dthames

But corn can entangle a parachute! (sorry) Instructor quote, “What's weird is that you're older than my dad!”

But if i'm correct, the new firmware doesn't have the flyblind mode. Which would be nice. My mistake. You are correct, no Flyblind option. Instructor quote, “What's weird is that you're older than my dad!”

I was at SDC for a WS camp and Monday we were told that camera had been band from the tailgate plane because of a camera damaging the door on the Sherpa. My group was on the Otter that day but with the Cookie Roller Mount and no tools with me, I couldn't take my camera off if I wanted to jump the tailgate. I wonder if the still are saying no camera on the tailgate planes. Instructor quote, “What's weird is that you're older than my dad!”

The web site is in the Description of the Youtube demo video. https://www.youtube.com/watch?v=rt1NnwSN0rU Instructor quote, “What's weird is that you're older than my dad!”

Well done! Next challenge..... Instructor quote, “What's weird is that you're older than my dad!”

A couple of years ago that woman that did the skydiving duck cartoon broke her arm on exit and the landing broke her 3 leg bones on landing because, (as I recall) she couldn't hold one toggle in her teeth while reaching for the other because of a full face helmet that she couldn't open with one hand. As she became focused on what to do, she stopped paying attention to where she was. She got over some rough terrain and had basically a no flare landing. I don't recall if she had released the brakes. It all went to pot. After reading her account I have carefully thought out how a one handed landing might be done. Without understanding (already stated) that you must reach around from in front to get both toggles, you could really put yourself in a pickle if you thought you could flare and found you could not bring your arms down unless your arm was around in front. In such a situation, already hurting and most likely not 100% in the game, it could be a very difficult situation. Instructor quote, “What's weird is that you're older than my dad!”

People with experience have a hard time remembering exactly what things are like when your experience is little or lacking. So I am not saying do this or that this is a good approach. Visualize in your mind how you would exit and react if you exited with your eyes closed and kept them closed for a few seconds. If you visualize that, what do you see? What do you feel? I am curious. I know what I feel and what I imagine. Instructor quote, “What's weird is that you're older than my dad!”

Not to contradict your instructors, but the general point of (a) low hop & pop(s) as part of training for AFF students is for at least one such exit to be un-poised, to simulate the conditions of an emergency exit. I understand and If I were given a preference for exit. It would be a dive, chest and pelvis to prop. But I don't think it would have made a difference on the first 2 screw ups. I simply went completely wacky. Don't take this personal, as it is the overall trend. Those doing SL or IAD normally never see this problem because every jump starts below 5,000 for a while. Last Saturday I was on the plane with a just turned 18 year old, doing his first Clear and Pull. He exited, hanging from a C182. I leaned over to watch him, remembering my first solo freefall at this same DZ. He got his money's worth, falling stable for 5+ seconds before deploying. I think this was jump 6 for him in the IAD program. Very nicely done. IAD/SL student What is scary is when the plane goes over 5,000 feet! AFF/AFP student What is scary is when the plane is lower than 10,000 feet! Instructor quote, “What's weird is that you're older than my dad!”

As has been stated, you have plenty of time but you must believe that down deep where your mind control functions live. Do the dive flow 20 times making yourself wait 3 seconds or more. That might help you sort of be on autopilot when you do that exit. Watch the plane! If you really watch the plane, you will most likely be in a good position to pull. At least for me there came a time when I would embrace the air. Before that time, I guess I was more reactive, once "out". But then something happened and I learned to grab the air and use it, not just react to it. That is when I went from someone jumping out of a plane to someone that was skydiving. I still had a lot to learn but that was a pivotal point in my progression. If you have not hit that point yet, I can see where these jumps can be a challenge. Instructor quote, “What's weird is that you're older than my dad!”

