BMFin

I started doing frontstep exits with tandems last summer. IMO this way you get the best camera angle of the student. Plus they are more fun too This one came out a bit unsharp, but I was able to sharpen it enough.. Now the bit of motion blur left gives a nice feeling of movement in the picture, though the passangers face is reasonably sharp. I love the exit shots ! they are always a bit different !

Agreed 100% ! I have seen many misfires caused by FXC 12000 and its very scary.. Personally I would much rather be without an AAD than have FXC.

Yes, It matters very very much. If its 3 experienced people, they know what they are getting into and I dont see why would it be unethical.. They are only risking them selves.. Gives others the idea ? I think thats quite a weak argument. People do all kinds of stunts, rodeo birdmans, MR.bill, you name it.. IMO this falls in the same category. What Im interested in is, did they still loose ratings if there was no student involved..

Out of curiosity, did those TI´s allow someone performing this stunt while they had a student as a passanger ? Or was it theree experienced skydivers ?

Or how about you explain him ? My 2 cents is: -If its 3 experienced skydivers who all have planned this stunt knowing the risks involved, I dont see a reason why anyone else should condemn their actions. -If its a customer (a tandem student) or someone else who doesnt know the risks involved I would say it is very irrisponsible.

How exactly does this reduce the possibility of the pin coming out ? Isnt it actually more likely to fall off when you lean on a wall and the pressure of the flaps reduces creating slack in the closing loop tension and therefore the pin could fall off by the force of gravity ? (sure the scenario might actualize only if the tension is quite weak to start with..)

Yes.. thanks for backing me up. That being said, most likely you will have problems in any other country than the US. Not because its forbidden there, but because there are no rules about it and the screeners are confused about the issue. Good luck trying to explain the french screener, or his supervisor, the TSA rules when they know 2 or 3 words of english and couldnt care less about TSA rules even if they understood you.. Also The standard hand baggage weight is 10 kilos max. (some airlines have restricted it to 7 kilos) But it wont matter so much because screening at a big airport isnt airline specific, so the screeners wont know you are taking the flight offered by airlineX. Also you might exeed the max dimensions with your rig. shropshire: Ryanair also has same rules. 1 piece of cabin baggage. It should weigh no more than 10kg and not exceed the maximum dimensions of 55cm x 40cm x 20cm. I think these restrictions are "the standard weight/size hand baggage restrictions" around the world. Im too lazy however to google this to confirm my statement..

Yes you are right. (and I believe I already corrected myself about the 1000ft deactivation issue.) The question still remains how long do you need to maintain that speed over 35m/s in order to have to unit fire ? No one seems to know and airtec wont tell.. What we do know for a fact is that there has been at least 4 occasions when a cypers has fired under a HP canopy.. One of them resulting in death. Lots of people still jump expert cypres with similar wingloadings even today..

TSA only has authority in the states, so the TSA regulations wont help you unless you are screened in the US..

Can you post a link ?

huh ? They are not magnetic risercovers if thats what you mean..

Yes, I agree that it would be ideal to teach the tandem student as much as possible on this one jump. However, how often do you or anyone else actually teach the student basic canopy flight theory prior to the jump ? Im not so convinced that you can teach a 1st jumper those things in 2 minutes while under canopy while they have a lot of things going through their mind. Shouldnt you first teach the stuff in theory and after that go try it out ? Most of the times tandem student wont know for example: -that low turns are dangerous -you would want to land upwind -what the term "upwind" even means These are just examples of many many things that the student wont learn anyways with participating on the flaring process, unless someone teaches them theory.

Shot with a Long focal length from an aircraft..

Why is that ? I have seen helmets like that mounted with two flashes plus a video. I agree that with this kind of large setup maby FTP or similar is more practical. However, if you mount only still + flast, I personally would propably go for a smaller profile helmet like the one in OP´s avatar.. No need for a huge FTP IMO.

For basejumping (night jumps) I think that one would rock, with regards to the amazing low-light ability. And quality-wise, when combined with a good set of lenzes, I think you can create magic... Magic comes at a price though...though when compared with other high-end equipment, a verry affordable price for anyone really serious about things.. Why only night jumps ? It isnt that bad on the day time either ! It sure does cost more than the consumer HDV cameras, but the image quality is in the same category with cameras that cost A LOT more. And the best part of it is that you wont need a neck brace !

Maby Canon 5D mark II ?

Lot of good reasons ? I did search the subject and I couldnt find anyone stating a single reason (other than the IAF progression I already mentioned). Maby you could point some of them out for me ?

Did Markku ask you this ? Livendive (Dave Todak ) has experience over IAD from caravan. Maby he might be able to help.

IMO, it would be important for to understand how you would need to react in this kind of situation. After you have a pre planned your action in this kind of situation you will be more relaxed about it. I agree with everyone that it is very unlikely that you might break a steering line just by "yanking it" in flight. However, I dont think the only appropriate answer to this question is to just ignore it since it is so unlikely. therefore: Talk with your instructors about what you should do if this ever occurs. After you have this figured out, you most likely will be more confident about your skills and you wont be so scared about it. Let your instructor explain you what it means to land with rear risers, and how/when you could try this in real life.

I was going thru the Adrian Nicholas thread and Fred Fugen thread and found out some one wrote: "A cypres will fire between 750 feet and 120 feet, if vertical speeds exceed 35 m/s. " It is still second hand info, so someone please correct this if it is not true.. But it seems my assumption of deactivating @ 1000ft was incorrect.. It seems to be more of a question on how long do you need to maintain that speed over 35m/s to have your cypres fire. (hence the requirement of multiple rotations in order to have a cypres fire) Anyways, I wonder why some of you say that the number of people who might end up in cypres fires is very small ? IMO small in this context is a vague term, since there are more and more people who load their canopies the same amount as Adrian did (or Fred does) and many of them are doing multiple rotations too..

From phreezones post : "12/26/1998 Maricopa, AZ"

thanks

Any more info about this incident somewhere ?

The aerotuba tunnel will be 4.1 meters in diameter, so this must be a different tunnel since its gonna be 16.5 feet It looks like theres gonna be 3 tunnels..