erdnarob

A canopy glide angle depends on several factors. According to John LeBlanc from PD, those factors are : the type of airfoil, the weight distribution (more weight on the front risers for instance) and what I call the pitch angle. Here is some pitch angles I have measured. What I call the pitch angle is the angle between the chord of the canopy and the horizontal line when flying toggles up. CANOPIES Pitch angle CANOPIES Pitch angle Crossfire 180 15.85 degrees Nitron 190 15.19 degrees Diablo 135 15.77 PD reserve 160 15.36 Firebolt 200 14.10 Sabre 2 170 15.34 Hurricane 170 15.58 Safire 134 15.14 Icarus 90 JVX 16.00 Samouraï 107 17.35 Icarus VX 96 16.39 Spectre 170 15.80 Katana 170 18.03 MAX Storm 170 16.66 Nitro 150 13.25 MIN Velocity 84 (experimental) 15.71 We can see that the Katana has the most important pitch angle while the Nitro had the weakest. Note: There is some little differences between different sizes of the same type of canopy. Learn from others mistakes, you will never live long enough to make them all.

For Twin Otter exit when in the door facing out, I recommend to place the corresponding arm around the edge of the door if you are on the rear or the front side of the door in order to protect your shoulder. On a Casa, the rear of the airplane is slightly taper, if you are exiting backward and on one side, make sure to not extend your arm too soon to avoid a strike from the taper edge. Some people are just fragile concerning their shoulder. A friend of mine had to quit skydiving because he got a shoulder dislocation several times due to the free fall. Fortunately, each time his shoulder came back in place and he was able to pull properly. The only case of shoulder dislocation which has caught my attention from a tail gate exit was the first jumps from the Boeing 727 in 1992 at Quincy at the World Fee Fall Convention. The pilot wasn't used to fly skydivers and drop them at 200 MPH. We also don't have to forget a possible shoulder injury at landing. When you see that your landing is going too be very bad, make a ball of yourself by putting your arms around you and bending at the waist. Please don't try to protect yourself with elbows or arms. That will transfer the shock to your shoulders. I did that mistake once and got my shoulder dislocated including 3 broken ligaments, a pity. It took a 2 hours surgery under total anaesthesia to get my shoulder "repaired" followed by 6 months of physiotherapy. Now, believe it or not, but my injured shoulder works better than the other one. Learn from others mistakes, you will never live long enough to make them all.

The pin may not rotate. It was twice the case for me on actual total mal. But who cares if the pin get stopped at the housing since it has already moved by about 5 inches when you just need one inch to get the pin away from the closing loop and therefore release the pilot chute. See the pictures in attachment. I believe that 70 years of habit while people were told to clear completely the rip cord should maybe be changed. Just like the use of the Reserve Spectra cable illustrated on my rig on the same picture. People have to get use to it. Just like it took several years to have the three ring release accepted as the standard of the world.

In freefall, even an average reserve handle can seem hard to pull and this is why you have to be very aggressive on that. The best way to memorize how hard is the pull is to try it on the ground. When a reserve is due for repack, ask a rigger to let you put the equipment on your back, get on your belly and pull the reserve handle. When people are training for reserve activation procedures in my basement (with an actual fall on a mattress), I put around the dummy handle several turns of masking tape to illustrate how hard they have to pull. My method also is to ask the jumper to grab his reserve handle thumb inside the metal D handle and pull while the right hand comes and helps by pulling the left one at the wrist. That way you can generate a tremendous force of more than 50 lbs. Learn from others mistakes, you will never live long enough to make them all.

This is what they were using at Skydive Chicago years ago for students until they changed for Sabre 2 if my memory is good. Jumping an Icarus 189 should be OK for you (140-145 lbs) if you have reached 15-20 jumps and received a good briefing. Learn from others mistakes, you will never live long enough to make them all.

