lifewithoutanet

Hey, all. Something that I haven't seen mentioned but is very important is to not, under any circumstances, wear cotton. The problem with cotton is that it is hydrophylic, absorbing every bit of moisture and trapping it right where it doesn't need to be, next to your skin, robbing you of body heat. You can probably guess that layering with cotton doesn't do anything to help. Synthetics (polypropilene, capilene, etc.), on the other hand, are hydrophobic and do their best to wick this moisture away from your body. This helps to keep you warm by keeping you dry and aids in the evaporation of this moisture by spreading it out rather than soaking it up. If you don't like the feel of polypro next to your skin, DON'T put a cotton shirt on under it. You'll defeat the purpose of the synthetic layer and just stay cold, miserable and probably bitter. In this case, your best bet is to spring for the nicer (pricier) stuff, like Patagonia's Capilene. It's more expensive, but the stuff lasts for years. When it comes to wind-proof/resistant garments, make sure you choose something that's also breathable. No sense in having an impermeable layer to stop the evaporation of all that moisture that the synthetics are wicking away from your body. Cheers and have a warm winter, -C.

Reminds me of the RHCP song "Can't Stop"... "Use my hands for everything but steering..." -C.

Apologies to all for the late entry onto this thread, but my defense of Karen and BR is overdue. I am responsible for the PC tow that my friend had. I've caught up on the thread and there may still be some who disagree with me (however unlikely), but I believe myself to be responsible. As luck doesn't run out all at once and it's typically a sequence of mistakes that results in a greater one, this one starts with my departure for Moab on Friday morning. On Friday night, I was packing my rig in the hallway of the hotel. Prior to closing, I realized I had the wrong bridle for my two-pin rig, I moved the packjob over to the loaner Prizm and closed it. I'd brought my gear (my container, a loaner container and canopy) not to jump, but to pack and have friends watch and comment on the packjob; I was there to learn, not jump. I did not have the requisite jump numbers and though I wanted to jump badly I had promised myself and J&M that I was there to observe. I'd had the gear stashed at home to return to the owner and in my haste, grabbed it and ran out the door for Moab, assuming all was there (*my* bridle and pilot chute were not, they were sitting on the shelf right above the rest of the gear). Subtle mistake number 1 and the catalyst that set everything in motion, nearly resulting in the death of my friend. My rig is setup quite different from the Prizm. I have four large, beige rubber bands to stow the multi (which are now four, cut in half, "nearly there", beige rubber bands). This one had two, and they were black, as you know. I did not question the setup of the rig, given the experience of the owner. Not so subtle mistake number 2 (in that I didn't question the unknown, not faulting the owner). My initial fears of the multi stows when first learning to pack and jump were long gone. When stowing the multi, I took to stowing it as I had on my own rig; an inch and a quarter or so. In hindsight, I learned that I had stowed the multi sheath too deeply in the rubber bands. I based this on the principle in stowing lines in skydiving that if you stow your lines too shallow, you could get a lock on the stow. I have done this on my own rig with no problems. Not so subtle mistake number 3. The rest of the multi I simply s-folded on top of the stows, but not through. We all know what followed. "Every BASE jumper is some part rigger, some part test jumper and some part madman." I didn't take enough of that first responsibility upon myself. I was complacent in not questioning a setup that was different from what I'd used in the past. It didn't even dawn on me. The tension on the band did not seem significant enough to me as to present a problem, an assumption ultimately proven incorrect and thankfully not as costly as it could have been. Regarding the debate on the multi, I'll tell you that my initial reaction was alarmist: "It's one more thing to keep the canopy in the container," I remember thinking. I reversed my earlier position in favor, and was now hell-bent against it. I then spoke with many people both for and against it and I no longer believe it's that clear cut. I believe there is a time and place for a multi. Forgive me in my inexperience (part of the reason I've never posted in the BASE forum thus far) for thinking out loud, but maybe it will spur on some thought. It takes into account both sides I've heard concerning a multi: for and against. From BR's manual: "The Multi is short for multiple bridle attachment. The Multi increases the number of bridle lifting points from the typical 1 point to a total of 4 points. The single attachment on the center cell is used as well as two more at the identical location, on each cell adjacent to the center cell. For a subtotal of 3. The fourth point is near the rear of the center cell. The 3 forward points are responsible for lifting the canopy in a normal fashion, similar to the single point. The rear point is to support the Tail Pocket which, during deployment, is heavy with suspension lines." Proponents of the multi point out that it aids in deployment by helping to provide for a more symmetrical opening. In the case of this canopy, which has a ZP topskin, it also aids in keeping the packjob in better order, as ZP material is more apt to shift due to its texture. Lower jumps...shorter delays...maybe it does introduce another variable, but I believe Karen and BR have evidence showing that when configured properly, it does help and is a great design. A conclusion I've come to, personally, is that I'll continue using a multi on terminal and near-terminal jumps, as well as with a canopy with a ZP topskin. I might not use one from lower exit points, however, but I'm still mulling this over. That's just my personal decision, though, after deciding for myself that it's not clear-cut enough as to be a bad thing. That's my opinion and others are sure to differ. Back to the main issue... Karen--first--my greatest apologies for not coming to your (and BR's) defense earlier. You've weathered a lot here and I think that's undue. This was user error, my error. I'm sorry. Peter, bud...I'm sorry I almost killed you. I can't express the feeling I had when I didn't hear the canopy open when it should have. We've talked about this a bunch, thanks for being so damn cool about it all. Can't wait to share an exit point with you. Apologies go out to J&M, as well. I'd hoped I'd have had no impact on the event at all and just taken a great deal away with me. The latter I did, as a result of my failure on the former. To everyone else in the BASE community... I'd held back on ever posting on the BASE board for personal reasons. I figured when I'd talk about BASE it would be with whom I wanted, at a time I wanted. I choose to participate in the community, but by communicating directly with other jumpers, not for all and anyone to see. I guess this is too small of a community in which to do that and my silence up until now may have been perceived as not having taken responsibility for my own actions. Nothing could be further from the truth. I've felt responsible from the second that canopy didn't open when the multi locked, even after speculation about delay times. Regardless of your position, I had a hand in it and that's enough for me to feel responsible. Just because I didn't post it publicly doesn't mean I didn't feel that way all along. Again, this is perhaps too small a community for me have to not stepped up to all of you. Apologies here, as well. Mea culpa, -C.ya Edits for grammar and clarity.

