mdrejhon

I've seen people do worse than that. Of course, I do it much more neatly than that. Even if I did get nearly that messy a couple times, I did not just jam the D-bag into my container -- I made sure that the line stows were tucked properly... I've got a very tight one, a 170 in a 150. Packers hate me for it!

Hey! That was my idea -- to send a short email from freefall from a BlackBerry email pager sometime when I am experienced enough to try that. I have a very old "disposable" BlackBerry 7280 which I could use for this purpose which will be replaced by a new fancy BlackBerry model 8700 (Sneak preview photos at www.BlackBerryForums.com). I am clocked as being one of the faster thumb touchtypists -- I once clocked 72.4 words per minute on a BlackBerry thumb keyboard, which was computed at 363 button presses in 60 seconds, and using 5 keypresses average per word (average 4 letters plus one space). This is plenty of time to complete a short 1 or 2 sentence email in 30 seconds. However, I would limit the email to about 1 sentence, to give me plenty of time for freefall wind interference slowing my typing down. This could be done during a higher altitude jump (15000 feet AGL), giving me time to stow it safely too. There may be some issue with GSM transmittability, but as any BlackBerry user knows, the email is simply automatically queued until successful GSM connection which would probably occur immediately after a pull. Someday, not now, but someday. I don't consider myself skilled enough just yet to try, but I will make an attempt to send an email in freefall (for real) if I can get approval to try this, and somehow clip the unit to my arm like an altimeter. After all, it's not too different from a "banana load" at a boogie anyway -- eating a banana while in freefall.

I have done this before... both intentionally and unintentionally. I now know how to flare turn up to ten degrees to compensate. Also landed crosswind twice and flare turned during that. Sometime around jump 70, I did have a crazy unintentional flare turn oscillation (left 5, right 5, left 5 degrees) when my brake lines got replaced and I was not used to the new flare "range" due to longer brake lines, because I kept flare turning to compensate for an accidental asymmetric turn, and kept overshooting left and right as I came in to touchdown. Landed soft, but it really tensed me up when I did that, and my instructor told me to be careful! (I was a bit freaked even though I landed soft). But it did show I can flare/flat turn. Very important stuff. Avoid those low turns but I have to be able to comfortably avoid obstacles low. Only time I needed to do so was flat-turn curve my landing leg to avoid getting too close to a treeline (20 degree slow flat turn or so) because people were landing in more than one different direction on a zero-wind day and I wanted to avoid them. Wasn't worried since I am comfortable with my canopy's flat turning abilities now. Needless to say, the dropzone removed the pea-bowl windsock for the rest of the day and ordered landing in a single direction. ;-) Eventually I'll be able to flare turn 30-45 degrees (I probably can in an emergency now) and the like, but only do it "intentionally" when I'm ready to try...

One note though - the monitor refresh has a granularity of between 1/60th and 1/100th of a second depending on your refresh rate. This will distort your results by between 0.01s and 0.016s. The JavaScript timer is much more precise than this, so for the purposes of this test, the error is roughly around this neighbourhood (+/- 0.016s) assuming your computer is fast enough to render the changed stoplight faster than the monitor refresh (most of computers today are) Also, CRT monitors tend to respond about 0.01s to 0.025s faster than LCD monitors since they are usually buffered graphics displays. Plus the LCD latency. These factors totalled, this adds another 0.01s to 0.03s delay to your time. To get better times on this test, use a CRT monitor instead of LCD, and go to minimum resolution (640x480) and change your vertical refresh to 160Hz (if your card supports it). This can improve your results by as much as 0.02s to 0.04s for all the combined advantages (CRT monitor, and maximized refresh) All tiny details, but pratically, there can be an error as much as 0.05s between results, because of the particular display used.

