hackish

On the topic of old equipment an older fellow brough his old gear by the DZ and did a refresher course/student jump. He had over 1000 jumps back in the 1960's and had a really nice paracommander style round. One of the guys at the DZ wants to jump it. So the rigger is going to hook the canopy up to a 3 ring release and put it in a rig for him. They all looked over this 40 year-old parachute carefully and it appears to be fully functional and in good shape. That's 2x the proposed age limit. Everything looked like it was in really good shape to my amateur eyes. I think it will be jumped next week so we'll all see how it goes! -Michael

I take a couple of deep breaths and hope those farts I've been holding in since 1000' stay in for a few more moments until they open the door. -Michael

Rules differ according to country. I have earned my solo certificate. Here are the CSPA BSRs that apply. 2.5 The minimum altitudes (AGL) at which the main parachute must be activated are: a. 1220 metres (4000’) for all Tandem jumps b. 760 metres (2500’) for all Solo & A CoP holders c. 670 metres (2200’) for all other CoP holders In my case I did not feel that I had enough time to dive out and turn into the relative wind before pulling so I opted for a strut exit so I could pull immediately in a stable position which I did. I believe the AAD is set to fire at 1050' in a stable belly to earth configuration and I feel that a few more seconds would have been coming uncomfortably close to that limit. Even though I was flying a student rig it still takes a few hundred feet to fully inflate. I would not blame training methods or say that I'm unable to exit in a stable configuration. Indeed I had to repeat a number of jumps in order to pass my solo certificate because of stability problems on the C&P levels. The sum and short of it is that this jump was too low, was uncomfortable for me and therefore not that much fun. I wanted to know what was typical for a hop & pop because if the typical H&P is at 2500 then I'll wait for a load to the top. -Michael

Just to make a few clarifications. I'd wave off at 5 do the best a student can to track away and pull around 4. The criticism was more that I wasted 5 more seconds of potential freefall time. We have a small DZ and yes everyone is made aware of my pull alti. The fact of the matter is that I've found altitudes below 3000 are not comfortable for my experience level. If you've got 500-1000 jumps under your belt then fine. -Michael

At I think jump 13 or 14 on my 20 second delay I had some trouble countering a spin but I did manage to get it countered with brute force. On jumps 20 & 21 it did take a second or two to get back on my belly after a couple of failed backflip attempts. I think the key to recovering from anything may just be to force that starfish arch and flip over no matter how you're spinning... It's worked for me thus far. I hope after 100+ jumps I'm not feeling like a 4 year old on his first 2 wheeler. -Michael

I know there is a radio locater system available that's activated by the RSL. How about a loud battery powered siren that lasts an hour? -Michael

In freefall I prefer to pull at 4k. I'll be conservative. I've been criticized a little for waving off at 5k. There is only one person responsible for my own safety and that has to be me. It was my responsibility to say "no" on that day and it didn't cross my mind until I was dangling from the strut. It was still valuable because it pushed my limit and forced me to decide there won't be a next time for that. I still feel confident that I would have been able to deal with a mal and landed safely but there wouldn't have been any time for hesitation. My hand went directly from the strut to the PC and it was out poof! Some people on this thread talk about getting out at sub-2000' that's crazy. I still got out at a legal jumping alti. -Michael

I should hope they're not using a hash for pressure lookups! -Michael

I had a steering line tangled. Checked the altimeter and had the option to cutaway if necessary. Decided I could fly it down on the rear risers. However the though did enter my mind that if I cut it away it would probably have landed in the woods and I'm guessing that I'd be paying for the reserve pack job. I too don't know what the common procedure is on a rented rig. -Michael

It was useful to know what some of you have hopped off. My jump was too low for my comfort/experience level. I guess it just takes some experience to set your own limits. From now on I'm riding the plane down if they can't get me at least to 3k. Personal comfort sorta thing. -Michael

Being inexperienced with 21 jumps I wonder what the common definition of a hop & pop is? I've only done one and it was on a cloudy day with a very low exit alti. It was more of a climb out on strut let go and whip the PC out. The reason I ask is that I far prefer to dive out and turn into the relative wind - which I've done at 10k. If I'd done that on my only hop & pop the AAD would have surely fired. So my question is what altitude do you get off at generally and what sort of delay is there before whipping out the PC? -Michael

I'm working on my tracking as well. Does anyone have a good photo that shows a really good tracking position? A few people have showed me (dirt diving) how they track and everyone seems to be a little different. -Michael

Just a quick update. I got my altimaster and have done 3 jumps with it so far. Very happy I spend the extra coin on it and I love the features - especially the speed and opening altitude. -Michael

Having completed the student program recently I'm inclined to point out that student canopies are so big and slow that it doesn't make that big of a difference. The majority of my no-wind landings did not even require a step. I've done a fair bit of playing with these big boats and I think slack brake lines are better to prevent an inexperienced student from stalling. -Michael