Everybody wants to be able to do whatever he wants in the air. Being able to master your belly flying (relative to other jumpers) like diving, adjusting your rate of fall, slowing down, approaching horizontally, docking with no momentum, flying actively with the formation, getting awareness about what happens in the formation in order to help or check for the next move...being able to do a 180 and track properly... is the best start to become a freeflyers. Refer to the best freeflyers for advice. Now, too many people think by starting the freefly immediately will make them progress fast in that discipline which is generally not the case. I compare this to flying an airplane or a helicopter. Your are better (and it is cheaper) to learn first from an airplane then when good with the basics to transfer your skill and knowledge to an helicopter. Anybody can start with the most difficult discipline like freeflying but expect to get way more jumps to reach a level where you can be considered as good. In belly flying, if you are serious, you can get good after 200-400 jumps, not with freeflying. This is what I see around when jumping. You almost need to jump with others to verify if your are doing progress. Other jumpers are a reference in the air and you have to work according their rate of fall and where they are. Learn from others mistakes, you will never live long enough to make them all.

As I mentioned it already in this forum, at Skydive Expo in March 2010, Mirage people told me they had to design a new piece of hardware designed especially for the DRX. That piece of metal is being manufactured. I guess now they have to test it and get a TSO for it. A long process maybe. Learn from others mistakes, you will never live long enough to make them all.

I have done several demo with smoke. If using smoke generator, make sure to start the smoke early enough to have it stopped before landing. Otherwise, the smoke can dirty you canopy or hot ash can be projected (with the landing impact) on the canopy and do a hole in it. It happened to me. Now, no more smoke for demo for me. I recommend you to go in a fabric store and buy few yards of a colorful neon color fabric. You cut tapes of 2 inches wide (with a hot knife or scissors) and knot them one after the other. This approach is way cheaper reusable and very spectacular for the crowd on the ground since the tapes stay and follow where you have flown your canopy showing its trajectory. I have several tapes of that kind each of them measuring 30-40 feet long. Learn from others mistakes, you will never live long enough to make them all.

FYI, the last Technical bulletin in Canada #96 mentions that all Argus cutters made from January 2007 to October 2007 should be removed for replacement. The cutters to be replaced have the batch identification "JAN 2007" written on a sticker on the cable near the control box. This is the agreement between Aviacom, the Argus maker and the French Parachute Federation. Learn from others mistakes, you will never live long enough to make them all.

The new Vector riser covers magnets (2009-2010) closing/matching from inside to outside are supposed to do the job for freeflyers. I have a 2008 Vector with magnets (closing from outside to inside) and never had any problem. I am a belly flyer but I had to do a max dive several times. Packers like the magnets but I noticed that some of them are not closing them properly. The main advantage of the magnets is that the openings are always the same (provided the same other parameters). I can tell you after 400 jumps with them. Some extremely hard openings (including broken femur or worse) have been attributed to a tuck tab releasing before the other one creating a line sets to be taut while the other one still slack. That situation can create a very hard opening. On the other hand, many tuck tabs are difficult to keep in place. Learn from others mistakes, you will never live long enough to make them all.

The AADs take in account only the vertical speed since they work with the atmospheric pressure and the rate of change of pressure. Therefore the initial vertical speed (provided the airplane is flying at level) is zero when leaving the airplane. About a comment on a post: No problem with Airtec maintenance schedule ???? Only his wallet knows ! Would you like to have your car steering system having a compulsory maintenance at high cost dictated by the car maker ? I believe a car steering system is very important for the safety. And it's not a back up device. It's a vital element of a car. Same for the brake system. A lot a people on this forum weren't jumping in the 1990s to know the numerous problem encountered by AADs at the time. It took ten years to get rid of most of those problems and other problems generally coming from contractors (makers of pressure sensors or cutters) are still seen here and there in the recent years. The one who doesn't know History is condemned to repeat its mistakes. Learn from others mistakes, you will never live long enough to make them all.

Pictures make it more obvious. Thanks Jerry for asking. However, I have seen small type handles where there was one inch or less clearance between the inside edge of the handle and the side of the pocket. A bit small for the thumb especially when wearing gloves. One can see the pictures of the 2 types of handles alone in Paragear catalog too. Note: the so called "old type Vector handle" is actually the standard large D handle. This is what I have on my 2008 Vector V3M. Not only the large D type metal reserve handle is more protruding but it is also longer in height which can make a difference when under high stress. Learn from others mistakes, you will never live long enough to make them all.

