mark

Non-rigger pilots have not been trained to determine airworthiness of parachute systems. Riggers cannot predict future airworthiness of rigs once they leave their lofts. Just as aircraft operators are responsible for returning their aircraft for scheduled or unscheduled service, parachute operators are, too. Mark

So who is responsible for the airworthiness of a parachute system at the time it is jumped? It is not possible for a rigger to certify airworthiness without knowledge of perfect events. For example, I can check an AAD to see if it passes a self check and to see if it will need maintenance soon, but I cannot guarantee the battery will last six months, or that the display won't ink-blot. It is, in fact, the owner's responsibility to ensure his equipment is safe to jump, and to bring it to a rigger whenever it needs service, whether scheduled or unscheduled. I have this conversation with the FAA on occasion, too. Mark

Additionally, that's before you install a grommet. Also, webbings (and tapes and lines) stretch under load. Depending on your application that may not matter. Or it may matter a lot. Mark

Really? Strato-Stars were 5-cell canopies. If you wanted a 7-cell Star, you bought a Strato-Cloud. I once added a couple cells to a Strato-Star. After that, it flew like a Cloud. Adding cells was not enough of an improvement to be worth the effort because Clouds were going out of fashion at the time and were dirt cheap. Mark

The minimum drag for the malfunctioned main etc is zero. Mark

Was this reply to Dutton? I don't remember a Green Star Base rig. I do remember some problems with Green Star freefall rigs that fell into the "user error" category. Mark

Thanks! Mark

I have the same questions, and my profile is filled in.

Para-Concepts is the rigging shop at Skydive Chicago. http://para-concepts.com/ Mark

Are you a US citizen or resident? Or are you a visitor or tourist? Mark

In another thread, a poster quoted from 105.3: "Approved parachute means a parachute manufactured under a type certificate or a Technical Standard Order (C–23 series), or a personnel-carrying U.S. military parachute (other than a high altitude, high speed, or ejection type) identified by a Navy Air Facility, an Army Air Field, and (sic) Air Force-Navy drawing number, an Army Air Field order number, or any other military designation or specification number." NAF (Navy Air Facility) I understand. Air Force-Navy drawing number I understand. I do not understand "Army Air Field" drawing number. I suspect the original term was "Army Air Force" (the WW2 organization that preceded the creation of the US Air Force as an organization separate from the Army), abbreviated as AAF, then expanded to "Army Air Field" by someone unfamiliar with Army Air Force. Were there particular Navy Air Facilities that were responsible for parachute design? If so, which ones? Or is "Navy Air Facility" synonymous with what we would call a Naval Air Station today? Is there in fact a such thing as an Army Air Field drawing number? If so, were there particular Army Air Fields that were responsible for parachute design? If so, which ones? Or if it was Army Air Force, then were there particular bases or facilities that were involved? Mark

http://www.pia.com/piapubs/TSDocuments/TS-104CanopyVolume.pdf It's in the Public Documents section, under "Technical Standards." Mark

This question was asked before, but not answered: What exactly did that other instructor propose to change in the way he teaches? Mark

Not really. The routing shown in the photo will work, but sooner or later either you or a friend will route the RSL under the reserve riser because it looks better that way even though it would be very wrong. Get a pair of risers intended for a ripcord-side RSL. Mark

An RSL would have been helpful in this case, but it is not a substitute for being able to pull. Mark

That's right. It just changed to 120 180 days a few years ago thanks to the FAA lobbying efforts of Allen Silver, a commercial and military rigger. Allen is an old time skydiver too. He was one of my jumpmasters back in the late 60s. 377 FIFY. Mark

IIRC, in 1971 the repack cycle was 60 days. Mark

Top skin is the answer we know from our experience. Bottom skin is the answer the FAA expects, and they reference Poynter's Vol 2. Mark

I would support such a change applied to owner-jumped mains. I figure an owner is smart enough to appreciate the risks involved in having a stranger pack his rig. I'm not so sure about student or tandem equipment, though. Should equipment "for hire" require a higher standard of care? Mark

Me too Now I think so, too. Thanks for the correction! Mark

serious ? Isn't that Argus home country ? Belgium = AAD/Vigil Netherlands = Aviacom/Argus Germany = Airtec/Cypres and who can forget: USA = FXC/Astra Mark

Thanks! Mark

Does the DRX have a Collins Lanyard-like function? If so, how does it work? Would you post photos of that particularly? Mark

I'm not asking you to buy anything. I'm just pointing out that Airtec has a plausible (even if not compelling) reason why they prefer a floating loop. Ummm, two loops = two cutters? That is, Airtec did not create a system that requires two cutters. The inventor of the pop-top did that way before there were cutter-type AADs , and there are some good design reasons to prefer a two-pin system like a Racer over a one-pin system like a Reflex. Mark

John - Sorry, I didn't have a copy of your response or I would have posted it too. I know there are usually at least two sides to every story. Regards, Mark