Better tell the swoopers. You'll get different results when you don't fly boats loaded at less than 1:1. Sorry, are you disputing dthames data collection methods for his own canopy? Or just their applicability to swoop canopies, which aren't the concern of the original poster? Or maybe your use of quotes was messy and you weren't disputing the data itself. Point I was making is that he's admittedly sketchy on his horizontal speed data. His evidence of reduced vertical speed is a given as a function of horizontal vs. horizontal (glide slope, right?). After all, isn't that the effect you'd loo for? Upon looking at his very low wingloading, I doubt the average jumper will experience such an magnified decrease in airspeed. I've landed on rears quite a bit and couldn't really say I've ever detected any appreciable decrease in airspeed. If you are looking at GPS data facing into the wind, your ground speed changes will be different than your air speed changes. If you have your back to the wind, your ground speed changes will be different than your air speed changes, but with a much larger magnitude. So, unless there is specific knowledge of the wind speed and my direction in relation to that wind, I said that getting a handle on the horz values were harder to nail down. The effect on the airspeed will still be the same, but I just could not state numbers with a much confidence as for the vertical aspect. No, I don't know about faster canopies and I hope the OP is not on one just yet. Note the attached image. The lower line is the vertical speed and the upper line was the horz speed. In this case I was trying to get back to the landing area with a holding crab, largely facing the wind directly and trying to slip to the side as I held. So you would expect the actual horz airspeed change to be more than the recorded ground speed change. I do think that a person trying to extend their reach on final needs to stay off "rears" at an altitude high enough to allow their main full flight speed so they can have the best flare. That is what I said and what I was taught for normal pattern landing. [inline vert-horz.jpg] Instructor quote, “What's weird is that you're older than my dad!”

You're still going to have full flight speed even if you've used your rears to extend your glide, no matter how high you do so. A touch of rears won't significantly distort your canopy or slow you down and you should have full access to your regular flare. Getting on my rears reduce my vertical speed about 30% and my horizontal is reduced about 15-20%, based on GPS recorded data. The horizontal is a bit harder to nail down due to the fact that the ground speed (GPS) and air speed are not the same. Better tell the swoopers. You'll get different results when you don't fly boats loaded at less than 1:1. I am keeping my boat, thank you very much! Instructor quote, “What's weird is that you're older than my dad!”

You're still going to have full flight speed even if you've used your rears to extend your glide, no matter how high you do so. A touch of rears won't significantly distort your canopy or slow you down and you should have full access to your regular flare. Getting on my rears reduce my vertical speed about 30% and my horizontal is reduced about 15-20%, based on GPS recorded data. The horizontal is a bit harder to nail down due to the fact that the ground speed (GPS) and air speed are not the same. Instructor quote, “What's weird is that you're older than my dad!”

You really have a better situation by turning to final sooner or later than you do trying to change your glide ratio on final. This is more important in a busy pattern. Once you turn to final, you don't have a lot of time to be messing with stuff. Unless it is to avoid an accident, timing the turn is better than the tricks you might use on final. That being said, a little pull on the rears can extend your reach without much impact on those around you. Just don't do it so low that you mess up your full flight speed to your flare. Instructor quote, “What's weird is that you're older than my dad!”

Are there places in Singapore where you can jump, or will you have to always travel to jump? If you will always have to travel to jump, the nearest or best place to travel to might also be the place to do your training. That way they would know you when you returned with more money to burn. Instructor quote, “What's weird is that you're older than my dad!”

I am sure other DZs would be good too, but Zhills is very good both for student and post student jumping. Instructor quote, “What's weird is that you're older than my dad!”

If you go to the Boxman position and sort of flare, throwing your arms up as if to stop the crowd, about 4 or 5 seconds. If you listen carefully to the wind, you can get some clues. Some often post on these threads that the change in opening is a result of something else and that many deploy in a full track with no ill results. However, I have been in a HP track that had peaked at 140 MPH down and about 100 horz after subtracting the tail wind. That will give a 3D speed that is way in excess of what a sensible person would want to deploy. So yes slowing down is a really good thing. Instructor quote, “What's weird is that you're older than my dad!”

It seems that what you are experiencing is pretty common. For many there is an apprehension, fear, or other similar feeling that seems to come about as one learns more about what can go wrong. Try to figure out exactly what is bothering you. To jump you must have faith in yourself and faith in the gear. If you don't trust the gear, study and learn more about it. If you don't have faith in yourself, maybe not jumping right now would be good. There are a couple of books that address fear related to skydiving. Maybe those would help as well. Instructor quote, “What's weird is that you're older than my dad!”

