980

wingloading harness input oversteer negative or long recovery arc shorter lines I think the answer is in there somewhere...

I said nothing about body position as that is not the cause of the fire. The rapid pressure change is and I mentioned that. A change in body position will result in that rapid pressure change. and I contacted SSK, not Airtec. for the record: I still think Cypres is the best AAD out there, Cypres 2 even more so and will get one again. I just raised my hard deck because I now know a little more about how the function.

dude maggot's a lightweight I bet with a purpose built tiny canopy and good tard he could do that jump and be OK! seriously

A little close to home for you?

that part is not in the manual, nor could I find it anywhere on the SSK site I learned that when I phoned SSK to determine why my Cypres fired when I know I had a flying reserve at 840 ft. I also know for a fact that the Cypres fired during my reserve deployment, as I had a Teardrop container and the closing loop is attached to the reserve pilot chute, which was still intact when I retrieved it. I don't know why they do not make this information more public. Phone SSK and ask them if you need to hear this from someone else.

So what you are saying is that you like educated men?? unfortunately that is true, as those people are just much more fun to jump with! I don't trust basejumpers without tattoos. what is really unfortunate is that a lot of highly intelligent and educated people lack all common sense and an innate physical understanding of their actions (gained through experience, visualisation and intuition) very recently one of the most intelligent and educated jumpers I know fell off a fence while trying to gain access to an object he had no tattoos - coincidence? I think not. It's also simple pattern recognition to see that the uneducated ruffians are far less likely to think they know it all and take themselves out by being wrong.

yes and no. that is not entirely incorrect why does no-one run a search before asking the same questions again and again and again? the numbers from the Cypres manual are here I will repeat them anyway. The Expert Cypres arms at 1100 ft if it calculates you are exceeding 78mph descent rate. It will then fire at 750 ft if it calculates you are still exceeding 78 mph descent rate. I believe it arms first to make firing quicker and to prevent misfires. once armed IT WILL ALSO FIRE IF IT SENSES A LARGE AND/OR ABRUPT PRESSURE CHANGE which makes it really easy to fire your Cypres above 750 ft (but below 1100 ft) and apparently 90% of Cypres fires are above 750 ft and due to low pulls (which can be as high as 1300ft or above depending on canopy!) that is one case of the large and/or abrupt pressure change I referred to above I hope some more people with Cypres units will read the manuals and adjust their hard decks accordingly. Think somewhere in the region of 1700 ft + if you want to avoid firing your Cypres as your reserve sits you up in the harness...

How they line up the block or bias relative to the rest of the pilot chute has no bearing on the structure of the material. The ZP(or Low Porosity) material in the pilot chute stretches/deforms under load no matter how the seams are oriented. The amount of deformation can be minimised by orienting the reinforcing tapes along the bias, as this is the direction that the material will deform in the most under load. Maybe you already know this and you are asking a different question, but if not, grab one of your PC's and look at the block pattern. If you poll from corner to corner it will strech, but from flat line to flat line it won't.*** It still stretches, just much less. Jaap - I think there can be real advantages to this idea. Just look at a tandem drogue and the level of complexity in its construction. With a pie-slice construction method, you can now shape the top skin of the pilot chute into a half toroid rather than a deformed hemisphere. Or you can use more ripstop and less mesh, a la vector reserve pilot chute. Maybe that is the way to go, no mesh, but with more vents, some of them being one-way, like bottom skin inlets. A pilot chute that will start inflating no matter which orientation it hits the air stream in. I am not sure I understand what you mean by ‘blowing a spoke’? To me the possible failure modes of a one piece ripstop pilot chute are far worse than a segmented pilot chute. I think the number of reinforcing tape spokes make a real difference here, more makes for a less catastrophic failure and probably extends the life of the pilot chute too. My form of cheap insurance is to replace my pilot chutes every 50 jumps or so if they are treated nice. Cya Sam

So they don't pass you in freefall !!

