Hooknswoop
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Everything posted by Hooknswoop
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Correct, wind gusts, shear, etc, and all bets are off. At that point the pilot must give whatever input is required to flare the canopy to stops it's descent and flare turn/flat turn the canopy into the crosswind component. Derek
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That is the classic crosswind flare oops. As you flare you begin to realize you are drifting across the ground with the crosswind. You reach out with your downwind hand, a natural human reaction, causing the canopy to turn downwind. Jumpers blame a gust of wind when this happens. This is the opposite reaction necessary to land corretly in a crosswind. Adding in upwind toggle more than downwind toggle will flare turn the canopy into the wind, helping to counter the crosswind component and lean your body into the wind. Derek
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The pilot is not steering the aircraft intot he wind to keep the wings level, he is using the wing low (as opposed to the crabbing) method of crosswind landings. The aircraft does not require the pilot to steer into the wind to keep the wings level, he drops the wing and gives a bit of opposite rudder to counter the crosswind and allows the aircraft to fly a straight in approach down the runway center line in a crosswind. If the pilot did not drop the wind and put in some opposite rudder, the aircraft wouldn't roll over from the crosswind, it would drift downwind at the speed of the crosswind component. Take a canopy control course or talk to a CFI and get some aerodynamics instruction. You do not understand basic aerodynamics like you should to fly a HP canopy. Derek
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Then you don't understand aerodynamics. If the relative wind was coming from anywhere but in front of you, the canopy would collapse. You do not need to pull the upwind toggle down farther to keep the canopy above you in a crosswind. Derek
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Safe to jump like this or not? (picture attached)
Hooknswoop replied to peek's topic in Safety and Training
Yes, it is. The hardware doesn't require the webbing to be threaded from one side or the other only like leg strap harware does. It will hold and won't slip any different than if it was threaded 'correctly'. It will probaqbly be a bit harder to unthread in a hurry, like for a water landing, but it'll hold just fine. All that being said, why thread it that way? Derek -
I think you are right. Derek
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They threw away their training instead of relying on it. They failed to rely on training and better judgement even though they could have. That is why I do think you can 'train away' panic. Imagine how many people would panic on their first malfunction if they did not have any training. Fortunately they get the training and do not panic. Derek
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You were never in the military, were you? You can train to prevent panic. Derek
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This was several yeas ago, when I was still jumping....... No, I had already learned my lesson, DZO's don't care. Derek
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The problem with cocking the PC after the canopy is in the D-bag is the kill line can wrap around the canopy, pulling the kill line and collasping the PC or damaging the canopy when it comes out of the D-bag. I highly recommend cocking the PC after laying the canopy on the ground and before putting the canopy in the D-bag. Any other time invites problems. Derek
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Do you have a window on your bridle that indicaes if the PC is cocked or not? Routing the bridle like that can cause a PC in tow. It depend if there is enough slack between the pin and where the bridle goes under the RH flap. Glad I said "may have been" Sounds like you were on the ball.
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This is all moot since the pilot isn't flying anymore as far as I know, I'm not jumping, and your thoughts on a right seat pilot or a check ride are nice, but would not actually happen at most DZ's. It didn't make the DZ a safer place, it made me a safer jumper because I wouldn't fly with him. Did I bother to tell anyone about my experiment at the time? No. I have brought up some issues before and was scoffed at, not believed, etc. So why bother? Skydivers just want to jump, they don't want to hear about safetry or lack of aircraft maint, etc. They say they care, then when push comes to shove, they don't do anything. The average jumper is apathetic when it comes to safety. It's a cult mentality, they refuse to admit that their DZ could ever have any safety issues. Derek
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I'm glad everything worked out. What was the cause of your PC in tow? If it was because your PC wasn't cocked, have a plan to prevent that from happening in the future. If your PC was inflated, get your rig and PC inspected before you jump it again. 600m = 1800FT +/-. Getting low. You may have spent too much time trying to fix the PC in tow. You were right at the limit. Did you go unstable trying to pull the pin? If yes, that can contribute to losing altitude awareness. Again, glad everything worked out OK. Derek
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No, I don't. Which is why I didn't get back in the airplane with him. Yes, which is what I was watching for. And tell the other pilot what? Keep an eye on him so that you are there to watch when something bad does happen? Not that it matters, but a pilot, or anyone for that matter, would not have been able to turn off my Cypres without my knowing, because I didn't have one, and if I did, I would notice someone messing w/ my rig. Then we disagree. What is your thoughts on how to confirm your fears that the jump pilot is a poor pilot? Derek
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Hit the gym Derek
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In my experience, mosr riggers enjoy teaching others. The problem is they get tired of spending hours teaching and the person quit after a few reserve pak jobs. How many times do you expect a rigger to waste their time before they stop wasting their time? Derek
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Check your steering lines to make sure your toggles aren't set too high. Try a 360-degree front riser turn with, then without, the toggles in your hands. If there is a difference, they are set too high. Derek
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Manufacturers set too short brake lines?
Hooknswoop replied to druspork's topic in Swooping and Canopy Control
Most people doing front riser turns have their brakes set too high and don't even know it. Or if they do set them correctly and have spectra lines, they don't adjust them as the lines shrink. A quick test is to make a 360-degree front risr turn with, then without the toggles in your hands. If there is a difference in riser pressure, your toggles are set too high. Derek -
Don't let the numbers fool you, the PD-106R is actually larger than the 109-M. You could put a PD-113R in an XRS, which is much bigger than a 109-M. Having put 5-6 rides on a 109-M, get rid of it. It was such a poor reserve I didn't sell it, I threw it away. Derek
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I have landed both a Raven 109-M and a PD-106R at 5,500 +/- feet. I have also packed a bunch of -M's and PD-R's Construction: The PD has spanwise bottom skin reinforcement tape, the -M does not. The -M has/had line attachment issues when PA used cheap material to attach the lines to the canopy, the PD does not. I have some pics at home comparing the construction of a -M to a PD-R and they aren't even close. What is funny is that the -M came out long after the PD-R. Opening: They open in about the same amount of altitude, with the PD opening softer. Flight: The-M has a very short control range,making it easy to stall one side while turning. the PD flew great, no 'issues' at all. Landing: -M lands horribly and the PD lands very nice. lots of flare. This is a case of older technology being better than newer technology. If you have a -M for a reserve, replace it ASAP, preferbly with a PD-R. And no, I am not sponsored, that is just my opinion. Derek
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Ya think? Derek
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I am curious what you think my attitude is towards AAD's? I hope your answer to this question will help me explain better my point. Derek
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The spring still works, but the catch is bent so that it hangs up on the hardware, sticking open. Impossible to tell from just a picture though. You are right, the hardware is backwards. Derek
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Not really. You coul start the flare higher or lower and by adjusting the speed at which you pull the toggles down, still finish the flare just before you touch down and get a good landing. For example, if you begin your flare high, simply stop flaring until you are at the right altitude and continue to flare or pull the toggles down slowly so that you finish just before touch down. When you finish you flare has a much greater impact on your landing than when you start your flare (within reason). Not finishing the flare before you touch down or finishing it too high can result in a hard landing. Starting too high or low can be easily fixed to result ina good landing. Derek
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Where you atart your flare isn't nearly as important as where you finish your flare. Doen't mater for the canopies you are currently jumping. Derek