Spizzzarko

t-shirts are gay take it off.

27 inch risers are gay...

Be careful, or you might just get a warning...

dinner is gay

Hopefully it will all work out for you.

Just giving you shit man. Appearantly the moderator didn't read it that way. Did you get an RDS on the JVX worked out?

Carefull youl get a warning.

Beer is alway relevant.

It looked pretty freaking gay to me. Your self promotion is gay too.

A good search of the forums might help as this has all been hashed out before.

LISTEN TO THIS MAN... HE IS A PRO...

So I can vert every jump of my three comps this year, and then make the ten footers at CPC nationals, and destroy all bitches then? I was under the impression that there will be the handicap in the CPC nationals. Grantious the Destroyer.

A dog park is not where dogs need to be releasing energy. Dogs need to have all of their pent up energy drained before going to the dog park. A dog park is were dogs socialize, not exercise. Dogs with pent up energy in a dog park can be dangerous.

Jay still flies his 103 at 1.9 for fun. He isn't quite the fat kid that some of us are. I got his 103 at 2.2 exit loading. I think the weight restrictions are a good thing, because they really don't bother me as I don't wear weight. It was getting slightly rediculous last season, with people carrying all that weight. The one thing that does kind of suck this season is the handicap for the advanced flyers. The added 35' on the speed course is killer. I have people here in my region that are top notch canopy pilots and get to compete on the 10' gates, but I have to fly 5' gates and add 35' to my speed round. These guys didn't compete in the nationals or didn't come in the top 15 at nationals last season, and they have a better chance of finishing in the top 4 this season than I do.

I would like to see that. I'll be up there tomorrow.

Just kidding by the way.

You paid for that?

Gentlemen, You may want to think long and hard about the practice of taking you hands out of your togles. You should not need to take you hands out of your toggles to determine if your steering lines are to short. With your hands in your togles do your normal frontriser turn up high. While doing this look up and ensure that there is not tail deflection at your maximum front riser input, Most peoples lines are to short for front riser input. This is not the end of the world, but it just makes your front riser input slightly ineffective. This is something that you need to continue to check at lines do shrink rather rapidly. Once you put your hands into your togles, don't take them out unless you are going to cut away.

There are some things to think about for aircraft ownership. 1. Maintenance Maintenance is going to cost you a considerable bit of money, as there will be 100 hour inspections, oil changes every 25 hours, annual inspections, and TBO engine rebuilds ($$$$$). If you get an experimental aircraft and build it yourself then you can apply for a repairman certificate from the FAA. This will alow you to do all of your own maintenance that you fee comfortable with. If you have an IFR rated experimental then you will need to have it IFR certified yearly. Going with an experimental aircraft is probably the most cost effective way to keep an aircraft as long as you do all your own work. A certified aircraft will require TSO'd parts. TSO'd parts are very expensive. The same rubber o-ring that you buy in an auto part store for $.58 will be more like $2.00 because it is certified. This runs your maintenance costs up throught the roof. You can use the $.58 part on an experimental aircraft though. With a certified aircraft you can use the airplane to make a profit, but with an experimental you can not as far as I know. 2. Fuel Price Fuel prices are going up quite a bit for cars, and airplanes are no exception. 100ll is more expensive than premium for your car. Aircraft don't really use the miles per gallon ratio, but they use the gallons per hour ratio. So fuel economy is calculated by how far you can go in an hour of flight time. Let's say you have to travel 80 miles, and your aircraft cruises at 160mph (this is a fairly fast speed for most small aircraft). Now your engine burns 7 gallons per hour. Your round trip is going to be one hour of flight time, and you will burn 7 gallons of fuel on this trip. If 100ll cost $3.19 a gallon then you will spend $22.33 in fuel costs alone. Now add another $6.00 for engine rebuild costs in the future to that cost of one hour of flight time. Engines normally have a Time Between Overhauls (TBO) recomendation of 2500 hours and cost between $11,000 and $20,000 to overhaul depending on the type ($15,000 / 2500 flight hours = $6.00 per hour). Now your flight hour cost is up to $28.33 just on engine cost and fuel alone. I have not figured in any oil consumptions or oil change costs, but you can probably expect it to get you close to the $30 a flight hour range. 3. Storage If you owned your own aircraft you will have to keep it at an airport (unless you have the luxury of living on an airport, or having enough land to build your own landing strip). There are two ways to store your aircraft. You can park it on the ramp and tie it down in the elements, or you can hangar it. If you are lucky enough to come across an open hangar, then you will probably rent it monthly for about $150, or you can sometimes purchase a T hangar for about $10,000-$15,000. Most people prefer to hangar their aircraft, as cold weather starts on your engine are not to healthy for it or your starter. 4. Bad Weather Days If you are depending on your aircraft to get you to and from work you will need to get your IFR rating, and have an IFR certified aircraft. This costs money and time for your training. Even though you may have both of these, it still doesn't mean that you may be able to take off and land, as there are IFR minimums that must be adhered to. 5. Insurance Most airports will require you to have insurance on your aircraft. Insurance is somehing you want to have, as dings scrapes and other incidents can get really expensive really quickly. Aircraft insurance costs are calculated off of the pilots total flying time, and flying time in type and model of aircraft. So a low time pilot will pay much more on insurance than some one with 1,000 flight hours. Take all of this into account before you rush out and buy a plane from somebody advertising in Trade-A-Plane. Good luck and do more research.

He was so close to being cool.

I'm glad your JVX is treating you well. I was wondering about the openings on those beasts. At least you didn't experience what I experienced with farmers. Grant

Apparrently there is a big way camp scheduled for the same weekend here at the Mile Hi Skydiving Center. Since there are only two people signed up for the "Big" way camp, I do not believe this will affect us in any way shape or form. Please have your account ballance up to date with enough money for 6 hop and pops prior to the 8:30 am Meeting on Sunday. Remember that your CPC anual dues of $50 will be due, and your $50 comp fee will be due at the 8:30 meeting on Sunday morning. Please bring these payments in cash, as this is the only method of payment I will accept. I look forward to haveing a great "SAFE" comp. Please bring a smile, be ready to learn a lot, and be ready to have a good time. See you Sunday morning at 8:30 SHARP.

but if you are in brakes, it takes longer to get to your speed in your dive that you could have goteen to quicker if you hadn't slown down your canopy. That is one thought to flying your approach in brakes. If you are going to be performing a 270 degree turn you can start your turn from full flight, and get a lot of power out of it before the fronts build up. Another thought would be to fly your approach to turn in deep brakes (not at the stall point) so that when you start your turn you can pull your fronts down further. Now your canopy is starting to dive more than turn. If you set up slightly higher with the braked approach you can slow your turn rate down and maintain your dive. The amount of time a canopy is in the dive relates to how much speed the canopy will achieve. There are several aspects to maintaining a dive but the more you pull the risers down the more the canopy dives.

AS it was so elloquently spoken by the lyrical master Cameo in the 1980's: "Word Up!"

The zone accuracy course and the distance course are basicaly one in the same. I will set up the zone acc course with the speed course carve set up off to the left. The speed course is a sizable carve, so you may want to practice your carves. Ryan Townsend and I have set up the courses as they will be ran at the CPC nationals to the best of our ability. No need for any nasty surprises at the end of the season at the nationals.