Almost the same here. 31 Male .1906

I spiralled into linetwists once (only a simple easy linetwist) sometime when I downsized to a 190. That was jump #29. Not as dramatic, it was only a half line twist and was above harddeck, but it sure taught me a lesson -- What it taught me is that I really need to know my canopy (stall point, how slowly and quickly I bury my toggle) before I do anything dramatic with it. Easing it down and easing it up, no sudden burying, no sudden releasing. And not below stall point which varies from canopy to canopy. Which is why you need to do things like test for it, just before stall point usually means end of flare, or recommended maximum bury point for a turn -- at least for a canopy like mine. Knowing the stall point determines the depth of pulling a toggle. How fast I can do it safely. Push it incrementally slowly to give you time to get close to your comfort limits safely. At least for my particular canopy, sudden toggle movements entering and exiting a spiral is a big no-no - always monitor tension, don't let lines become too slack. Then 1080 degrees is no problem as long as I have plenty of safe play altitude. It takes some skill to know how to safely do more than a 360 degree spiral, that's why a lot of dropzones say not to do more than 360 degrees or until a specific experience level... Sure under a student Manta loaded at 0.65, (and requiring two wraps of toggles just to stall it), I can yank and bury a toggle carelessly (above 1000 feet) and it wouldn't flinch. But when I got to the non-student canopies such as Sabre's at 1:1 wingloading, watch out -- what you can safely do on a Manta doesn't apply. That's what happened to me at jump #29. Like an expensive high performance cars, you can't always slam the gas pedal or the tires just spin uselessly and burn rubber (and sometimes you spin out of control), you need to ease into a good acceleration and keep the traction. Can't just slam the gas pedal like you safely can on a starter Geo Metro car. I am constantly learning. I have not even maximized my canopy yet. But continuous spirals are no problem for me, just make sure I do it safely (play space and altitude) with proper ease-in and ease-out smooth acceleration and smooth braking of the spiralling. I have done many stall tests and recovery. I once went into an intentional deep stall (bowtied canopy) during high altitude at 8000 feet after listening to Scott Miller and reading Brian's book. Needless to say, I am glad to learn recovery procedures at that altitude, the results are exciting to say at the least (And do not try this without instruction first.) My instructors were a big help and Brian Germain's "Parachute and its Pilot" is a big help too. I wouldn't rely on the forums as a sole source. (Though I do occasionally learn a few useful things from here -- like the need to test for the new tail deflection point (flare start point) everytime my canopy is relined or the brake lines are replaced). Any of my advice can be wrong, I am no instructor. I am a 1-pie wonder. Caveat emptor. Do your skydiving homework.

Not yet. Apparently, this is going to Supreme Court. I would also hate to lose my BlackBerry (Not going to happen since I am located in Canada, and RIM is in Canada). But keep in mind that the US government has a reliance on the BlackBerry, and RIM did set aside the funds for any potential NTP settlement. So even if they lose in Supreme Court... I read elsewhere on the Net that it is also my understanding RIM also programmed alternate code as a contingency, that BlackBerries can be made immune to the NTP lawsuit. RIM is prepared, they had plenty of time for contingency plans. Don't worry. The media spins things. Your company won't lose productivity. By the way, make sure you have BBWeather on your BlackBerry. Very useful for checking your dropzone weather forecast wirelessly! (At BlackBerryForums.com)

It is my understanding that they already set aside the money just in case. By the way, a really good BlackBerry resource is at www.BlackBerryForums.com. It even has apparent photographs of the upcoming new BlackBerry 8700 too in the 8700 area, posted by others.

Addendum: Anyone who can provide bunking/sofa accomodations for my sleeping bag. Would like to avoid bringing a tent to Florida Skydiving Center. I'm avoiding hotels/motels to save money. I've sent a note to the mailing list too, but in case anyone missed it. Send me a PM (I leave on Wednesday)

Schedule has been changed again. The deaf skydivers are hogging most of Wednesday night now. Monday is cancelled. Some action on Tuesday, bur if you want to do any serious watching, Wednesday night is the one to go to. I rescheduled from Tuesday to Wednesday. Edit: Anyone who can provide bunking/sofa accomodations for my sleeping bag. Would like to avoid bringing a tent to Florida Skydiving Center. I'm avoiding hotels/motels to save money.

The first confirmed Plumber's Crack. Priceless!

Interesting. Thanks. Hmmm, downplane being the result of pitching a 2nd parachute while in a spinning mal. Yeah, that makes sense - the D-bag of the reserve being thrown outwards away from the unreleasable spinning main by G-forces. Resulting in a downplane rather than a main-reserve entanglement (but it does look like that almost happened, she had to HAND LAUNCH the D-bag away from her) (If the story is true as worded out...)

LOL, English language is funny like that. It's just a common slang term. Live with it, like it or not. "Being in the loop" What the hell is being in the loop? It sound like someone is trying to commit suicide or working at a circus. "Gut feeling" What the hell? Guts ain't got no feelings! "Instant potatoes" That's impossible - adding water takes time!

Clicking on his name -- reveals his wingloading of 1.21 pounds per square feet.

I've seen Cirque 4 times -- one of them in Las Vegas ("O"). Great stuff! And homegrown too!

