mdrejhon

I'm at this great dropzone now! Boogie begins tomorrow. Follow us on twitter at www.twitter.com/rainbowskydive

The dropzone is a full service dropzone, and the cafe is open all day. I think the booze starts flowing after the last load, but you can call Skydive Cross Keys at www.skydivecrosskeys.com at 856-629-7553 to doublecheck. Look forward to seeing you. Most Rainbow Boogie attendees are corresponding with me on Facebook, but I understand 10% prefer not to register on Facebook, so just PM me or email me at rainbowskydive[at]gmail.com (If you consider yourself a Rainbow Skydiver -- you should join the RainbowSkydivers Facebook Group to keep tabs on future Rainbow Boogies and RainbowSkydivers reunions too!)

It may be semantics but as a computer programmer, it's not quite that simple. Like any embedded computer (electronic altimeters, digital wristwatch, pocket calculator, even musical greeting cards too! etc), the Cypres has silicon that also comes with some firmware (ultra-tiny software), which is essentially a computer program, usually written in machine language (assembly language). It may be algorithmic, roughly corresponding to this pseudocode: while (powered_up) { . . . if ( we have ascended above flying altitude) AND . . . . . . ( we are now descending rapidly ) AND . . . . . . ( we are beyond 78 mph vertical speed ) AND . . . . . . ( the acceleration looks correct, doesn't look like a depressurization or anything else ) AND . . . . . . ( other parameters, etc ) . . . . . . { . . . . . . . . . fire_cutter_immediately() . . . . . . } . . . } } Obviously over-simplified, and this is high level compiled language rather than assembly/machine language. The program could be several hundred or thousands of lines instead of 10 lines above, to take into account of all nuances, including intelligent burble-fluctuation-compensation to things like ground level auto-calibrate algorithms. SSK/Cypres has confirmed it is silicon driven, and SSK claims "The Cypres processing unit, or brain, has the calculating power of a personal computer and is programmed to take account of all eventualities" (bingo!) The terminology of "armed" may actually be correct and incorrect here; "arming" may mean a variable flag that is set to true (exceeded_78mph == true), this may actually be the 'arming flag', which doesn't execute the cutter unless (78mph_for_at_least_250milliseconds == true) AND (doesnt_look_weird == true) and not a transient spike caused by rapid aircraft pressurization, like the C130 incident at the 400-way world record. The cutter only fires when all defined conditions are true -- and the conditions in the Cypres are actually more complex and intelligent than most people think -- just witness the computer bugs discovered in Vigil's on the C130 flight. Depending on interpretation, as a computer programmer, all of you may actually all be correct (both 980 and billyvon), it depends on how the computer program on the Cypres is interpreted in Plain English Language. It is extremely hard to convert engineerspeak into Plain English speak sometimes, and sometimes you have to invent similiar terminology such as "arming" or "raised level of alert" or "scared mode" When people say Cypres "was scared", it's probably a case where all conditions in my above became true except for one or two. It could even be a scoring logic, or a fuzzy logic formula, or voting logic, or some other more complex formula than the if statement. Due to proprietary trade secrets, we will never know unless someone cracks the Cypres code and analyzes it. Because there are multiple conditions to calculate, and there are invariably multiple conditions or modes in a computer program (which could be English-labelled by Marketing or Support department as a "scared mode" or "heightened alert"). It is a closely guarded SSK secret, what kind of algorithms run in the Cypres. Who knows, it is possible that a magic number of "1150" might actually exist somewhere in the computer program, maybe to compensate for a lag (by the time the sensor measures 1150, it's actually 1000 real-world feet, due to the burble above) or as a "begin paying close attention" trigger (i.e. execute algorithms differently beginning at 1150 feet) or for another reason, and simply called an "arming". And then somehow someone at SSK at one time or another, mentioned this value, and it got misinterpreted. This much can be said, SSK is probably not happy about the competition and they want to keep rein in on any hints of how their Cypres operates. It's possible the word "arming" is now depreciated (and it's just a "internal mode state change" now), and that the "arming" terminology is now re-interpreted as (ascended_high_enough == true) instead of (zooming_past_1150feet == true) even though both flags still exist. It's very easy to re-write the English interpretation of a computer program, without modifying the computer program at all (especially in this case because there's multiple flags that represent a "heightened state" of being closer to cutting the loop, any one of these states could be called an 'arming' stage, since 'arming' here is just a human psychological term because everything is being done electronically instead of mechnically the Cypres with the sole exception of the pushbutton and the cutter) Therefore, both billyvon and 980 is perhaps correct, despite the apparent disagreement.