JP, I've been climbing for years. Well, until I took up skydiving and moved to SoCal, that is. Haven't climbed since I left Colorado. I have a pretty extensive climbing/mountaineering library. I'll bring a few of my favorites out this weekend. Let me know if there's anything in particular you're looking for, discipline wise. Edited to add a few links: Joshua Tree Moab Climbing Magazine California Gyms Ouray -C.

I've started to carry mine more out of concern for myself and fellow jumpers. In the event that I follow someone's main down and end up off the DZ, land out w/ a friend and someone's injured or just land way, way off, I think it will be handy to have. Our DZ is good about picking people up when they land out, so it's more to guard against the possibility that we could land out and someone could be injured. I treat the plane like a theatre, though, so the thing is on silent. Don't want to be 'that guy'. Also, my camera-phone sucks. -C.

Ding-ding-ding-ding! There's your counter-argument! If he spends ANYTHING near what my whuffo friends spend on golf clubs, green fees, pro coaching, tournaments... Well, I'd say you're in the clear. How long has he been golfing? He may have built you enough leeway over the years to buy yourself a second rig. Good luck! -C.

Pssssst, dude, don't look now, but I think you're posting on the wrong website again. I've said it before, I'll say it again. You should be doing stand-up. -C.

As others have said, there are lots of posts on this... Get a stash-bag or a carry-on that will accomodate your rig and put it in there; get the TSA letter from Quade's link and have it handy *if* you're questioned. If you're stopped at security, politely ask to speak to a supervisor and get the TSA letter out for them. If/when they do secondary screening of your rig, it is your right to be present. In fact, the TSA letter should state that the rig should at no time leave your sight. As for: "When I got to Perris my gear bag had a paper saying they had looked in my bag. On one of my rigs the main pc had been pulled out and the Reserve flap was open, my seal was broken on one side..." The fact that they can inspect your rig when it's out of your sight (checked) is why I carry mine on. Just don't be a pinhead (whatever my reasons) and not have another bag to put your rig in. Most of all, keep a calm, cool and level head and be cooperative and you should get through just fine. Happy travels. -C.

Mel*, why on Earth would you turn your cats inside out? -C.

Now THERE'S an idea! -C.

Blue Skies, guys. -C.

??? -C.

Wierdness. Something appears to be wrong w/ photos.yahoo.com. Should be back in a bit. -C.