I'm taught to whip the other chute out by 1000 feet anyway if whatever I have is a high speed malfunction and I can't cutaway (either reserve or a 3rings lockup). This includes tattered/tangled/streamer situations where I have a big mess above me, I'm only a few seconds from the ground and my time is essentially run out, all I can do is hope for the best. But, I've always curiously wondered on this improbable scenario.... Has anyone here ever tried to pull the other chute while in unreleasable spinning violent malfunction -- you're spinning with outwards G forces -- wouldn't the G forces "throw" the D-Bag with outward G-forces in the opposite direction AWAY from the malfunctioning unreleasable chute? Making it more likely to grab clear air and deploy more fully before the other chute tangles? (Granted linetwists could occur, but this is easier to recover from than, if two chutes tangled more badly with each other)? Anybody with experience who can comment on pitching a 2nd chute (either main or reserve) while under an unreleasable spinning malfunction (either reserve or main)? Or no precedent? This probably wouldn't be as big a concern for me as my canopy types and sizes aren't as likely to violently spin (unless seriously malfunctioned), but it's some interesting thought to ponder...

I'm lighter weight than you are (Sabre 170), but when I got off the Manta's and onto Sabre's, I realized I really enjoy the canopy flight too. I did 288->230->190->170 before buying my rig at jump 59. And oh, be careful with that canopy at 1.2 WL. Even though landings are lighter with a good flare, and you're a big guy (1.2 WL at 250lbs is typically MUCH safer than 1.2 WL at 125lbs for the same canopy model) an error such as a panic low turn or a royally messed-up flare, will be far less forgiving!

Five minutes! You spoiled turbine whores I'm jealous.

A new packer-in-training at my dropzone that I consented to packing my rig, sort of wussed out to a senior packer when he came to my rig. It was the tightest rig he had encountered. (No offence to packer of course, no names are mentioned... I'll just wait until he has packed for some more time) (Sabre 170 in a container that seems sized for a 150. Yes, it was hell and torture at first. Now I'm okay with it. I think when I eventually downsize to a 150, it'll be pure heaven)

I think I did most of my jumps from C-GAEK and C-GQTD. One of these planes has its 50th anniversary next year, the other is newer. I also made a paper airplane with a jump door and labelled the tail C-PAPR, and threw it across the packing area during a boogie.

The Ford Pinto Parachute? Oh, heavens!

Yes, this distinction is very important. Math such as "10 mph forward speed (air speed) going upwind in 14 mph wind, means going backwards 4 mph relative to ground (ground speed)" (10 minus 14 equals -4). To go into more detail, I would recommend seeing diagrams, which explain them a lot better than boring typed text. They are in the PIM's, SIM's (should ideally be), and Parachute and its Pilot.

A shallower glide often means less forward speed on many canopies (until close to a stall). Think of a ball rolling down a hill. Steeper hill, the ball would roll faster. It's a bit confusing at first. In Zero winds, yes, it will definitely extend your glide distance, since glide angle is going to be your primary concern rather than how fast you land, a shallower angle gives MORE ground distance. However, when you're gliding into a wind, you now have to account for how fast you are moving forward. A shallower angle means less forward speed and you're more likely to be blown backwards, meaning you'll end up having LESS ground distance, not MORE ground distance. This is understandably confusing to a newbie at first... Crosswinds depend on how much crab you need to do. If you're crabbing very aggressively in strong wind, full glide is probably better (at least it is for my canopy). If you're flying downwind, brakes will often help if you're in a very very long spot. It varies from canopy to canopy (main vs reserve) but for mine, going upwind into a noticeable wind, I clearly have to stay in full glide (no brakes) because the forward motion is often more important than the variance in floating down (until I'm reaching my approach pattern altitude). If I go into brakes or rears going upwinds, I will float down more slowly but I will be moving forward more slowly too (less wind penetration). Making me more likely to fly backwards, which is what I don't want. The threshold of wind causing backwards motion at a given setitng, and the threshold of brakes or rears will vary quite a bit from canopy to canopy, so get familiar with your canopy's behaviour in forward speed in these situations. When uncertain, a wind direction check is very healthy and you can use this as your ground speed check too. An excellent book: "Parachute and its Pilot" by Brian Germain. As always.... talk to your instructors first (Who knows, I may even be spouting bad advice, but I personally believe this posting to be pretty accurate)

I have another separate 15 minutes booked all to myself at 6:30pm on Tuesday Oct 11th. Looking forward to it! On-site, I may opt to add another 15 minutes (perhaps via buying time off John for the Oct 11th at 7pm, or spare tunnel minutes available for later in the evening) If anyone wants to consoldate tunnel time, so that I can save money (i.e. merge reservations), let me know.

Just been informed by PM that there has been an incident related to this back in the 1990's (holding onto a PC too long), albiet this was with a student and not preplanned, and likely not intentional. Now, it is not a recommendation to try these things. Trying new things are dangerous, sometimes in ways not anticipated. Even though I have done this uneventfully, I don't think it's a good exercise to do so, especially for a student in the light of this new knowledge. Goes without saying yet again, to consult your instructors.