I've been watching a very interesting website: http://www.politifact.com/truth-o-meter/ Regardless of which side you play, it's interesting to read their opinions and either agree/disagree with them.

Leg awareness exercises. Preferably with a coach. Try experimenting with your legs (turning without your arms) next time, so you get famliar with how leg position affects/helps/interferes with your turn. Be careful, flat spins has been dangerous before and I believe has killed at least one (from things like delayed pulls or reserve difficulties) But easy to recover from once you figure it out.

There's a lot more information in the other original thread that explained what happened. shah has talked to his instructors a lot already, apparently. He has claimed his own fault, but it was obviously not helped by gear and physique. dropzone.com contributors (myself included) came to this conclusion of a wide combination of factors: Old F111 Falcon 265 and a half-flare (the student error), heavy weight (220 gear weight) as a short guy, short arms making full-arm-length flare difficult.

A stable exit from a level flight, if you pitch your main quickly, there's no time for you to accelerate to Cypres arming speeds. That means a good quick clear-and-pull will not even scare a cypres even if you pitch at or near Cypres arming or activation altitudes. That said, there's the danger of high speed mals, and hesitations. But the bottom line is if you're already familiar with low exits (2000-2500 feet cloudbottom jump runs), and if the airplane is in level flight (less urgent emergency), even pitching at 1200 feet or 1000 feet on exit, won't cause an AAD fire assuming a proper main deployment sequence, since it will take several seconds before you accelerate to Cypres arming speeds. (WARNING! NOT that I WOULD do it -- and NOT that I would recommend it! But you need to know your gear -- your Cypres doesn't automatically arm quickly on subterminal exits. People have been killed before exiting the plane at low altitudes in an emergency, and the Cypres never had a chance to arm quickly enough from the subterminal acceleration. Can't trust the Cypres or any other AAD to arm quickly at low-altitude subterminal exits. Yes, I've read incidents where low altitude exits NEVER had a chance to arm the cypres before the splat moment. People have to be be aware of VERY SIGNIFICANTLY delayed Cypres activations at subterminal exits!) That said, I do NOT recommend altering anyone's previously trained emergency exiting procedures. Mine's just simply 1000 feet OR tumbling airplane, straight to silver regardless of body position -- while 1500 feet and up from level plane flight, do regular clear-and-pull main deployment. Regardless, whichever handle, I'd be making damn sure my hand is reaching a handle immediately. My feeling is my main (a quick opening Sabre) and packjobs are reliable enough, and the two-out a small enough chance (especially since a normal opening will occur before my Cypres becomes scared), that I'm safer this way. Sure, that increases a risk a Cypres popping into a main mal if it happens -- wouldn't be pretty -- but from subterminal could take even as long as 7+ "it-has-happened-before" seconds before the Cypres finally goes through the entire sequence, the pressure sensor finally catching up with the speed (there's always a little lag there), the arming and the electronic decision it makes it cut the loop. At which point I likely have noticed the mal and started my EP's already (Even if I was a bit slow, the Cypres would be cutting after I've already pulled the cutaway -- something I would probably not do, preferring to throw out more fabric at undeer 1000 feet -- a 2-out is dangerous and entanglement prone, but not an automatic death sentence like other mals, at the sizes I fly). Just common sense for me...

If you want an even-smaller toy, try the Sony Vaio P series. They are really tiny and are pocketable, while still having 85% size keyboards. It depends on your needs, though. I hear there's a better/faster model coming this fall...