Pics from last weekend's Freestyle Exhibition, as part of the US Nationals Canopy Piloting competition. The low-res copies on display don't do the pilots enough justice, but I thought I'd share. -C.

Way to get through it and do the right thing. I haven't had a cutaway, yet, and in 180 or so jumps on my Sabre 1 150, I've only had one instance of line twists. It was on my first wingsuit flight and I'm convinced it was due to body position. One shoulder was lower than the other or I dropped a knee. In any case, I was already unzipping when I saw it and kicked out of the 6 or 7 twists pretty easily. The canopy kept a heading pretty well during all of this. As for your situation... Given what you felt between the throw and opening shock--nothing--I'm prompted to think that you had bag-lock at some point in the sequence and before the lines completely unstowed, your bag was floating around, spinning up and twisting the lines. What do you--or anybody else, for that matter--think about that possibility. Plausible? It could be a number of things, but this seems the strongest possibility to me. -C.

Trial and error, eh? My advice (and it's pretty common) is to get out on a few crew passes and play around w/ the canopy up high. I jumped a new-to-me size last weekend and that's what my first jump was. I'd flown this model before, but not this size, so I went up to see how it would behave. Every canopy is going to behave differently and landing is not the place to discover this. A crew pass will give you plenty of time to really wring a canopy out. Go up there w/ a plan (i.e. your checklist) and really give the canopy a workout. Remember everything you can about how it reacted to various inputs and write it all down when you get on the ground if need be. Billvon's checklist is a good one to go through, regardless of whether or not you're ready to downsize just yet. For where you are, pay particular attention to and focus on points 1 and 2. Wait a while before you attempt the rest. -C.

Didn't feel like leaving the knuckleheads home for two weeks and I could use the company on the long, coast to coast drive back. -C.

Reasonable comment, but in this circumstance, I was at Denver Int'l, two rigs were in a bag and they asked for them to be removed and x-ray'd separately. It was at this point that the TSA guy tried to pick one up by silver. All in all, I think we're unanimous in that this wouldn't have happened had it been in another piece of luggage and I'll be buying another carry-on suitcase for future use. (I almost picked one up at Square1 this weekend.) Without turning this into a Speaker's Corner post, the point is more that there's yet another agency out there to be aware of who doesn't know how to handle our sport in regards to air travel and that having the TSA documents with you and cooperating (even taking control of the situation as much as you can) will get you through it just fine. -C.

Thank you. Agreed. Can't argue with you there. Wouldn't have had to be an ambassador if that had been the case. The only other bag I had contained my laptop and camera bags so I could count them as one carry-on and bring it all on the plane. -C.

Noooo. I didn't think you meant that at all. Knew you meant it was packed in another form of luggage. Don't be so sure of that. The reason you can no longer lock your luggage is so that they can get into it and inspect the contents. In such a case, you'll find an additional TSA tag on the bag at your destination, alerting you to the fact that your bags were opened and the contents inspected. That's what prevents me from checking a rig. -C.

I generally agree with this statement, especially after yesterday. One thing I failed to mention is that I had the leg-straps stowed up and out of the way, behind my back, not dangling down my leg. While I'll start carrying this in another container, I highly doubt I will ever check a rig as baggage, though. I've had a TSA official try and pick up a rig by silver (does look like an attractive handle) and yesterday, grab it in such a way that it could have popped the main closing pin. I prefer to keep it under my watchful eyes and the only way I can do that is to carry it on. They do inspect some bags that are checked and we're not present when that happens. -C.

Referring more to the blood-relatives than to the sky-relatives, but that's good to hear. -C.

It was. And you're welcome. I'd prefferred it not happen at all, but when life gives you lemons... For the 'above and beyond', it was my chance to try and control the conversation/situation. How responsive he was was my meter of what I was up against. While I wasn't being detained, there were a couple of minutes in the beginning when I wasn't sure about what was actually going on. In truth, the guy never did anything to make me feel that I was in trouble, but when someone shows you a badge and asks to talk to you, especially in an airport...well... -C.

Happy B-day, Peej. Hope that "repair kit" is working out for you and you're not taking too much flak from the family over it. Heal fast, brother. -C.

