JerryBaumchen

Hi relyon, Waaaaay back in the late '60's Ted Strong built a canopy that had unequal lines so that the end result was a flat canopy ( when viewed from the front ). IRRC, he even jumped it at a Nationals. I think that the construction costs did not justify continuing with the idea. Or it just didn't work. JerryBaumchen

Hi howard, That is what I was thinking but with this many years gone by could not be sure. Also ( if memory serves ), Daryl was jumping a Pioneer Para-Twin; because in '65 the only people who could get them were the Army team and the Canadians. They eventually came on the US market in '66; but in Sage Green only, not the variety of colors that Security offered. It was in the early Spring of '66 I first met Gary Lewis ( '68 US Team member ); he was from Seattle & was going to school in Arizona. Some how ( he never said how ) he had gotten himself an early version of the Para-Twin. It was made of cotton and had a large red EXPERIMENTAL right on the reserve ripcord pin cover flap. JerryBaumchen

Or contact Al at: flyhigh@agt.net He will respond. JerryBaumchen

Hi iluv, Read about this a little earlier; it's called a NOOSE. JerryBaumchen

Hi Gary, When ParaPhernalia ( who made the Northern Lite at the time ) first began to put squares in their reserve containers they did not do any marking on the free bag. I first came across this on a repack of one of their rigs and asked Tom Classen, who worked for them at the time, and his comment was "We have to eat don't we?" I thought his comments were in very poor form ( and I considered him a personal friend ). I also felt ( and feel ) that any and all free bags should have some type of marking so that a rigger in the field can determine if they are FAA-OK or not. And if you cannot, just don't pack it. But this is only my thoughts, JerryBaumchen

Hi Skartch, A couple of things: 1. The guy on left in white appears to be using an aircraft altimeter of some type. It is a very deep atilimeter. 2. The guy in blue holding the helmet may have a ringsight and camera mounted on it. 3. The instument panels look AeroIndicator panels; they came out in about '63 and by '66 were pretty much no longer available ( primarily because Snyder had brought out his Altimaster II, the very thin one ). 4. The injury to Henry sure worked up the pro/anti piggyback crowd; "Those rigs are dangerous." " No their not, they're the safest etc, etc." 5. No problem with the Army boys taking it down; after all they had two pilot chutes on their mains. 6. Last year I was talking with Jack Ady ( '64 nat'l champ ) and he seemed to think that Brydon's blood was Army green. I think this is about '64 or earlier. So what say you, howard? JerryBaumchen

Hi shrop, Do you know that we have an intersection outside of town called Wanker's Corner? And I'm not kidding. JerryBaumchen

Hi jackets, We have that very same thing just up the street from where I live ( except there is an island to go around ). I do it a lot if the (R) turn lane is loaded up. So far, so good. I live in Oregon and I believe it to be legal. Fortunately, my son is an attorney so I keep him in reserve. JerryBaumchen

Hi EirAnne, I hope that you are not saying that the AAD had a TSO. No AAD has ever had a TSO. The Sentinel at one time had a PMA certificate; that's close as any AAD ever came to being 'certificated' by the FAA. JerryBaumchen

Hi howard, D-95 ?????? JerryBaumchen

Hi Billy, Once again, Dave gets it right! JerryBaumchen PS) Yup.

Hi 2cmyzx, I noticed in that photo that your red RSL release lanyard is sitting behind your large 3-ring. It will be very hard to get to if you should need it. Or maybe it is just the photo/stance that looks wrong. JerryBaumchen

Bingo, we have a winner. JerryBaumchen PS) I was talking to her at Elsinore about two weeks before she went in; ironic.

Hi pilot, That was standard procedure in accuracy in the '60's. JerryBaumchen

Hi twardo, I built a PEP rig for a pilot who told me that he would not remove his parachute from the aircraft unless it needed I & R or some other maintenance. So I built one leg junction with a snap & adjustable v-ring and the other leg junction with a v-ring & adjustable snap. This way he could not get the leg straps mixed up when he would sit down and snap the rig on. But, you can only do so much; after that, they have a responsibility to learn 'something' about the gear, JerryBaumchen

Hi shrop, Is that SkyRide Air? JerryBaumchen

Hi Derak, Thanks for that. An excellent point. I'll see how I can work into the next version of the manual. I always like constructive input, JerryBaumchen

Yup, JerryBaumchen

Hi grav, Just my thoughts: Some times you just have to suck it up and bear the costs of doing it correctly. I think that this is their answer to your following question. No, is that a sufficient answer for you? From what you have described I would consider it a 'cheap-charlie' repair; not something that should be done (IMO of course). JerryBaumchen

Hi Harry, I just drove past it on I-8 a week ago. More like The Center of Nowhere. JerryBaumchen

Hi Cazmo, So why not have your dad brief you on all of the needed info? After all, he DOES have some experience with it. JerryBaumchen

Hi twardo, Do they have a website? JerryBaumchen

Hi labrys, Not for sport jumping emergencies, but this is what I put in my manual for my PEP rigs: Parachute System Operation There are no absolute rules (nor can there be any) for jumping clear of a disabled aircraft. The one known rule is: BE COMPLETELY CLEAR OF THE AIRCRAFT PRIOR TO PULLING THE RIPCORD Practice climbing out of your aircraft with your parachute on and while the aircraft is on the ground. Find the obstacles, obstructions and other items that may hinder or snag you or your parachute. Remember: Avoid them when an actual bailout emergency occurs. A normal exit sequence will be something like this: Release your safety belt and shoulder harness. Disconnect or remove and discard any headsets, microphones, oxygen masks, etc. Look to your left body panel and locate your parachute ripcord. You should have become familiar with its location during your Pre-Flight Inspection. Jump clear of the aircraft. Pull the ripcord. Having cleared the aircraft, immediately grasp the ripcord handle with your right hand and left thumb. Use a hard, quick pull clearing the ripcord from its stowage pocket and continue pulling to full arm extension. If parachute activation does not occur on the first effort, back it up and hit it again. The pilot chute will be launched which will deploy the canopy. About 1 1/2 seconds after pilot chute launch, the canopy will be fully inflated. You are now descending under your parachute. It is strongly recommended that you throw the ripcord away after you have pulled it. You must remember that you are taking a life-saving action and the ripcord could possibly cause a problem during the descent phase. It is of a minimal cost to replace. There might be a couple of tid-bits in there regarding your inquiry. JerryBaumchen

Hi mark, You would be amazed how many arguements I have had over this. Most people simply do not know what the FARs require. Remember, the packing data card was NOT printed and/or sold by the FAA. They are printed by 3rd parties. Just because there is a blank space does NOT mean that the information is REQUIRED. JerryBaumchen

Hi Cazmo, That is a 'standard' Pioneer 3-pin main container/harness. It has the Navy housing clamp at the top of the container. That rig has been around since the early '60's but the original design had a large '0' ring at the top for the static line pin/cable to go through. The original design was because of what PI wanted in the way of a rig for their student drops at their dz's. It looks to have the removeable D-rings at the top added to it; probably for the Super Pro reserve container that you have. It does seem to be in very good shape. Originally, Pioneer made them in Sage Green or white; with white so the owner could die it any color that he wanted. The Navy blue colors came along sometime around the mid-'70's. Just some trivia for you, JerryBaumchen PS) What is in the reserve container?