I started jumping with a Flysight at jump number 62, used it for solo belly freefall speed range practice, used it for high performance tracking and navigation practice, and I am a huge Flysight fan. However, now that it has speech options, the Flyblind mode, and altitude cues, there is an ever increasing need to easily switch "config" files. Connecting the Flysight to a computer in order to switch config files is often impossible during a fast paced jump day. During FnD several people approached Michael Cooper about this need and some of the conversations lead to examples of how the config file could be selected using nothing but the power switch. Beta firmware has been posted with this feature. I tested it yesterday. WOW, what an addition!!!!! My normal config is for vertical speed voice with altitude cues every 1000 feet from 10,000 down to 4,000. Yesterday I added config files for competition, Time, Distance, and Speed. During the day I switched config files several times including one time shortly before exit when I discovered I was in the wrong mode for what I wanted to hear. If you are a serious Flysight user, check it out. http://flysight.ca/wiki/index.php?title=Configuring_FlySight#Selectable_configurations Instructor quote, “What's weird is that you're older than my dad!”

I don't want to start sucking all over again. That IS sad. Instructor quote, “What's weird is that you're older than my dad!”

Some things just come with more jumps and the experience that those jumps bring. One day you are not very good, and a few jumps later you are a lot better without anything involved but more practice. Most everyone wants to do well and be ahead of the curve. I try hard to be an "A" student on safety and procedures and have settled for being a "C" student (average) on the finer skills. I still have fun and try not to put too much performance pressure on myself. Instructor quote, “What's weird is that you're older than my dad!”

You might consider some reading like "The Parachute And It's Pilot in an effort to bolter your understanding of canopy flight. I would not feel good about being alone either if I didn't have the confidence that I knew the system and how to operate it. Instructor quote, “What's weird is that you're older than my dad!”

Someone has already mentioned training yourself without the altimeter. I might add to that that...... As I learned to watch my target and know when to turn to Final, I found it easier to be lower and closer to the target. I am not saying to make a "low turn" but if you are careful to keep the canopy over your head, you can safely turn a lot lower than 300 feet. I also found it useful to turn about 75 degrees and a bit short instead of 90 degrees and save that last little turn for when you are more sure of where you will touchdown. This gives puts you almost right into the wind so you will get held back by the headwind but not totally engaged by the headwind. The last turn/adjustment to the target can then be very small and very close. photo not exactly to scale but you can get the idea. [inline final.png] Instructor quote, “What's weird is that you're older than my dad!”

I agree with the slowing it down a bit. I figured that out on my own and told my instructor, "I will hang but I plan to hang there and go over the exit in my head one more time before I carry it out.......look at bottom of wing, arch, release, position, watch the plane..." Hanging there and settling down for a few seconds was helpful. To the OP, good to hear about the progress. Instructor quote, “What's weird is that you're older than my dad!”

I contacted Airtec with the question regarding a possible future variable that would allow some other options in the activation speed. Airtec has acknowledged my question and said they would get me an answer. Airtec did reply. To summarize what they said, this is an ongoing topic as they continually review their product offerings/features. There was no indication of a pending change that would allow additional modes or vertical trigger speed settings. I think the "two out" concern from someone exceeding the vertical speed under canopy is at least one reason they have not offered lower trigger speeds (other than Student mode) Instructor quote, “What's weird is that you're older than my dad!”

My experience with Transderm Scopalamine is that it is very effective. I wore the patch on for about 20 hours without issue. I later wore one for 48 hours and felt almost sick after taking it off. I have read other accounts of this happening to people. After that experience, I removed it after jumping and sometime as early as right before the last load of the day, as it takes about 90 minutes to get out of your system. Very soon I went to half of the patch. Half patch, I would carefully remove and use it for 3 jump days. With half the patch I had less side effects and it was still effective enough that I rarely had issues. I almost never use it now but as you said those banking turns are not good. On a day when the uppers are low and "go rounds" are expected, I will use it then. I got sick last fall (not wearing it) when 4 jumps resulted in 5 "go rounds" on the jump run and after that I had to stand down for a while. I have also learned the aspects of freefall and the canopy flight that contribute to motion sickness for me. One thing that is encouraging is to listen to the famous pilot Bob Hoover describe how he got sick when he first started flying and how he got over it. Instructor quote, “What's weird is that you're older than my dad!”