don't be dissing the Hanwags Hanwags are the bomb. Mine have over 300 basejumps on them now with all the hiking, climbing and general abuse that comes with the territory. I bought a pair of Cats as work shoes about 3 years ago and have worn them a lot as they are comfy and I can assure you that the Hanwags are in a different league altogether. Hanwags have goretex, are easy to hike with, easy to climb with, better to edge with, less slippery than any Cats I've seen and so supportive that I felt comfortable climbing and jumping in them after spraining my ankle swooping earlier the same day (in skate shoes). They may look funny but they are the most functional footwear I have come across for basejumping and that means they hike well, climb well and provide lots of support for very little snag points. If you're not manly enough to handle the blue, you can get a slightly different version in mainly black with some red.

tenacious B thanks for the tips! now I too can impress my friends with a one-upmanship quad... Why only use the symmetrical wingsuit style pull on layed out singles? I think there's a pretty natural transition from hands on shins tuck to ws-style pull so it makes even more sense to me on tucked gainers, as my doubles typically are. That's a nice pic. Who's that cool looking dude in the black shirt? cya sam

I'm digging this thread up since I have over 50ish slider off flips now. Most of the single gainers that 'felt right', i.e. on axis and pitch while stable and at the right time, turned out good, heading performance maybe slightly better than flat&stable, because I'm concentrating more on staying on axis after exit and I make concerted effort to stay that way during deployment. Doubles seem less consistent with heading performance. The thing about slider off flippy shit is that you went slider off due to lack of altitude and therefore sooner or later you will have to pitch while it feels wrong to avoid overdelaying. That's when you find yourself in some strange orientation trying to get to the risers while the canopy is flying at the object.

unpacked for sure there's no way I could start after sunrise and do 10 - 11 packed jumps that I hike out before 13:30 we got a late start that day anyways, like 8:30 or so I can't pack faster than 22 minutes and packing that fast scares me a litte basejumps are all quality, so I might as well have quantity too! cya

actually I was just giving you shit that's a lot of hiking/scrambling/climbing in one day for most people and most basejumpers I have met are not very fit to make this post useful and on topic, technique can make a big difference on that hike/scramble/climb, especially if you are doing more than 4 a day here's what I learned from the master (Miles) himself: - don't go as fast as you can, throttle back a little - little tiny steps - this is the secret weapon and now it's out! - find the pace that does not require stopping anywhere to rest and go at that - drink plenty of water and eat healthy - packing is a waste of time and your exit-to-exit turnaround should be around 20 minutes or you need more training armed with knowledge like that, practically anyone can do 6 + a day and hike/scramble/climb them out after 10 - 11 we went on a wind hold and grabbed lunch as it was 13:30. Miles is the best jump/hike/scramble/climb buddy ever, the supreme motivator.

4 in a day and you were winded? I guess they don't require fire fighters to be fit anymore....

just wondering who is playing with their V2 already? comments would be cool share already!

There’s not enough ‘wind’ sub terminal to make that feasible, especially on low stuff. Grabbing the whole pilot chute’s mass to throw it to bridle extension and throwing it to full bridle extension is your best bet if going stowed subterminal. Otherwise you are counting on the little airspeed you have to get your pilot chute to bridle extension before it will inflate and work. If you’re not going stowed the handle doesn’t matter.

Wouldn’t that make more sense phrased this way: BASE jumping is to psychotherapy as hatchet is to scalpel?

watchoo talkin' about willis? I knows what Clint looks like!

I believe the label is free-floating on the outside rib. That is the case on the PD made Blackjacks/Aces. Not sure about pre-PD. I actually phoned up Adam F when I thought about doing this and he said it is not sewn into anything important. I looked at my Blackjacks and could see what he meant. I never did debadge my Blackjacks and now I won't bother because I'm going to sell them this year.

holy lick Clint's going left hand handheld!