I flew out of Orange County, through Denver, to Washington Dulles yesterday and had an interesting experience when I arrived at my final destination. I brought one of my rigs with me and as usual, carried it on. I typically carry it on as is, in plain sight, not in any luggage. My argument is that it's better off out in the open, lest someone get a little overzealous and think I'm trying to sneak it onto the plane. Security at John Wayne at first requested that I check it as luggage. I politely declined, showed them the TSA letter and after a second x-ray and a short discussion with the TSA supervisor, was allowed to proceed. Nothing strange about that. I flew on Frontier and as luck would have it, had the same crew on both legs of the trip. The first half of the trip was uneventful. Upon boarding in Denver, I stopped to talk to one of the flight attendants, letting her know that I was travelling with my dogs and wanted to be sure that they made the connection as well. The gate agent had done this on the first leg without me asking, but I wanted to be sure for this leg of the trip. She said she'd come to my seat and let me know they were on board before we taxied from the gate. At this point, three passengers in the first few rows took notice of my rig. Too bad I wasn't flying camera at that moment. The looks they gave me were priceless. I smiled, nodded "hello" and went to my seat. I stowed the rig in the overhead, several rows ahead of my seat. The flight attendant came by to tell me that the pups were on board and then asked, "Did you...ummm...carry a parachute on board?" I told her 'yes' and 'it's up there in the overhead a few rows forward'. She joked and asked if I knew anything that she didn't and made me promise not to pull a DB Cooper on her watch. It was all pleasant conversation and she was having a good time with it. I was in that very last row where the seats don't recline, on the aisle, so between serving food/drink, she and another flight attendant asked me all the standard questions. They were very intrigued and I directed them to my old DZ in Colorado to make a tandem when they got the chance. We landed and as I was leaving the plane, she asked me to show it to the pilot, who jokingly commented that "the tarmac really isn't that far of a drop, but be my guest". In the terminal, leaving the gate, I was approached by a large man who introduced himself using his full name, informed me he was a Federal Air Marshall and showed me his badge. He asked if I could step aside for a few moments to talk with him. We went to the other side of the terminal to an empty gate where he proceeded to tell me that this was a first (ahem..."beer") for himself and any other FAM officials he spoke with throughout the flight. As it turned out, when I boarded in Denver someone did point it out to the flight attendant and in some short order I'm unsure of, the FAM I was speaking with spoke with the pilot who radioed to Frontier headquarters while the FAM conferred with his people on the matter. In general, they'd been entirely unsure of how to deal with the situation and he wanted to discuss with me how and why I'd carried it on. I explained why and showed him the TSA letter for the 'how'. Apparently I was under watch the entire flight. He had some other questions for me, the first of which was if the rig had any sort of CO2 or compressed-air device. I explained "no" and when he asked why one might, explained the concept behind a floatation device. I then went a little further and explained an AAD as an 'electronic' (key: not 'explosive') device that would deploy a reserve in the event that I passed an altitude at a specific fall rate. I emphasized the point that the FAA had classified AADs as 'non-dangerous goods' and they were certified as an item that could be carried on. This rig didn't have one, I explained, but as he'd told me he was looking for more information on the matter I figured a little extra info wouldn't hurt. I further elaborated on FAA regulations regarding reserve parachutes and answered a few other questions, all about our sport in general. Another FAM joined us, introduced himself, as well, and said this should all be over soon. A FAM supervisor at Dulles wanted to talk to me and ask a few questions and was on his way from the other side of the airport. The second FAM had spent some time in the service and while in Europe went through jump-school with the Brits and Germans. He hadn't jumped since, but had a lot of questions about the change in equipment. The three of us talked for a few minutes and then the first FAM made a call to the supervisor to find out where he was so I could get on my way. He was still on his way, but they decided that they'd just fill him in themselves when he arrive. I'd spent maybe 15 minutes with them, right across from the gate where I'd de-planed and then was on my way. I was never 'detained'. When first approached, I asked if he needed to see my ID and he declined. I left him with my business card (I volunteered that) with the USPA's website written on the back of it. All in all, it was a learning experience for the FAMS and he explained it as such from the start. It was a bit of a learning experience for me, too. So, here's another case of one gov't agency that's not quite clued-in to the practices/procedures of another. No big surprise to anyone here (or in the Speaker's Corner, for that matter). The USPA did a great job in working with the FAA and TSA, but this might be another agency with whom they need to speak. I'm forwarding this account on to the USPA, but wanted to share it here, as well. My advice if you run into this situation is just to treat the FAM with respect and use the encounter as an opportunity to educate them. -C.