Since I am a physics teacher lets do it : theoretically, you accelerate at 10 m/second square, which means from rest vertically you gain vertically 10m/s of speed every second (9.8 m/s more exactly) due to gravity pull. To get 35 m/s (firing speed) it then takes 3.5 seconds. Since there is air resistance say 4 seconds. For the first 3-4 seconds we can assume that the air resistance on a vertical fall is not already important. Now how many feet one loses: D is the vertical distance, A is the acceleration due too gravity and T is the time: D = (A x Tsquare)/2 = (10 x 4 x 4)/2 = 80 m or 262 feet. If you are at firing altitude you make it if there is no pilot chute hesitation. A reserve deploys within 150-200 feet. Remaining distance from ground is for Cypres : 750 ft - 262ft - 200ft = 288 ft

The hypothetic case you mention is right but if you have to bail out at 1400 feet (most of the engine failure happen shortly after take off) and if at the exit of the jumpers (every body for himself type) you get knocked out, the Vigil will protect you, not other AADs. Life is a trade, you cannot have it all. On the other hand, I was at Skydive New England last week-end and it was well written in the rear of the Twin Otter: Door has to be closed at take off. The door is generally open at 2000 feet if it is too hot in the airplane. I hope it's the same rules elsewhere too. Learn from others mistakes, you will never live long enough to make them all.

According your post, I just see one misfiring and it was concerning a Vigil 1 which is not anymore sold just like the Cypres 1. When Vigils fired in a pressurized aircraft it was not a misfire. That happened to me in the Perris Valley DC9 on the ground at Rantoul Illinois. Even if I have explained the logic of this case in this forum already several times I do it again. We were seating in the DC9 ready to taxi. One person asked for the air conditioning. To do so, the pilot has to pressurize the aircraft. Doors were closed (first pilot mistake). AAD manuals ask for not closing the door completely or leave a gap. Pressure in the cabin went to minus 1000 ft (according my altimeter) (it was the second pilot mistake). A pilot should avoid pressurizing an aircraft on the ground when pressure sensitive devices are on board. The Vigil is designed to be armed (ready to fire) at plus or minus 150 ft. The minus 150 ft stands for mountainous regions when the landing area is lower than the runway (case in some DZs in Switzerland and elsewhere). Then we can assume that the first requirement for firing was met (minus 1000 feet is greater than minus 150 feet about pressure equivalent). Now, the rate of increase of pressure ( greater pressure "means" lower) with respect to the time has matched the speed of 35 m/s or more, second requirement for firing. Both the requirements for firing were met then the 5-6 Vigils on board (Vigils bought at different places and different times) all fired together. This is for me a good proof that those devices are well designed. A pressurized aircraft cabin is a pressure chamber just like the pressure chamber to test the AADs at the shop or anywhere. Due to the DC9 pilot obvious mistake, all costs (reserve repack, cutters) were paid by Perris people and better yet, we got a free (99.00$ value ticket) for an extra DC9 ride. This is why I made 2 jumps from that airplane (one of them to be seen at : "DC9 jump Rantoul" on You Tube) Now you should be aware of statistics. Data for statistics are difficult to gather with AADs since normally thinking of all the jumps made, AADs are not used or they don't fire most of the time while Statistics deal with large numbers to be precise. Therefore coming to conclusion with very few cases is erroneous and certainly not scientific at all. Another problem with rapid conclusions is that they are often made with no data or insufficient data or not complete ones. In the meantime all brands of AADs are saving lifes. Cypres was the pioneer of modern AADs and before Vigil (in 2003) and Argus (in 2005) Airtec was almost alone on the market beside the Astra made by FXC. They have had their share of problem for 12 years (bad pressure sensors, firing due to static electricity or due to jumper descending really fast under canopy). This kind of problem prompted Airtec to add a SWOOP mode AAD. Nobody could first think is was possible under canopy to reach a vertical speed of 35 m/s which is more than 6800 feet/minute. AADs are not simple to built and many factors can disturb them. From defective pressure sensors to cutter not made to spec, empty batteries or misuse with jumper not reading their manual... there is an endless list of factors. This is why just like Safety bags in a car they should be there but never taken for granted. I mean we have to do our job as skydivers about safety. I hope my explanations are as complete as possible and I thank you for participating to this debate.