I sometimes do 2500 feet exits for cloudbottom jump runs. There are also numerous high altitude hop-n-pop's (including CRW-learning type jumps), frm 2005 to date. I'm comfortable going for my main from stable level flight down to around 1500 feet, just because a good quick clear-and-pull from subterminal puts me only 100 feet under the airplane, and I trust my packjobs (I was surprised how close the Cessna was above me at a shallow angle ahead of me, when I was in the saddle, and I couldn't tell any difference on the analog altimeter face than when I was in the plane on the jumprun!). Might as well gamble with my main since I trust its historical reliability and its predictable opening speed. That said, if the airplane was in unstable flight or descending (i.e. falling!), or I was jumping unfamiliar gear, I am far more likely to jump my reserve. Hand on (or near) my handle I plan to use as I exit, pull when clear. That said, hurried emergency exits may mean I may stumble a bit. Theoretical emergency: "Pilot waves Emergency emergency!" (jumpers behind me say "go, go") -- I observe plane still flying level, 1750 feet (quickly noticing smoke from the engine) dive out sideways, quickly turn 90 degree face-high attitude while still on hill, and immediately pitch -- likely open 300 feet below plane. I'd probably still be using my main, even at this level, but that is ONLY because I know my gear and main's opening behavior. Closer to 1000 feet, I'll pull silver regardless of which way I'm pointing.

Watching a few demoltion specials on television in the past (Discovery Channel, National Geographic, etc), it appears they forgot to weaken the walls (interior and exterior) in the upper parts of the building, often necessary in controlled demoltions, to prevent these situations. It looks like they 'wedged' it (creating a wedge hole before demoltion - like axing a tree); to make it tip it over like a tree, expecting the whole thing to crumble when it tipped over 90 degrees. But remained strong enough to roll a whole 180! Seeing a six or seven storey building actually ROLL a 180 degree, over up-side-down, is quite a sight. Close call for the nearby apartment blocks.

I actually kind of disliked the HP Mini's keyboard; if you're talking about the NON-bevelled keys. I preferred bevelled keys (Asus 10" eeePC, Acer Aspire One 10"), or chiclet keys (Sony, eeePC 1000HE) for better keyspacing. I touchtype MUCH FASTER on those keyboards -- I don't accidentally press two keys simultaneously as easily, even if the keyboard is slightly smaller than big flat keys with near zero key spacing (like HP's Mini). That said, after 5 minutes, I was able to type fast on HP Mini. I do, strongly prefer bevelled keys, or the big gaps between slightly-shrunk chiclet keys (Apple/Sony style); they are actually less typo-prone in pressing two keys accidentally the same time. The real test of a netbook keyboard is trying to touchtype on it, without looking, and finding out how many errors you make in the first 5 sentences you type. There's a dramatic difference between many netbook keyboards. (I really disliked the original eeePC 8" netbook keyboard, or rectangular keys, non-square keys are a PITA!) The 1030 keyboard looks big, and good for peek-and-poke with big hands, but touch typists -- do a go on all the keyboards first, and the HP may actually not be the best keyboard because of its bevel-less design.

471 jumps and no broken bones yet - I'm covered in Canada at least by the government, and the situation in a lot of Europe is similar. However, I'm leery about travelling to the states with no insurance, so I've taken out travel insurance policies (about 30 dollars per vacation) that doesn't have an exclusion against recreational skydiving. Take a break. Jump again. In a year. Or few. With some premium bulletproof insurance, verified by a dropzones' recommendation. And maybe move to another town, sometimes $80,000 in another city is 'richer' than $120,000 in the original city.

