit). The data was collected some time ago, and I have no idea where it is know, I also re-categorized and re-grouped some of the events so that producing graphs were easier. I use the data on Safety Days, to remind skydivers of what can kill them. I just caught some FAI stats that may show similar numbers if I ever have time to go through it. Almost everyone is surprised to see that the biggest single category is malfunctions. Even for jumpers between 701 – 2000 jumps, that were killed skydiving, over 37% were from not dealing with malfunctions properly. Sean CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

Actually the number of individuals that killed from hook turning or other landing problem and those that get killed either from malfunctions or not pulling is about the same. Although for jumpers with less than 200 jumps over 26% of the deaths are from not dealing with malfunctions correctly. They either cut away too low or do the procedure incorrectly. The second biggest killer at this experience level No Pulls, over 14%. Canopy deaths at this same experience level are 10% for low turns and just under 10% for other canopy problems (line twists below 1000’, canopy collapse from turbulence. Lost toggles, landing in obstacles). To sum up ~40% (that get killed) of jumpers under 200 skydives will die by not getting a functioning parachute above their head at pull time; and ~20 % will die after getting a functioning canopy above their head. Would ADD’s lower this number, sure. What is a greater way to change these numbers, education. Spend, 15 minutes this weekend (before jumping): practicing emergency procedures for your self and if you're are an instructor (or similar) find a novice and have them practice as well, and reviewing canopy flight theory. Note fatality numbers were collected between 1996 – 2000 in the US. Sean CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

Sorry, not kidding. It’s not as much the CSPA DZ issue it’s the unlikely event that an insurance claim would be initiated in Canada when it has occurred in another country. As far as I know this is the same for USPA members jumping in other countries. Sean

CSPA insurance (and Defense Fund) for individual members currently works like this. Insurance is not valid for CSPA members residing outside of Canada (note no nationality restrictions) and jumping outside of Canada, but is valid while they are jumping Canada. Insurance is valid worldwide (for members residing in Canada), but the claim must be initiated in Canada (that’s the big one), and must be at an affiliated drop zone (CSPA). It’s a $2 million 3rd party bodily injury and property damage resulting from the act of parachuting only. CSPA BSR’s and technical recommendations must be followed. There is also a $10,000 defense fund for legal fees. A CSPA AIM (Accident, Incident, Malfunction) report must be sent to the CSPA head office within ten days of the incident. Now for USPA insurance, I’m not sure but I think it is similar, mainly in that the claim must be initiated on US soil. Not to likely if you’re jumping in Canada, so basically you are jumping without insurance. Hope that helps. Sean

Hey, your're the pilot in command, in my book you made the right decision. Sean CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

Damn dude... not even my BASE canopies get treated like that! My skydiving mains get babied. If you take care of your gear it will take care of you. If you abuse your equipment, don't have your feelings hurt if it doesn't perform as desired. Ha don't think that I treat any of my mains this way, I've just seen many a skydiver not treat their parachute with respect. Sean CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

I’m going to make an assumption that you are going to be jumping at a Canadian Sport Parachute Association DZ, therefore, it would be a Progressive Free Fall (PFF) course, basically the same but I will run down the requirements for getting to a CSPA A CoP. First in Canada we have a pre-CoP licence called the Solo Certificate, for the most part your PFF program will cover those requirements except for a few solo skills. For a CSPA A you need 25 jumps and 10 minutes of freefall; you must perform in freefall a backloop, frontloop and barrel roll on the same jump; 10 self guided landings within 30 meters of the target; under canopy perform a 360o front riser spiral, a 360o rear riser spiral, and a rear riser flare (note all of these must be performed above 2000’ and do not need to be on the same jump) there is one more canopy skill a 180o flat turn in both direction; you must also get a 2 way Formation Skydiving endorsement (at least 5 jumps with a free fall coach); a Sport Canopy endorsement, main packing endorsement, emergency procedures review and write a test with a 80% or better score (I think it is 80 questions, but it has been a long time since I wrote mine). I have had several friends that have come through my home DZ from the UK and got their CND A, then went back to the UK and had trouble jumping there, I have herd similar stories with a US A and going to the UK. But the skill you get will not be in question and you should be able to “jump” through any hoops with relative ease. BTW. Where in Canada are you going? Sean CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