All misfires ? How many ? Hearsay ? Do you have trustable sources ? What about the Cypres 2 recall of 1200 units two year ago ? Do you want to check the serial numbers. I have them. As far as I know the Vigil never killed somebody. Adrian Nicholas the famous British skydiver who has jumped the Leonardo Da Vinci like parachute died with the AAD you praise. See old Skydiving magazines. There is a big difference between reality and what we think the reality is. Only facts and figures speak right. Learn from others mistakes, you will never live long enough to make them all.

The Argus has an altitude correction of + or - 3000 feet just like the Cypres 2 Learn from others mistakes, you will never live long enough to make them all.

Hi Gary, no programs compatible for Apple ???? Learn from others mistakes, you will never live long enough to make them all.

I have jumped both once and the difference is quite obvious. While the Spectre is a good plain canopy with relatively soft opening and moderate flare power, the Storm is way more fun to fly since it is faster and provide you with more flare at landing. The Storm 170 I have jumped at the Summerfest 2010 had a solid but quite alright opening. PD people told me that they wanted the Storm opening to be positive since that canopy can be used for CREW and CREW people do not want a canopy swivelling for 600/800 feet. When PD says that the Storm 7 cells gives you the impression you fly a 9 cells (faster and more flare) they are right. If I was going to get a 7 cell canopy, the Storm will be my choice. Learn from others mistakes, you will never live long enough to make them all.

It is a typical case of FASHION versus FUNCTION. Personally I believe it's wrong to install small metal handles on student rigs and also on rigs for rental as well. When the season is cold and jumper is wearing gloves, that combination gloves/small handles can result in problem for the beginner or the jumper renting a rig. Large reserve metal handle should be used instead while it is easier to put the thumb in it. I have a set up in my basement including a suspended harness where the jumper can actually do a real fall in a mattress. The first time they try that set up, most of the time they missed their handle and I use large metal one on that set up. You can guess about what could happen in an actual cut away or total mal on a rig equipped with a small metal handle. Now add gloves and you have the recipe for serious problems. Learn from others mistakes, you will never live long enough to make them all.

I have had a Vigil 1 and Vigil 2. Both of them have done their job when they were supposed to do it. I can speak by experience since I got twice a firing. The first time was with a low pull when my main was at the first stage of inflation which resulted in a biplane which I landed without any problem. The second time was when a pilot by mistake pressurized the airplane cabin. In both case, I was fine. The Vigil 2 is a more modern AAD than the Cypres 2 which is a 2002 design while the Vigil 2 is a 2007 design. The Vigil is more user friendly, shows in clear language what it is checking (BATT OK, CONTROL OK and CUTT OK). If at least one of the 3 checks is wrong, it switches off immediately. The Vigil has the 3 modes you can yourself choose from (PRO, STUDENT and TANDEM). And the chosen mode stays written on the display window again in clear language as long as the device is switched on. The Vigil unlike its competitors is ready to fire soon after take off (150 feet). Personally I like to be protected as soon as possible. The 3 modes of the Vigil makes it a favorite of several DZs since it is easy to manage the equipment and change this AAD from a rig to another like from STUDENT to TANDEM for instance. Because of that I believe it is easier to sell it. Vigil like its competitors has had its share of problems (static electricity, cutters, pressure sensors...). The electronic components are unpredictable even when checked say every 4 years. They can give up anytime. Electronic is like that and we have to live with it. But the attitude of a jumper should be always to consider that an AAD is a back up device. Therefore, it's good to have one but after switching it on, one should forget it. The Vigil has no scheduled compulsory maintenance but anytime you decide to do so you can sent it back for a check. Since it is a self checking device, it works as long as the 3 checks are OK. The Vigil has also unlike its competitors a correction altitude of 6000 feet which is very convenient for mountainous regions like Colorado, Switzerland .... The biggest problem with AADs comes from users who are not reading the user's manual and got their device not working as they want when their set up is wrong. As a rigger since 1977, I have seen cases where the user was setting the device in the airplane in altitude or not checking the mode in use. Now I can say that a Vigil 2 costs for a life of 20 years about 70 $/year while his main competitor's device costs more that the double. As I said already, there is nothing to justify such a difference. The Vigil2 has the same pressure sensor than competitors and probably the same electronic components providers as well. The Advanced Aerospace Designs company has a history of transparence unlike its main competitor and for all of that, this is why I have chosen the Vigil AAD. Learn from others mistakes, you will never live long enough to make them all.