It's my favourite because it took a lot of work to make it happen and it worked out exactly as planned. thanks Mike for the photo! photo credit - Mike

hey dude no problem, I am only passing along knowledge from another jumper that has worked for me I am curious that you would class a Vampire as not being able to reach the risers or large 3 rings? what is your build like? I would class the wingsuits that I have flown and can remember like this: Class 1 Gti, Prodigy, GS-1, S3, S3S, Phantom, Vampire, Vampire2 Class 2 Classic I guess what class a specific wingsuit falls into for you, depends on your build. I am 6'0 and 165lb, with long arms, so more suits would be Class 1 for me than Class 2. Have you really tried different ways of getting your hands up with the wings zipped up? I cannot reach straight up for the risers, but if I rotate my arms towards each other with the palms facing me I can get my finger in the 'V' of my risers from the inside. Play around with it, all you need to be able to reach is the large 3 ring (attached to the harness). maybe we should poll this and see what people's experience with reaching their 3 rings and risers are?

OK, OK, enough. it's a V-2 ! they are staring to infiltrate the wingsuit community now, so expect to see one zoom by you in the sky soon... I really like the forward speed on it. and to battle thread-drift - my neptune worked fine on my 3 wingsuit jumps this weekend.

Here’s one view: From a line-twist procedure point of view, there are two different classes of wingsuit: 1 – suits where you can reach your risers or large 3 ring without unzipping the wings 2 – suits where you cannot reach the risers or large 3 ring without unzipping or cutting away the armwings Regardless of your canopy (but very important for high performance and/or elliptical canopies), when you open up with linetwists, your procedure should be this: (you have collapsed your leg wing and you are keeping it collapsed by squeezing your ankles and knees together from before pulltime) If you have a wingsuit in class 1 from above (the phantom is in this class): 1 - take hold of your risers (or large 3 rings if you cannot reach the risers for whatever reason), one with each hand 2 – equalize the tops of your risers (where the links connect the lines to the riser) and push the risers together until your hands touch 3 – hang directly under this single attachment point to the canopy, as limp as possible, keep the risers (or large 3 rings) together 4 – give the canopy time to recover from the dive and/or turn (if it was doing that) and start flying level (this should happen because you have taken away the input to turn and dive by equalizing the links and getting your weight centralized under the canopy) 5 – if step 4 takes too long or if it is not working, locate your handles and execute your cutaway procedures 6 – once you are flying level, keep the risers together, make your whole body as narrow as possible and allow yourself to untwist under the canopy due to the torsion from the twisted lines 7 – once you are untwisted, unzip your wings and continue as usual Notes: I have not had step 4 fail me yet, I have over 250 jumps in a S3 (a few in other suits too) on a Nitro 120 @ just over 1.6, about 10 on a Xfire2 109 @ 1.75 and about 10 on a Samurai 105 @ 1.85. Keep track of time and altitude while following this procedure. If you have a wingsuit from class 2 above: 1 – unzip your armwings if you have time, use your armwing cutaways if you do not have time or cannot unzip, if you can do neither, execute cutaway procedures. 2 – continue from step 2 above. I used to deal with linetwists differently until a very experienced jumper saw some of my video and commented on how often I get linewtists and how he knows a better way to deal with them than pulling the risers apart and kicking. I used to get a lot of linetwists with my wingsuit because I dumped in full flight or whatever and really didn’t care too much about trying to avoid them because I was pretty comfortable in a wingsuit. I started with the standard pull and kick method but that requires legwing unzipping on most suits, so I changed to using a rear riser to fly the canopy out of the linetwists whenever that was possible. The risers together, get narrow and hang limp technique works the best for me in a wingsuit though and it normally has you leveled out and out of the twists quicker than you could start bicycle-kicking. Try it, you might like it. Cya Sam PS – I have one wingsuit cutaway in my S3 under a Nitro 135 @ 1.45. That was before I learned this new technique, at a holiday boogie in Eloy where the maximum allowed pull altitude was 2500ft, skydive 451, demo canopy, downsizing from my usual square 155 and moving to an elliptical. That reads like an incident report right there, doesn’t it? I was on my back pretty soon after it started spinning, I spent a few seconds fighting it and getting nowhere before I got off that ride.