It varies a lot between different dropzones! Doubly difficult for me at first, because I was deaf, but I kept jumping and jumping! (Although I did too many solos before jump #100, but I was trying to get 100 jumps in less than 6 months before attending a deaf boogie called Deaf World Record) To make things a little easier, you can look for novice-league events listed on dropzone calendars, sometimes they have weekends specifically for novices for accuracy and 3-ways, that sort of thing. They can be icebreakers. Dropzones are sometimes a little uncomfortable about an unfamiliar A licensee. Once you attend such an event, more people will probably jump with you at that 'new' dropzone. Nahhhhh..... You don't need to wait until the C license. I find that the 100 jump level and the B license is when things start to really change for many new skydivers when they travel. (BTW -- I noticed this helps too: Adding a little tunnel time, so you can be able to boast that you also did tunnel too, also helps people feel more comfortable jumping with a low-timer.) Hang in there a little longer, it does get better. That said, some small dropzones, and/or smaller boogies make provisions to keep the A license people happy. Free coaching at some dropzones. Such events can be good ice breakers. Once people see how current you are (especially if all your A jumps were recent), they will jump with you despite you being A. Or, try going to student-popular Cessna dropzones too, the kind that forces everyone to wait on the ground, and has lots of A and B license people chatting to each other waiting two hours for their next load. Your answer could even become "67 jumps and getting ready to get my B license" or if you have started to do many 4-way jumps still as an A, your answer could be spun to "55 jumps, with last 20 jumps being 4-ways at home. I'm about to apply for my B soon." Evade the mention of the license until the end of the sentence. Although some dropzones have free coach jumps, other require you to pay slot or pay an additional fee. You can also occasionally pay for one coach jump, then a good coach feels tipped/obligated to 'matchmake' you with other resident dropzone jumpers. ("Now that you've jumped with me, can you recommend some buddies that would be happy to fun jump with me?") ... Some of these may go nowhere, but works well at some others. Hang in there, it gets much better. Less effort once you get your B and pass that 100 jump milestone *splat* -- the yummy "banana cream pie in your face" moment. Also stay at bonfire evenings. People are less jump-hungry and more willing to chat and get to know a newbie, especially if you're a very social guy.