Tension knots are sometimes hard to be detected since they exist only while under tension and often "disappear" when you pick the parachute on the ground when no more tension exists. This is what seemingly happened to me at 2 occasions. It was years ago while jumping a StratoCloud. At the time, the extra steering lines were stowed in rubber bands attached to a loop near the tail. I was always told not to tighten too much those rubber bands to avoid a malfunction. Therefore, I was keeping those quite loosely. In two occasions I had a partial mal with that parachute. After deployment, the StratoCloud started a slow turn. There was nothing special I could see in the lines. In both case I did a cut away. I attributed the cause to tension knot on the steering lines. IMO, the wiping effect of a sudden line release is the probable cause of tension knot. I now think that rubber bands holding the lines should be tight enough in order to avoid that wiping effect and tension knots. Learn from others mistakes, you will never live long enough to make them all.

Thank you for the qualitative precisions added to my post. I guess I can get figures from my pilot books. For a piston airplane engine, for sure humidity affects the oxygen concentration. The temperature too since you can see a decrease of power when having the carburator heater on. Learn from others mistakes, you will never live long enough to make them all.

Many, many confusions in this thread. First, if you jump at different places, you cannot always know the ground at a given altitude and even worse, if you try that, you can get confused and take a DZ ground for another one. Second, AAD's are back up devices. You shouldn't never rely on them Third, I disagree completely about playing with the AAD modes. I know that the Cypres 2 (still a 2002 design) cannot provide multimodes to choose from (unless done at the factory) but in case of a Vigil or Argus, I do not recommend to use the Student mode while you should be at Pro. Why not then choosing the Tandem mode or better yet use the correction altitude at its maximum which is available on all AADs. The firing altitude of an AAD has been studied to give the benefit of a reserve activation when things are going bad. Setting the device at higher altitude can generate other problems like in this case, for instance, you really have to wait for pulling because of an unusual situation like having people above you on a big way separation. Also while some canopies now take 800 feet to get completely inflated, pulling at 2200 feet will bring you at 1400 feet. Now, being on a student mode get your firing altitude 200 feet higher. If now your are standing up in your harness because of the beginning of inflation, you add another 260 feet which is the differential pressure between chest and back when falling flat on your stomach. You understand in that case that you will finnish with two parachutes out. People giving their advice should be way more careful. They have to try to foresee the possible bad results of their advice depending on different situations. hen what can we do ? I would say that jumpers shouldN,t rely on one thing to evaluate the altitude. I would recommend a combination of using the eyes with a beeper or beeper and altimeter or eyes and altimeter...always trusting the way or device giving the lowest altitude and act accordingly. Personally I use a Protrack and a Time Out beepers both installed in my helmet and obviously double check with eyes and /or altimeter. Learn from others mistakes, you will never live long enough to make them all.

I was never asked to provide my rating cards by students or whatever but when I was teaching FJC I often made it clear that at any time I could show them the cards at their request. The reason students are not asking is probably because they are sort of intimidated by an experienced instructor. But don't be mistaken because most of the students are bright enough to see if the instructor is making sense or not. I took care of maybe 2500 students at all and still do some free fall coaching for beginners. Many DZ have a board where staff member pictures are pinned up with their ratings and number of jumps. That is a way to "proof" beginners they are in good hands.