TimDave

The description is a bit lengthy but accurate. The static line has the pin connected to it that closes the main container. Further down the static line (at the end) there is a piece of velcro that is hooked to a mate on the pilot chute. When the static line comes to full extension the pin is pulled and the pilot chute is aided in "launching" by the static line. This system is packed just as a spring loaded freefall rig except the container is closed with the pin on the static line instead of the ripcord. Now that mine is more lengthy than the one I am commenting on I will stop

If you are used to the omega i would not change much. play around up top and you should get comfortable pretty quick assuming there is no huge size difference. don't worry about the minis, they work fine (just don't go the oher way)

The course I attended was very poorly managed and they allowed the cards to be filled out during the course. I don't want to bash the director but they got their due from our RD if the rumors are true. BTW thanks for finding what I could not!

Yeah, take the FJC again and do some coaching jumps to get back in the grove. I would suspect that you will not have to start over but you may have to repeat a couple of things. It will pay off in the long run. I have seen it a few times and it all worked out good for the ones willing to take it a little slow. Welcome back!

Here is a list I came up with by looking at other lists and adding things I thought were good.

It does depend on who is doing your course. You used to be able to download proficiency cards but I could not find them on the new site. If you come to the course with your card filled out (regardless of whether the CCD wants it done that way) you will be waaaaay ahead of the game. You may get a favorable eye looking upon you if it is not necessary. Anyway that you look at it, the more you have done up front, the better off you will be. Have the card filled out and have a SIM and IRM that you own with you. It is also a good idea to contact the CCD in advance to get a heads up. He/she will probably be impressed at the proactive approach.

I have seen some nice training aids (harness) that were made from a very simple vest. The handles were then just velcro attached. There was a pouch on the back for a pilot chute and a channel for the ripcord. I am sure it did not take much, but it was very useful.

I am not sure how this will affect the thread here but here goes. Now how do different drift rates in freefall figure into it? Head down, sit fly, hybrid, small belly groups, larger belly groups, etc. This may be the fatal variable in creating this grand unified theory of exit separation. If the wind thing could be simplified could this factor be?

A few comments about whether braked turns or fronts are better. This is very specific to the situation but here are some points to consider. Using fronts will be more stable in turbulance since you are maintaining your airspeed = pressurized canopy = safer. You are not increasing your forward speed but increasing your descent. This is an increase in your speed vector which will probably put you in the same place as full flight in the end (on a light wind day). The thing to remeber is that you have to trust your capabilities and practice all that new stuff up high. The deep brake approach takes a lot of practice.

I agree with all that and would add to try to have the canopy not touching the floor so the seams do not dry unevenly. Same for the lines keep some even tension for same reason.

Finally, the point

http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=903298;sb=post_latest_reply;so=ASC;forum_view=forum_view_collapsed;;page=unread#unread Check out this thread. This issue was discussed in detail just a few days ago.

Slinks are like suspension line. It will wear out at some point. The steel rapide link should last longer.

All of what has been said is right on. Remember that you are being evaluated in all areas. Know the BSRs, FARs, and SIM very well before you get there. You are evaluated on ground prep, gear up, gear check, ride to altitude, exit, free fall, canopy, landing, debrief, and intagibles (presentation, confidence, etc.). It is a lot but you can do it if you are prepared. If you have done the G and H dive preps and in-air stuff on the prof. card before you get to the course you will be saying "I have done this already, I can do it again" and you will be much more relaxed. Hi Mar, hope to see you at the convention again this year!

Are you a lawyer that is bored or something? You are right. But I think that you are missing the point in this whole discussion. Think about this. If seat belts and airbags save 1000 lives but kill 10 people are they worse than having non at all. The net savings were 990 people.

I think that you reacted appropriately. When I teach students deployment procedures it is somethiing like this. Pull, one thousand, ..., five thousand, check. If at that time you do not see something that looks like it is looking familiar and turning into a landable canopy, start your emergency procedures. 5 seconds is plenty of time to wait before you should see something familiar and good. You did the right thing. I would rather have somebody thinking like you than afraid to go to the reserve. Good job in recognizing the situation and not panicking.

If I took no external input I would say that the flare was a little late. That being said, having winds that were a little higher and maybe a bit turbulant what biilvon said seems to be a very good explanation. Rotors and turbulance are unpredictable but also sometimes symmetrical. Planes experience something like what you may have experienced during wind shear. Lift on one side and being pushed down on the other side. I don't think you did anything wrong under canopy. You may have just caught some bad air. Keep an eye on the winds.

I have an old Sabre 150 with who knows how many jumps on it. It is so "experienced" that the data panel was unreadable and PD replaced it when I got it relined. It opens great after a lot of jumps. Be particular about how you pack it and it should treat you good. BTW this trusty old Sabre is now for sale

Vol. I has more on sewing and those types of things. Depends on what you want to learn first. Agreed Vol. II has more on squares but don't overlook that "old" stuff.

I would also recommend talking to Brian Germain and see what he may have to help you out. I have taken the Evolution Canopy Flight school in Perris (who use Burke's writings as a base), I also have spent may days one-on-one with Brian Germain, and had conversations with John LeBlanc, Scott Miller, and the Team Extreme guys. All had good input. Brian's was by far the best since he can talk about the "feel stuff" as well as give you all the technical-aero-physics-zen-mind-body stuff.

There is, IMO, way too much information to absorb and it is very physically demanding to do an entire AFF training in a weekend. If the training and jump are done properly, each jump (after FJC and category A) should take at least 2 hours. This means about 45 min. on the ground, 15 min. to gear up, 30 min. for the jump, and at least 30 min. post-jump debreif and correction if necessary. Given the length of the day at this time of the year it would be difficult to imagine more than 2 your first day and more than 3 the next. Also rejumps and anything not going perfect will add to this. With what is at stake I would recommend taking the training at a slower pace and complete it over at least a 5 day period. You will probably end up doing this one way or another. As far as retraining goes, the recommendations of the SIM are: After 6 months off I would do all that plus repeat the last jump if all was good on the ground. I would recommend you see what your DZ says about the time off. I would personally do the training that I could and do whatever it takes to get back in the saddle when you get back. So you have to make another jump (not the worst "punishment" for a lay off).

A bit off topic... How does tacking the slink down prevent reduced damage to the slider grommets, reduce the life span of the supspension line and make it harder to pull the slider down over the slider and toggles? I have them on my main and even though I follw the PD recommended maintenance instructions, the tab keeps finding a way to the outside (even after 200+ jumps).

My advice to all students is to not try to clear a line over. USPA says the same thing. You are wasting valuble time with a crapshoot. Put your money on that reserve. That's why you have one right?

The system is a direct bag

As a static line and an AFF instructor line twists happen at different rates. With s/l the amount of line twitsts i see is probably 2 of 3. This is caused by the static line pulling on the bag at an angle and causing the bag to spin. On AFF jumps it is far less common. if it were 1 in 10 i would be surprised. on the subject of attempting to pull 4 times, the sim says 2 tries or 2 seconds. this recommendation should never be violated. i am glad that you have the curiousity and bravery to post this. you will go far by having the open mind and ears.