I have a Blade Runner 135 as a second rig and ~100 jumps on it, my primary rig has a Stiletto 135 and I have ~750 jumps on it. Here is my take on the Blade Runer as compared to the stiletto, btw. both are loaded ~1.5:1 Packing similar but I roll the nose; on the BR it also packs up slightly bigger. Openings faster by a bit (harder), doesn’t like to always open on heading, specifically after inflation it will like to spin and be unstable until the brakes are released (I’m working on changing the brakes settings gradually to help solve this). Full flight, similar a little more ground hungry. Toggle Turns, more responsive it can really get going. Front Riser turns, I don’t notice any difference. Landings, about the same, but being a little more ground hungry the flare timing is a little more critical I find. Price, well I picked mine up for $200 USD. Overall I like it; I like my stiletto more, due to the twitch openings on the BR and I have considerable more jumps on the Stil. So I’m more comfortable on it. Sean CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

Once a parachute has been used as a main it should never be used as a reserve, main parachutes get subject to a hole mess of tortures such as: being dragged, thrown into the back of a car trunk, step on, split on, slept on, left in the sun… An exception maybe a test jump or intention cutaway, but those are for the most part a thing of the past. I trust Ravens, I just finished hooking up a MR 150 for my wife, and in fact Ravens are among my top favourite reserves out there. As to why I would not jump my Raven 2 as a reserve see above… Sean CSPA ratings C1, C2, IA, IB, QE, RA, and EJR

QuoteI guess I need to ask this, since i have been wondering for some time now. A main you can jump 100's if not 1000's of times. Why is a reserve so fragile??Quote You want reserve canopies to be in excellent shape I own a great Raven II as a main it can open very fast and reliably, but it will never be used as a reserve I don’t trust it in that way. Actually the worst thing you can do other than drag it through thorns, etc. is pack a reserve. When I was taking my rigger course I would practice on one of my rigs constantly, I noticed the difference before the end of the course ~ 10 – 15 repacks. Sean

Remember it might be the canopy, have a rigger check out the line trim including control line length it might be as simple as poor performance from out of trim lines, but if the lines are fine… I see from your profile that you are flying a 190 Triathlon, and from your post that you are trying the 2 stage flare. You know your parachute can probably be flared with a single motion flare. Often when I coach skydivers at your level to make the step off of student canopies to smaller more intermediate canopies I recommended that they flare it much like the student canopy just at a little bit lower altitude; so far most can do a stand up landing (or close too) on their first jump with the new parachute, and so far no ones slammed in. I point out that if they are flaring the student canopy by punching the toggles down hard and fast they might want to try a more smooth gentle type flare. Basically my briefing states, to start the flare at about 15’ (from your eyes not your feet) and bring the toggles down smoothly to about the stall point in approx. 3-4 seconds. Now this varies, as I’m usually familiar with the skydiver and their landing technique. One skydiver I might say flare at 10’ another flare at 20’, people often have different interpretations of altitude, and the same goes for the flare speed. Also I tell them that after they are comfortable with landing, they can modify the flare to their liking. Teaching some one to flare by written suggestions is a difficult thing to do, so please be vary careful when trying any advice from this forum (including mine) it would be best to talk to an instructor or two before trying anything you here from anyone. BTW. My home DZ has Manta 288 for the student canopies and Hornet 190 as a rental that novice skydivers usually make their first non-student canopy jump, weight depending of course. Sean

Education and regulation might be your best bet to get something like this passed. In Canada we have a Sport Canopy Endorsement that a skydiver needs to get before getting their A CoP, and then a review of this endorsement before getting their B CoP. This endorsement covers topics like high performance parachutes, wing loading, and a whole mess of other stuff that can be covered. Although, the skydiver is taught what they should jump given their experience, and other factors there is no rule or even a recommendation about max wing loading. So trying to include an endorsement for your A CoP might be your best bet, but I believe USPA just revamped their CoPs so if its not in their now you most likely not get it soon. Also, having a condition like the reply from the skydiver from Finland where there is a limit for B CoP skydivers and under, then once they get their C its up to them to make up their mind. Sean

Excellent responses, I guess its time to respond to myself, I was waiting to see what some of the response would be. I’m in the 1501 – 2000 category for 2 main reasons, one I have a Cypres, and two if I’m already below my decision altitude it only makes sense to go to the reserve. My decision altitude is 1800’, my main activation altitude is between 2500 and 3000. BTW. The main is usually a Stiletto 135, or a South African copy the “Blade Runner 135”, both can and do regularly snivel for 500 – 800’ After reading the posts I have a few additional comments. 1. The (Expert) Cypres is made to activate at 750’ in the belly to earth position, usually when some one’s canopy is in the process of opening the jumper is in a stand up position and the Cypres can activate at around 1000’, this might be a factor if you dump out below 1500’. 2. Similar to above those student/novices that are jumping the FXC 12000 J should be activating above 2500’ (if the unit is set just above a 1000) since this AAD might activate on any opening below 1500 above the preset altitude. Ex. AAD set to 1100’ therefore; main activation above 2600’, or you might see the reserve out behind you. 3. Muscle memory, I try to include this in my emergency planning so that if (when) I find myself cruising through 1800’ with the pilot chute still in the pocket I will (hopefully) hit the silver handle with out hesitation. Note, since I included this as part of my emergency procedures visualization about 1000 jumps ago I have not gone through this altitude in free fall, but I have snivelled down just below it, a few times. 4. happythoughts brought up a good point, AC emergencies, for me any exit below 2000’ would be a silver handle jump, at least with the knowledge I know now. 5. Maintaining altitude awareness is the best defence from having to implement his plan, but its good to be prepared. Sean