Copy of facebook broadcast to attendees _____________ This is a big Rainbow Boogie 2009 update! Rainbow Boogie is NEXT weekend, Thu August 6th through Sun August 9th! ....Specialty Experienced Jumps Tailgate Skyvan, Super Otters, Multiple Caravans, for the experienced skydivers...! Hoop jump, rainbow freefly tube, 5-foot flag jump, rainbow streamer jumps, hybrid jump is planned. Mixed freefly jumps. We will also have 4-way jumps for the A-license and other lowtimers. There will be many firsts for many people, for the appropriately skilled. We will also invent new jumps too! ....First Jumps and Spectators If you are doing your first jump, make sure you reserve your Tandem Jump at Skydive Cross Keys, by calling 856-629-7553, say "I am a Rainbow Supporter" to qualify for the $175 SPECIAL! We recommend you jump Saturday August 8th so you can stay to celebrate your first jump at the PARTY on Saturday evening! Also, spectators, spouses, ground-rooted friends, boyfriends and girlfriends are welcome including for Saturday's dance and dinner! ....Gayway World Record Attempts I, Mark, will be organizing the "Gay Way" Skydive World Record attempts. We are now up to 12 qualified jumpers for Gay Way World Record, and are aiming for 15 qualified jumpers. Please be ready at the dropzone at 9:00am Saturday. We will be practice-jumping the 4-way base first, as this is where I will jump along with some of the less experienced jumpers. ....Saturday Aug 8th Afternoon BIG WAYS! Good news! Tim of Skydive Niagara is coming down to Cross Keys to help organize. He can organize two-plane formations. If the skills are available on the dropzone, we may to conduct few 30-way or 40-way fun-jumps! (not gay specific) We will have a sign-up list at the dropzone on Thursday, if you already have big way experience, sign up, so we can collect enough names for Saturday big ways. Prior Big Way experience, such as Perris P3 or Guy Wright, is extremely strongly recommended. ....Night Jump on WED Aug 5th and FRI Aug 7th!!!! Optional night jump now on BOTH Wednesday and Friday! You must have a B license minimum. You must do at least one jump the day of the night jump. Safety briefing will be provided by the dropzone. Please study the SIM section on night jumping ( http://www.uspa.org/SIM.aspx ). If you jump heavy loaded gear, please rent lightly-loaded dropzone gear and sunset-jump it, to ensure familiarity. ....Saturday Aug 8th Evening Festivities!!!!!!!! Everyone is welcome, including non-skydivers and first-jumpers, to the festivities of Saturday August 8th, 2009. ....Saturday CATERED DINNER The cost is planned $15 TBA, Liz Mann is working on this catered dinner. ....Saturday HANGAR DANCE BLAST! Cross Keys is famous for some of the best airplane-hangar parties in the East. They have kitted out with party lighting and a DJ is playing music for us! (Feel free to bring some extra music, just in case) ....Saturday BEST HAT CONTEST Bring your craziest headwear: funny tophat, funky cap, leather hat, decorated helmet, or any ridiculous headwear -- and wear it for the BEST HAT CONTEST. Prizes are awarded too, including Rainbow Boogie logo T-Shirts and patches (provided by me), among other prizes Cross Keys are contributing. We will then use your best hat to pull the winning ticket for a 50/50 draw - proceeds go towards boogie costs. (We're doing this instead of the registration fee -- no registration fees for this boogie!!!) ....Video Editing Skills Needed We'll be capturing gay way, flag jumps, specialty jumps, hangar banquet, hangar dance, and more. We are looking for someone who can edit all the videos to create the ultimate Rainbow Boogie 2009 DVD! If you want to work on this, message me and let me know. ....Accomodations Reminder Free camping is available on the dropzone, or use these hotels: Best Western (skydiver discount) - 856-340-7900 Howard Johnson - 856-228-4040 Econo Lodge - (856) 262-8400 Red Carpet Inn - 856-768-5353 ....Arrivals Some of us are doing a sunset jump on Wednesday August 5th (7 people total), gradually increasing to a peak of approximately 40 people on Saturday August 8th. I know some of you can only arrive on the weekend, but definitely try NOT to MISS Saturday! [This is the facebook-registered boogie rsvp's, excludes the regular dropzone population -- probably could exceed 100 total when combining with a good good Saturday dropzone population!] ....Unable to Attend? You are receiving this message because you selected "Attending" on the Rainbow Boogie page at http://www.facebook.com/event.php?eid=63558383936 .... To stop these messages, please change your status to "Not Attending".

That should also stabilize and smooth airflow around the only exit too -- have any Eloy tunnelflyers noticed improvements in airflow smoothness flying adjacent to the exit?

That said, 101/201 is not among the modern high-sensitivity models (-158dBm sensitivity). If sensitivity becomes important (such as better chance of getting a fix inside the airplane, or faster re-fix after losing fix from boarding airplane on ground), I'd suggest the high sensitivity ones such as 300 series or the others. For example, the Forerunner 305 use the acclaimed SirfstarIII GPS chip, the one famous for working better in urban canyons in road GPS systems, and sometimes working indoors in wooden houses... That said, I don't know how Paralog-friendly the 301 (new) is... This could be a major consideration too. There are other usability factors of 201 for skydiving different from 301 that I may not be aware of. But sensitivity and speed of GPS fix -- the 305 totally blows away the 201. The 301 is probably similiar.

Wow -- for some reason, the RainbowSkydivers Facebook group has surged to 59. It was a count of only 48 just a month ago. If that was YOU who told your resident gay DZ rat, thank you very much

Attendance on Facebook has risen to 37 (that would be the Saturday peak, some are coming only during the weekend). This includes the straight ones so far. Right now it's looking good for a 12-to-15-way gayway World record, and possibly 40-way mixed formation (Saturday afternoon and later). So yes you heard me right -- 40-way formations should be possible if there's enough skill on the dropzone. The pilots, the big way organizer (Tim) and the planes are available, we just need the skill. Not to mention the big hangar party on Saturday night! Also, we do need a videographer or two (can be straight). PM me, if you're interested. Rainbow Boogie is covering video slots.

