CrazyL

No way, their hats are still on!

2 packers from SoCal arriving the 5th ready to jam on the 6th, can take high volume, good openings. Bring it!

Flying Birdman Classic on my back as leader of flock with average 60mph, others in large wing wingsuits newer models.

Unlike the 'old days' there is a way to progress at swooping ( landing faster). There are some top notch canopy pilots who do train skydivers to be proficient at canopy piloting. It would be a good investment (safer approach) for you to attend a class/ course given by one or more of these fellas. Common mistakes when starting out to become a high performance canopy pilot: turning too low and not flaring in time and or not having the room to flare in time (resulting in serious injury or death due to hitting the ground too hard). Lack of good 'ol education is another common mistake(for some, ego rules the roost getting in the way of education). Another mistake is 'going too fast too soon'. I learned the art of hookturns (degrees of turn to gain speed close to the ground)under a 220 at less than .8 wingloading and progressed from there. An approach that I took back in the day consisted of flying the dz pattern consistently which to turn on final requires a 90 degree turn. My final 90 began high and progressively became lower till I had a little bit of speed on landing. Next part was do final 90 a bit too high then do 'double front risers' to gain speed for landing. Then I got hooked on downwinders( which I do not suggest). So I basically learned one element to gain speed at at time, 90's is one element or 'trick' I like to call it, double front risers is another trick. To fly the pattern I can do either trick or combine the 2 tricks to gain speed. Each trick has a certain height at which I begin and end. Each trick added to results in beginning higher. This very basic. let's use arbitrary #'s, let's say the 90 trick you do at 200ft then lets also do the double fronts trick in series. Let's say to do double fronts trick by itself (as if you were on final from 1,000 ft) you'd begin double fronts at 200ft. to then have a bit of speed upon letting up on the fronts and going into the flare sequence. Bump the final for the 90 up to 400ft and do double fronts from 200ft. This would be a series of 2 tricks to gain speed. I have over 6,000 landings in which i've gained excess speed. Instead of combining 2 tricks for speed I may have between 20-30 tricks combined to gain speed for one landing. I use double fronts at 2 different points during the the gaining speed portion of the swoop sometimes in 3 places. Learn each trick well prior to moving on and building up more tricks for the series, start higher than you think you should. Hop and pop up high and practice tricks prior to bringing the tricks in for landing. Flare before impact.

Tandems have the right of way for sure. Do you know why the tandems spiral down? My best guess is to make the next load, to keep the wheels turning. May not be the perfect scenario, but one that works. At several dz's tandems are the backbone, the bread and butter of a dz. Heard of 'tandem factory'. I go fast under my sub 100 canopy and seldom but occasionaly abort my 'trick' for other jumpers, tandems too, for all our safety. Is your scenario as far as jump order and pull time similar each jump? If so then similar scenario's will occur like tandem traffic. You can find 'your' airspace up there to do your landing pattern and swoop. Some TI's are buttheads too and try to be and some times win at being a butthead, you still cannot run into them or fly through them they still have the right of way. 'Nuff said.

I'm kinda like you in the sense that some people give me crap for the canopy I jump. Some dig it , some don't, I do my thing in skydiving for me. I like my wing and it suits me just fine. Someone gave you good direction in buying your kit. Some new generation swoopers are like, why don't you jump a crossbrace, why don't you compete, saw you stab the brakes ( in other words you suck if you stab), why don't you fly rear risers, and one of my fav's is how much do you weigh, how many jumps, well you should be jumping a 60 something at such and such wingloading. Some swoopers talk about wingloading like it's the size of their penis. If I were only a swooper in skydiving and nothing else then maybe i'd only jump a 60 something canopy, but i'm a skydiver good at many disciplines and am not yet a swooper, i'm a hookturner and thats my game. I even own 2, 60 something canopies when i like to be a swooper poser and jump my 92 most of all. In full flight i'd bet that you and me have no more than 10mph difference in forward speed, in brakes I can hang with tandems. That 210 i'm sure allows you to progress in the sport for what you like to do. It's all good. There are plenty of tuna boats out there. If I could give you any advice flying your tuna boat would be to let the small canopies land before you, don't get in there way if at all possible, enjoy cruising the sky and have a good time regardless of silly comments made about your parachute.

