mark

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Everything posted by mark

  1. mark
    I'm not sure that's correct. For example, patches on a canopy are usually repairs, not alterations, even though the manufactured configuration is patchless. Please provide the reference for your definition. Mark
  2. mark
    Except that the OP didn't use the word "alteration." If the manufacturer's TSO drawings/specifications allow a range of lengths, and the result of shortening the chest strap is within that range, it's a repair not an alteration. I tend to think it's probably a major repair, master rigger territory. On the other hand, there are rigs made without turn-backs on the chest strap, and I don't know of any cases where a chest strap actually stripped out to the turn-back. Some testing I did recently showed the typical load on a chest strap during opening is around 20 or 30 pounds or so, most of which occurs just before the slider comes down. I could be persuaded that there may be designs where shortening the chest strap might be elementary enough to qualify as a minor repair. Mark
  3. mark
    What role, if any, did you or people you know play in this quote from AC-1052D para 15.(c).(2) which did not appear in any PIA or USPA contribution to the AC: I already know the answer. I'm just asking you to share what you know. Mark
  4. mark
    I think so. Mark
  5. mark
    I can't speak about Butlers with ram-airs. Para-Phernalia ram-air risers are set up the same as sport rig reserve risers. They have to be, to accept standard configuration sport reserves. I had a Raven-II in my Softie for a number of years, and currently see a PDR-218 in a Softie a couple times a year. Both rigs are/were worn only by experienced jumpers. Mark
  6. mark
    ***No brakes to set or release. Does it open in full flight or is it configured with some brakes on when packed, in full flight, etc? No brakes. When packed it is in the "fast as it goes" configuration. I don't recall whether it might go faster if the "E" lines could be released from the links. -Mark
  7. mark
    Sorry, don't have a good photo immediately available. RI Aviator canopy "E" lines cascade together like conventional brake lines, then run as a single line on each side, fingertrapped on the rear links. A control line is fingertrapped into the "E" line on each side, about 15" above links, which allows about 30" of travel. That's it. No brakes to set or release. Mark
  8. mark
    dpreguy, are you familiar with the steering system on the Aviator? -Mark
  9. mark
    Yep! ...and since 25.83 did not exist when the CAA first established the rules in 1937, they had to write a preamble to include 25.83. Keep looking , you will find it! MEL I found it! I found CAR Part 25 when 25.83 was adopted, including the preamble and the NPRM, plus the rule before 25.83 was adopted. The history supports my position. Mark
  10. mark
    What was the quote AFS-300 made, exactly? Is it from the attached letter? Mark
  11. mark
    Nope, not in the incomplete portion of CAR Part 25 you posted -- which doesn't mention sealing at all. To recap: Not in the current Part 65. Not in any preamble to any change to Part 65. Not in CAR Part 25. Might be in a preamble to change to CAR Part 25. Might not be. If you can't post it, or even quote it, and the best you can do is move the goalposts, I'm inclined to believe it doesn't exist. Mark
  12. mark
    You are such a kidder! As you know, 65.133 was adopted without a preamble when the CAA became the FAA and CAR Part 25.83 became FAR Part 65.133 in the early 60's. Mark
  13. mark
    Does this help? It's a kind of generic sports idiom. http://www.nytimes.com/2007/04/01/magazine/01wwln-safire.t.html Mark
  14. mark
    The Spectra part larks-heads to the handle. I'd call what Michael is doing "assembly" rather than "manufacture" or "repair." Kinda like connecting a reserve pilot chute to a free bag. Mark
  15. mark
    The current version of 8900.1: No mention in Section 5 of a seal for skydiving. I am hopeful that we'll be able to resolve the difference at the next revision. Note there is no requirement to write the seal on the packing data card. If the seal is not written on the data card, it is possible to see if the rig has been repacked within the past 180 days, and that it is currently sealed, but not that the seal corresponds with the rigger (unless you search the FAA's database). Mark
  16. mark
    Mr. Sellars can have that conversation with you again if you like. MEL In other words, you are unable to cite the regulation and unable to cite the preamble. I don't recall that Jude did either. What we agreed was that expecting a seal (during a ramp check, for example) was common practice, one that most riggers were okay with, and one that might be a good idea, but that it was unsupported by regulation. Mark
  17. mark
    I know of a DC-5, too. I jumped it a couple years ago. Northern Lite and 26' Lopo. What are you offering? Mark
  18. mark
    The preamble to the rule as you well know. MEL Please quote chapter and verse, if you are able. Mark
  19. mark
    And where exactly in the regulations would I find the intent? Please quote chapter and verse. Mark
  20. mark
    No. There is a requirement to seal the reserve when it is packed, but regulations are silent with respect to needing a seal after that. Specifically, there is no regulation that says the seal must be in place as a condition of airworthiness. Mark
  21. mark
    The PS70101-1 stamped friction adapter used with wide Type-8 chest straps is rated for 500 pounds. The smaller version used with 1" Type-17 chest straps is also rated for 500 pounds. That is, they should both be okay if the G-force is in the 2-3G range. The force required to deform or fail completely is higher, of course. Mark
  22. mark
    Cosmetic. Keeps the outline (in dirt) of the upper lateral band from showing through the container, especially on single-layer flaps. The equivalent of Rigging Innovations instructions to put the reserve pilot chute spring swage at the 12 o'clock position, to prevent wear through a side flap if the swage were under a side flap. Mark
  23. mark
    JWest has certainly concluded he is correct. However, the issue has been litigated and the FAA won. Skydivers and pilots would be ill-served to follow JWest's advice. Mark
  24. mark
    Bob Pierotti should have had you as his lawyer. Mark The form search is down and google didn't do me much good. All I could find is that he lost is rating for a year do to disciplinary action in 2004. I assume he piloted/jumped out of a plane with a base rig? I understand that the SIM and FAR have been rewritten since then. Perhaps the new verbiage could of [sic] helped him out a bit. Yeah, right. Perhaps you could find out when the regulation was changed and how often the FAA has cited the SIM in legal proceedings. Mark
  25. mark
    Bob Pierotti should have had you as his lawyer. Mark