Ooops, two minor errors in my post: - I meant 265, not 260 square foot. But the wingloading is similiar. - I meant F111, not Z111. (But hopefully you figured that one out) Make sure your notes reflect this, if you copied anything for the dropzone to review. As always, make sure the instructor reviews and not to try anything new from this forum independently without instructor approval. It sounds like the dropzone would be easily able to agree to jump you on a more modern and forgiving canopy, especially with the short arms and extra weight, adding well-known additional risk with an older F111 canopy. You can always at least refuse to jump if the dropzone tries to put you on the Falcon 265, and I recommend you are clear about not jumping the Falcon 265 again. (Even though it might be pretty safe for a more lightweight person with longer arms than yours) Either way, you'll probably, in all likelihood, have a pleasant surprise, similiar to the pleasant surprise you got with Skyventure Montreal improvement over Niagara Freefall (Flyaway technology), which you recently visited both and how you remarked the tunnel was better. Trust me on that one -- new/fresh ZP is *that* much of an improvement over old F111

Ditto here -- I wanted to be in on this! I also specifically attended Chicago 40-ways early in July to try and maximize my chances to get onto this Chicago 100-way. I did get put on the waiting list, but alas, it was full by the time I showed my performance at Skydive Chicago. There was reportedly 111 was fully paid and registered, and 107 people showed up for this jump! I do have confirmed invites to other bigway events including Men's World Record, also confirmed Central Texas Sequential Invitational (Halloween 2009), and I have applied to others such as Z-Team March 2010, applied to some 2009 state records, and World Team 2010/2011. Though that 2010 version of World Team might still be a long shot for me -- but I've made my marketing pitch -- my very fresh bigway currency -- 220+ jump in the last 12 months alone, with 150 of these jumps being at big way events, AND 7 hours of 4-way in the tunnel in the last 12 months, with more hours scheduled later this year; now that I have a new job less than half an hour away from Skyventure Montreal! My pitch to the World Team is that my bigway/RW/tunnel currency, should outweigh the "slightly low" jump number I have.

Interesting. I guess the insurance companies figured out a tunnel is safer with just one entrance/exit, after noticing some past injuries involved the doors.

Wingloading is a formula based on weight and size of parachute. Your weight can either be lightly loaded or heavily loaded, depending on parachute size. Your fully-geared-up weight is probaby 220lbs (190lbs + 30lbs student gear/suit). As a result, divide your weight by canopy size 220lbs ÷ 260sq ft = 0.846 This is usually fine for a student on a good ZP, but I would probably not recommend this wingloading for a student of landing difficulties on Z111, especially if it's well worn like most student gear is, AND especially if you're a short guy of extra weight (you even mentioned as such). Short guys have difficulty using the full flare power of a Z111. And you're heavy for a guy of your height. I think it's a good idea to not jump the same gear again. Go bigger and/or ZP, ideally both. Also, be aware when relaying info back to the dropzone, many dropzones will tell you not to listen to dropzone.com (though a balanced answer from an instructor may be that there are so much good and bad information on dropzone.com, and it's a bit risky for students to come to their judgements without the instructor's help). I think it's reasonable to summarize these factors certainly didn't help: - F111, especially if worn, isn't friendly to late or partial flares. Enough said. - Half flare as you mentioned. Student error. But good big student parachutes shouldn't easily break legs on a half flare. - You as a short-but-heavier guy may have more difficulty flaring to full extension. (Instructors sometimes actually miss this one). So you may even actually have done less than a half flare. I think your life of landing will be easier, and more pleasant with these recommendations: - Do not jump the same gear again! Just to be safe. - Try to get ZP and/or bigger canopy -- Lighter wing loading and better flare power. That way, a half or partial flare isn't as dangerous. Definitely try to get ZP, it makes a difference. - Try to confirm with dropzone that the lines aren't too long on the next rig you jump, explaining you're a short-and-heavy guy so you don't have the flare stroke distance of a taller guy. - Next jump could be a canopy practice jump with higher pull altitude, and dozens of practice flares (extra jump, not for AFF advancement) - Some study, such as Brian Germian's book. That's a fourth recommendation. Skip the latter chapters for now, this book is usually for licensed skydivers. The info in this book can be a little dangerous if too early but in this case, it shouldn't be, and is helpful study while you're grounded. Listen to your instructors, not the book, but the background will help you be confident and may fill what the instructors didn't fill in. - Hang out at the dropzone on the ground. You learn lots just hanging out. - Visit another dropzone or two, to discuss gear, and get a feel for how accomodating they are. Tell them everything, heavy guy, short flare stroke, F111, half flare. They may actually be familiar with this and have have good ideas for you, and put you on the equivalent of easy-rider student gear that's got good performance (maybe a Sabre2 260 parachute or similiar) which may be reason enough to start AFF again at a different dropzone. It may become like riding a tricycle in comparision. You'll probably feel relieved to fly most ZP-based 260 or bigger, especially if not well worn, and especially if they are willing to adjust the toggle brake line lengths slightly for you (offer to pay the cost of this temporary adjustment) - one or two inches can make a big difference for short arms, (or at least a line length re-verification, as ZP with properly adjusted lines is reasonably friendly to a soft-touchdown with just a half flares by itself on light-to-moderate wind days)

