RMURRAY

none also. can't say I have even seen a handgun except for Police or Brinks type...

my early model 85 is a snug fit into a 150 bag/container.

the pin needs to be a little tough to insert. if it is not, then that could be th root cause. I have seen true loks that needed to be fixed.

not through the riser. see post 14 of this discussion... R http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=1019610;search_string=jumpshack%20toggles;#1019610

the newer ones have a 2 snaps I believe. At least mine do.

I have to agree with you. Well maintained velcro is good. I pack a couple of dozen different rigs for people. I like my JumpShack snap toggles better than true lok or anything else I pack these days...

interesting bit on CBC tonight about the twin otter and Viking Air... http://www.cbc.ca/national/blog/special_feature/flight_into_history/the_indispensable_otter.html

5000 jumps. by that time you should be a world champion 4 way RW competetor...

my 2 cents....before you develop bad habits you should spend the cash on an RW suit made for YOU (I would say Bev Suits). if anything tell her to error on the side of "slow". then spend more money early on with a good coach in the tunnel to discover that you can have range to go faster as well as slower...

I had my racer modified by jumpshack to their verison of magnetic riser covers. very reasonable price considering they had to replace 3 panels...really happy with them.

I have one of the first gen paraconcepts and like it because they are easy on lines. However, they are bulky and I am thinking about ordering the new rings. so they are anodized 7075 aluminum alloy? are they proving to be durable enough?

agreed, call Nancy at JumpShack to see if they can help you. also check out this discussion.... http://www.dropzone.com/cgi-bin/forum/gforum.cgi?do=post_view_flat;post=2483700;page=1;mh=-1;guest=58896580;sb=post_latest_reply;so=ASC R

fantastic! I like Bill's conversation with Norman Kent before exiting over the North Pole. classic! R

according to adam mabee the DZO of Parachute School of Toronto Jason got a load of 21 to 13500 ft agl in 14 minutes.

all rig manufacturers may use those words but what to keep in mind is (especially for racer) that it is more of an "up to a 230". I knew a very experinced jumper (RIP Jo) who ordered a new mirage and intentionally ordered the container one size too big for the main and reserve just so it would not be a brick on his back and would not be a struggle to pack - this is the opposite of what we see most people do. the proper bag will help.

we were jumping the 900 hp Caravan at the Parachute School of Toronto yesterday and it is VERY quick off the ground and fast to altitude. I don't think we jammed 21 jumpers in it yet but it will not be a pproblem even with our relatively short grass runway. I will let the pilot (Jason Fisher) talk about the details when he has the time....

the kodiak door is 49.25 inches x 49.25 inches

I didn't mind the velcro and it was cheap to get changed but I think the magnets are more secure and (from others) should not wear out. Of course the advantage of magnets (and velcro) over tuck tabs is well known.

I believe its $100 to have the velcro converted to magnets. I just got my 11 year old racer 350/350 NOS converted from velcro to magnets and it was very reasonable. 120US labour plus the cost of the magnets so I think it was 136US. The only advice I could give is ask Nancy at JumpShack if you need to send the rig with the reserve packed so that can have a look before they start.

my wife is a writer and has a couple of books published which involve skydiving. I do know that the author often does not have any involvement in the illustrations. They can suggest and supply information to the publisher but it is often up to the editor. Here is her novel for young adults (probably best for girls 13, 14, 15, 16) http://www.wendyalewis.com/TeenFictiondec11.html and here is a childrens book for boys or girls or for parents to read to their kids. it is based on a true story at my local DZ. I think we had to get the illustration on the front changed to make the canopy a 7 cell... http://www.wendyalewis.com/KidsFictiondec11.html Rob

here is a link to FAQ and an explanation why they picked the engine over P&W.... http://www.texasturbines.com/caravan/ttci_faq_c.htm#20 6. Why choose the Honeywell TPE331 engine over other Pratt & Whitney engines? Texas Turbines spent an extensive amount of time researching the best engine to mate to the Cessna Caravan. We considered several engines and knew that it would be an easier sell to put another Pratt and Whitney engine on the airplane, but we could not justify a PT6 when the TPE331-12JR beat the engine in all operating aspects. The following engines were considered: Pratt & Whitney: PT6A-135A, PT6A-34, and the PT6A-42A Honeywell: TPE331-10 and TPE331-12JR The PT6A-34 and PT6A-135A were ruled out early for a multitude of reasons. The -34 was eliminated because of the higher prop rpm and noise level for takeoff, dual exhaust issue, and the lower thermodynamic rating as compared to the -114A, although it did have a higher gearbox limit (750 shp). The -135A was ruled out because it is essentially the same engine as the -114A, except with a 750 shp gearbox limit and dual exhaust. Thermodynamically the -135A has the same power as the -114A at altitude unless you want to run it hotter, which will cost more to overhaul if it makes it there. There have already been enough CT blade issues with the PT6 engine. Running the engine hotter will only cause more issues. The PT6A-42A was ruled out mainly because of the operating cost. The Honeywell TPE331-10 and -12 engines can typically be operated less than the PT6A-114A on the same TBO. The dual exhaust, specific fuel consumption, and 850 shp gearbox limit were other contributing factors. The Honeywell TPE331 engine was chosen for superior fuel specifics, faster power response, higher base TBO, and lower operating cost per horsepower. The engine has proven its reliability in commercial operations around the world and has an in-flight shutdown rate as good, or better, than any engine on the market today. It just makes economic and pilot sense to choose the TPE331-12JR to power the Caravan.

if all goes right, Parachute School of Toronto (Baldwin, Ontario) will have one the first of these Caravan conversions (for skydiving) from May to Oct 2009. Not sure of the owner of the plane but it is based at STL in PA. Pilot of the fastest climbing jump Caravan on the planet is Jason Fisher.

glad to announce that our DZO has said we have the same great pilot (Jason) and plane back this year. Except with a paint job and a new 900HP engine - will be the fastest climbing jump Caravan on the planet! RM

if this for at home why not gearbags in the closet like most do?

best post I have read in some time!