I'm missing my skydog friend Hutch. At the DZ it seems he'll be walking around the corner or standing in the loading area at any time. I miss Hutch. woof woof

Jerry's spirit lives on! He was the topic of some conversation this past week. He did some awesome flying, and educated other new skysurfers, he did crazy aerial stunts. He has become an urban legend among skysurfers. He is missed. Skysurf on brother! RIP

Not only reservations on new products, it's also having experienced technical issues with said device that I believe would have or should have been found during initial testing before the units were placed into the marketplace. The units were sold at a reduced cost in the beginning, some dealers bought into the plan of buying several units so they could make a decent income from the units as the cost would rise after a certain date. When units were recalled, dealer/s still wanted to sell device that was not yet ready.Wanting to for the money they would make in profit, lacking in what's already proven in the market, or good for the customer. Yes, good for the customer. I witnessed customers that were concerned way more about this argus device in their rig than those with cypres. Had Argus came out when Cypres did and they both shared trials and errors in the same time frame maybe argus would be the better deal. Like i've told some of my customers who's cypres is coming up on 12 yrs, and I qoute ' don't bring me an Argus, I have not and will not install one in any rig'. Give 2 years without issues and I will rethink the Argus. My customers don't need to be guinneepigs.

I'm with you, swooping, excuse me, hookturn is something I do on every jump unless I need to abort, which does happen, but very seldom. Having clear airspace (keen spacial awareness) and flaring in time are 2 key factors for great hookturns and swoops. Like aggiedave has said in his post about pulling high and hop and pops( to be in the air alone) is definately a great way to become proficient at performing such maneuvers without other air traffic to be concerned about other than airplanes. I am proficient on certain canopies. I still pull high to learn a new wing prior to playing in air traffic.

USPA has done nothing as of yet, some people have proposed BSR's but NOTHING has come of it. I wonder why USPA has not yet had a take on this issue. Maybe they think everything is 'ok' and no action needs to be taken. Skydivers i'm around seem to think this past spring was a big deal. Some DZ's the landing direction & pattern gets fouled up each day, no matter how many times the manifest speaks out the pattern rules. There are alot of idiots out there, and i'm one of them. So when i'm in the air, watch the f*&^% out! I can mess up the pattern with the best of them. Usually I follow the landing direction rules.

Hi. I've been the guy doing hookturns of all degrees for a very long time. One of the key factors that must fit into my ability to do the hookturn is 'clean airspace'. I understand that some people choose to do hookturns in a bit of canopy traffic. Occasionaly but seldom do I perform hookturn in traffic. As for doing the 270 or 360, there is the blind spot to be reckoned with. Witnessed just this past sunday a jumper doing a 90 (left pattern turning onto final leg) that appeared to have a large blind spot to his right, he was looking in the direction he intended to turn prior to turning. Meanwhile canopies that already turned onto final just downwind of him were being cut in front of by jumper doing crosswind leg just upwind of them(he crosswinded in front of 3 canopies). Pattern issue? or rate of turn issue? What i'm getting at is that canopy collisions are in part due to lack of spacial awareness. Rate of turn is not the culprit that causes canopy collisions. If rate of turn were the cause of canopy collisions and/or death i'd be dead over 5,000 + times by now. If a jumper is doing bigger turns than what the pattern is they should be responsible enough to gain the airspace + some to perform the manuever. I have a few cardinal rules for myself to do a hookturn that shall not be broken, regardless of DZ rules. 1. survive, don't injure and don't die , and don't take anyone else with. 2. Do not scare, intimidate, or startle the people in the air. People on the ground and the ground are fair game. 3. Flare prior to landing (this one has saved me countless times). 4. Hardcore tricks: done in certain conditions with certain amount of currency with the gear. 5. perform for no one, this is my game. 6. always be prepared to abort. Hookturn is a stunt each and every time. Once I overcome the possibilities of injury or death, the stunt is on. My senses are alive, the keen sense of spacial awareness( looking, watching other air traffic, observing ground conditions) 90, 180, 270, 360, 540, 900, 1180.... combos, series, compilations, landing 2 stack with skysurf board and camera gear under small wings, whatever the trick, airspace limitations and conditions must be met.

Looking forward to answers. I've had numerous jumpers ask my opinion on the Argus. I still cannot recommend the unit. I still recommend spending the money on the Cypres.