Falcon is an F111, which usually requires an aggressive and quick one-stage flare, disregard the advice about doing a 2-stage flare. Although F111 isn't that bad lightly loaded, I did a Manta 288 (F111) at 0.55:1 wingload... Among other people in this thread, I do highly recommend you switch to ZP if you decide to jump again. I certainly loved that Sabre 230 (ZP) -- my first ZP canopy jump -- after having jumping a Manta 288 for my student progression. It surprised me that I was able to pop upwards 2 or 3 feet when I did a relatively slow flare, down to a tiptoe little-thump landing that was gentle. I'd daresay a new or medium-wear 230 ZP is actually much safer than a well-worn 265 F11, but it's also everything else, the training techniques, the student, etc. But even better, a 260 ZP, which would lightly loaded for you and probably very easy to land as long as it was in good shape, including the lines. Depending on what you're used to (you're familiar with horizontal speed already, as a motorcyclist) you may find it literally 10 times easier to land -- the difference is dramatic for some people. Your next jump will need to have an emphasis on a lot more test flares at altitude. Instructor may specify things like flare slow, flare fast, flare halfway, pause, flare all the way, anything your instructor tells you to do. Maybe ask your instructor and radio guy you want to pull a little higher to focus on canopy flight and practice, even if you repeat an AFF level. Emphasize you got hurt, and you desire the extra altitude to do the canopy practice, even if it as non-advancing AFF jump... Disclaimer: I am no instructor. Get a good instructor to help me you get back into the sky. But in all likelihood, I'm possibly trying to help reduce the chances of you breaking a bone next time

When it comes to swooping for me, I've been really conservative in comparision to many skydivers I know. I did my first double-fronts swoop at jump #299, and I haven't yet moved on to 90's, but I'm close to beginning to do that, lowest being a partial (30 degree or so ) turn onto final using the front riser to test the noticeable increase in altitude loss, well above complete recovery. One big reason of this relative conservativism is that I jump big ways, which isn't conductive to doing swooping. (In the last 12 months, 150 out of my last ~220-230 jumps were all at big way events). I still jump 150's and 170's, usually a Sabre. Landing has always been fun but can be the most intense/scary part of the skydive, since I agree it's also where you get hurt... At the wingloadings and pace I do, I think I'm doing a relatively safe approach to swooping, though I don't plan to do more than swoop recreationally -- maybe I'll stick to 90 degrees, who knows, I'll progress on that when I damn feel like it (and ready currency/skills wise), no hurry...

On the second weekend, I got 8 student jumps done over two days. It was probably just about right for me specifically. I had a dedicated instructor just to myself. I had a cooler full of goodies with me, to keep me energized. I should note, however, I did not do any packing, which was not necessary until I got my rig at jump 59.