This poll is if you find yourself in freefall and low. What is your altitude that you would not try the main first and go directly to your reserve. The last two options are more for students and novices. Note, I’m not asking for tandem minimums as that would be different (I hope) and I don’t want the poll skewed by tandems. Please explain your response. Thanks, Sean

When you are down to your last chance don’t you want to use your best chance. Reserves are unlikely to snivel (the nose is fully exposed to the air stream), bag locks are very unlikely as well, and mals are almost unheard of if you are jumping within the specifications of the manufacturer, (weight and speed). Sean

I’m curious what other organizations (countries) have this type of regulation? It would help in this discussion to see what other countries are doing. Sean

I’m not sure what emergency landing position would call for any other technique other than the PLF. Even under a high performance parachute the PLF works, it’s the same basic motion just when you get to ride out the forward motion on your back (rig) until you stop moving. Quick review, Set up: feet and knees together, knees slightly bent, roll: feet, thigh, butt, back while keeping the arms in – remember don’t use your arms to break your fall or you might break your arms and keep going, and don’t stop the motion half way through or you lose the advantage of the PLF. See the "practicing the PLF" link from Zenister it has the basics. Knowing the PLF also helps if landing in turbulence, any time there is a moderate amount of turbulence I will get into the set up position in case the canopy drops, 99% of the landings goes as planned in turbulent conditions, but every once and a while you will find your self coming down fast and the PLF might make the difference between walking off the field or being carried off the field. Heck I did it yesterday when I had a down draft just before flare time, I think you were on the load. PS. Email me privately, I’m curious you would perform some technique other than a PLF. Sean

Reading this has reminded me… You know it has always amassed me to here a skydiver after an extra long snivel say, “I knew it was going to open, every thing was looking good...” meanwhile their audible is flat lining at 1500’. I always try to convince these jumpers that they didn’t really know what was going to happen. Sure there is a good chance the slider will come down, but are you sure it will be flying correctly you just don’t know, now its probably too late to deal with it safely. Don’t be afraid to hit the handles, your reserve isn’t your last chance its your best chance! Sean

Oh please be careful pounding pilot chutes (BOC) you can damage AAD’s. Cypres and Astra specifically are located between the main container and the reserve container and it is very possible to do some nasty damage if you “pound” on a pilot chute in a BOC. Try massaging the pilot chute while applying slight pressure; it will generally achieve the same results, unless the pilot chute is too big for the pouch. Sean I've added this link http://www.noexcusesrigging.com/RiggerInsp/cracked_cypres_case.htm I found while on the rigging forum.

Hi, Nat. I think everyone here as missed the big picture. Modern AADs work on air pressure, when you turn on your Cypres it calculates the air pressure where you are. You can change the activation altitude up and down, to compensate for jumping into a DZ with a different elevation than where you take off, but… This only real works if the landing area is relatively near by. The Cypres AAD calculates the elevation by expect rate of change of air pressure, that’s why it is great if the landing area is near by. Kamloops is not relatively near by, lets say ~250 miles by aircraft (I’m guessing), that’s when meteorological conditions come into play. Your take off location, Sydney, can be experiencing lets say a low pressure system while a high pressure system is over the Kamloops region, the Cypres has no way to know that and any calculations it makes to determine it’s activation altitude (or air pressure) may result in erroneous results. This is just one reason why it’s a bad idea to use a Cypres in this situation. Note the amount of time that you spend is the aircraft does not affect that the meteorological conditions of two locations over a great distance. Now, if you are uncomfortable jumping into Kamloops without an AAD that’s cool, but you might be made to jump into home as the plane doesn’t like to land, but carry on back to it’s home. Sean Coach, Instructor, Rigger, BSC Geography

Hi, anyone flown/packed a Strong Z-PO, and can give any advice on the same? Please include size, wing-loading, DZ elevation, jump experience and any other factors that you think might be relevant. Thanks Sean