R U Sure? But the soft 6-800 ft snivelers? soft openings? Riser pressure? Can I still fly front risers on demand to any degree? Even if I want to do front riser right 360 then immediate left 360? Will the Samurai sustain a dive for as long as the Jedei 92? This Jedei 92 is the majic canopy! It's in the characteristics. Stable in turbulence, long glide, high dive, solid flare performance,goes slow for landing in tight areas, goes fast when I give it some high performance piloting, it's a smooth flyer. Can you talk me into jumping the Samurai? I'd be willing to try the 95 and the next smaller size. What's possible?

Havent read all posts, forgive me. Getting fingers or hand trapped in brakelines reason : 1. Not stowing excess brake line. 2. Stowing excess brake line with large enough loop to put fingers through just prior to instowing brakes i.e. as jumper slides hand into toggle from the side if the toggle, jumper also accidentally places hand through a loop of line and the toggle resulting in sucj entanglement. Preventive measure: Stow excess brake line in a keeper with loops smaller than the size of a finger or hand.

Some seal dyes are stamped too wide for the seal like mine is OJC, The dye maker could've done a better job and i almost sent it back. Mine is also not centered on the dye itself. I got used to it. Seals nowadays bought from paragear are a bit bigger than ones in the past, which made it easier for me.

Master Rigger located in Long Beach, Pm me for details.

Any news on the Argus report?

Hi Brian, I saw and read this article shortly after you posted it. Nice read. Could'nt have picked a better pic. Who is that guy in the pic? Is that the guy that who was doing hookturns way back in the day, during the 'banned hookturn days'. The days when swooping(sorry) hookturns was a crime punishable by 'grounding', ' kicked off the dropzone' and or sudden injury or death? Did'nt he start doing hookturns with a cruislite 220 then a Sabre 120? I finally figure it out. Some call him ' Crazy Larry'. How did Crazy Larry get the name anyway? Some may ask. Do you know the answer? By the way, my Jedei 92 still flys like a bat out of hell. It just won't give up. Got over 3,000 on it and 5 line kits. Good job making that one Brian, may i have another?

Yes, I am the 5 time and current West Coast Blind Folded Packing Contest Champion held in Perris , Ca. sometimes in the fall. Contest rules: pack main parachute blind folded faster than all other blind folded skydiver/parachute packers, top 2 finishers go jump the rigs. If jumper in first place parachute results in cutaway and second place packing finishers main is not cutaway then no. 2 wins. usually I win. Last time was under 7 minutes. If ya wanna beat me, you ought to practice. Still takes me over an hour to inspect and pack a reserve though, and I have alot of practice. With reserves I compete against the Reaper and his buddies. So far, I win.Wanna Play for a jump ticket and a corona?

Please give more info. Is this true, the Argus fired above 3,000ft agl? could he have set it at a different location than his intended landing area?

Please don't pretend to assume that people who charge more are more qualified than those who still charge $35. Good point. Would you go to the Master Rigger/ soon to be DPRE regardless of the price? If you or your rigger were in different states would you ship your gear to them?

Rates will remain the same over a year period. 4 pack cycles or 2. People I rig for have no problem with paying me, whatever the price. Some jumpers gear is shipped to me wherever I am which cost is sometimes more than the rigging service. If you want a repack for $35 I can't help you. As a jumper i'd plan to spend $500 - $800 or so a year in skydiving gear maintenance. $300 -$400 in I&R main inspection and packing per year. AAD maintenance $100 per year. Then theres the pluthera of repair/replace cost. Skydiving is an semi expensive sport, Rigging and repairs are still relatively cheap in comparison to the cost to participate.

Don't do it. Order them from parachute manufacturer or paragear if using links for parachute. Your talking about the metal links, right? The name on the link is 'Mallion Rapide' with a number. size for main canopy can be #3.5 or #4 stainless steel. Also get silicone bumpers correctly sized for the link from who you order from.

Who is Wolmari and when did this sort of packing get a name? From what I can see so far is that it is a pro pack. Basically once the canopy is flaked, tail wrapped ,lines have tension, and it's lying on the floor in a V- shape the 'Wolmari' is similar to if not the same as re-stacking the back end of the canopy (D's and steering)where you first intended to while flaking the canopy. Been packing like that for many years. Like most people who pack I still use the center cell to contain and shape the packjob prior to doing S-folds while still keeping the 'Wolmari folds?' in place. To me, it reduces chances of a line over compared to pushing that same fold toward the front of the canopy. Even won blind folded packing contest using this 'Wolmari fold?' Blind folded Wolmari packing contest anyone?