I actually prefer no-wind landings. Last time there was a lot of wind and I was getting no penetration so I flew straight into the landing area (which was deserted) and plopped down just short of the central wind blade. I got bitched out for that because I didn't "fly my left hand pattern". A few times after that I tried to fly this left hand pattern but wasn't able to get anywhere before my altitude ran out. Last minute flare turn back into the wind just squeeked me into a stand-up landing. I'm usually pretty good at setting things down 20m or less from the middle but some days in the wind it takes 1500' just to get to the marker... -Michael

Some of it depends on you. Took me 18 jumps to get my CSPA solo where it should have taken 12. If you fail a few of the jumps and have to repeat then obviously it will take longer. Most DZ's seem fairly willing to accept a student with a little refresher/checkout type work. -Michael

There were a number of vigils that fired on a large jump plane when they pressurised the cabin. I'm sure someone can point out the exact incident. I did see a pressure graph downloaded from an vigil that went off in that case and it did show a believable altitude (pressure) change. I would suggest having your rigger download the data from the vigil to see why and when it happened. -Michael

I finally passed my solo licence (CSPA). I'm using rented student rigs and they're big 28X sq ft. The majority of my landings (except in 10-15mph wind) have been 15-20m from the target. Making consistently good landings seems to be a little mundane and I'm looking for some more challenge. I've already spent a lot of time doing flat turns, flare turns and at higher altitudes front riser turns and dives. Given fatality statistics swooping does not really interest me - besides I'm a newbie. I've read the downsizing articles and tried to follow their instructions on what to learn before downsizing. I'm just wondering if anyone has suggestions and hints of what to do for some challenge on these big student blimps so I can improve my skills for an eventual downsize. Apparently the DZ will be getting a sabre 210 soon but I'd like to try some more at maxing out the blimp capabilities before moving to that. BTW I'm 185lbs without the rig on. Only have 18 jumps but many have said I'm a natural under canopy. -Michael

I frequently feel like I've just laughed some water out my nose. I don't think this is uncommon. I suffer from allergies for a few weeks a year and yes it seems to affect me. I would say this minus is outweighed by the plusses. -Michael

The checkout jump was the most fun of all the jumps before it. I had to "ride the slide" for the exit and become unstable so I could prove that I could become stable. It's like "wait you want me to screw up the exit". So now it seems that the CSPA classic progression leaves me fairly close to the "A" license and I'll just start practising those requirements... -Michael

Just wanted to post up a thanks for all those who posted and sent me PM's on tricks to improve my arch. For my checkout dive I had to purposely leave the plane unstable and regain stability - was the most fun jump yet as I wasn't stressed about trying to get a good exit from the aircraft. All the suggestions posted and PM'd to me the best one went like this... pretend you have a $100 bill in your butt cheeks and can't let it go - that will help the arch. My instructor liked it so much he now uses it with the new students. I guess the next step now that I'm self-supervised is to start attacking the tasks required to pass the "A" license. That is my goal before the DZ shuts down in October. -Michael

I would say go for a packing course anyway. Maybe you don't need it but maybe your instructor will point out something subtle that will avoid causing a hard opening or cut-away. I had a bit of a hard opening the other day (didn't keep the nose tight enough when I packed it) and it's not exactly something I'd wish on anyone. -Michael

I'll second what pops said. I'm new to the sport as well and recently I've been able to try out some new rigs that my DZ bought. One of them has a PD280 in it (different brand of parachute). It flies a million times better than the rig I started with. Without being able to experience this I could have bought a rig that didn't fly quite as nicely and would have never known what I was missing out. Once you have a bunch of jumps under your belt you will be able to judge for yourself. Like buying a car before getting your driving permit. -Michael

The best thing I can think of is to find a rigger that you're comfortable with. At my DZ (which is very very small) there are at least 3 guys who can pack reserves. The rigger who has been teaching me to pack (mains) encourages everyone to watch a reserve pack. I am entirely confident with his abilities and you should be too of the person packing your reserve. Even after 20 or so years in the business he packs step by step with the owner's manual open in front of him. Back to who is accountable? I'd say the rigger not only in a moral sense but probably too in a legal sense. Forgetting an attachment like that probably amounts to negligence. -Michael

Yes the wave-off starts at the 30 second delay. At this point I am to exit, get stable, perform a 180 degree turn each way checking altitude (with an altimeter that WORKS!) then pull at 4k. I did ask about the wave-off and he explained how it is done. I've already read up on a lot of the particulars of why and hazards of people above etc. However the instructor said wave off if you are comfortable doing it but otherwise you will start after 2 more levels. If this jump had gone well then perhaps I may have. Extras were not on my priority list. The instructor tends to stay about 30' or so away from me on the level. Last 2 jumps when I pulled I saw him track away like a rocket as I was opening... -Michael