masterrigger1

Pops, Us very old school people were taught not to milk the lines. The reason was that our mains (rounds) had type II or type III lines that stretched if you milked them. If you did milk them, you ended ud with lots of loose lines at the canopy. The same still holds true to some round reserves packed today, so it is considered a bad technique to learn. Not really. True milking of the lines is when a person uses his or her hand to tension the lines by sliding the hand up the lines toward the canopy. What Wendy is refering to is holding the lines in one hand (usually at the last stow and then with the other hand, moving up (without touching the lines)to the approximate next stow and pulling the slack lines somewhat towards yourself and the H/C. Then the stow is made. Call it a reverse milking of the lines so to speak. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

What size is the slider? Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Bill probably failed to mention that this was a tandem system. There is simply not enough pull force after the drogue is collasped to operate the system effectively. The Sigma already has some issues with the RSL vs collasped drogue scenerio..... http://www.dropzone.com/cgi-bin/forum/gforum.cgi?do=post_view_flat;post=4155226;page=1;sb=post_latest_reply;so=ASC;mh=25; Every design has it's Pros and Cons. This is just one of them. The other is that if you simply pull the reserve ripcord on a UPT system, usually the ripcord will not pull through the ripcord housing with the reserve pin still in place. Some people will look at that as a plus because you did not lose the RC. Others will look at the dangling handle as something to become entangled with the reserve during an unstable deployment. As I stated before both systems have their own unique issues. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

It is very legal if all of the paperwork is completed. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

What JP said AND keeping the canopy in trim helps also! We reline them here and sometimes see large amounts of differentals in the trim numbers before the lines are removed. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

*** .....I'm happy with the Juki because it was easy to get skydiving-specific patterns on a memory chip ...... *** Chris, We have some updates coming with added programs, a complete PDF with photos, and descriptions of all of the tacks used on different canopies. It should be complete in about two weeks. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Rory, The 132K is an OK machine IF you are working on a H/C that has the minimal amount of webbing. In other words, if you get a modern day H/C that has plastic stifferners and multiple layers of webbing, the 132k probably is not the machine to use. it simply will struggle to pull the bobbin thread up properly. The reason is mostly the smaller presser bar spring. I owned a Consew SK-6 which is a exact copy of the 132K and the above is what I found to be true. For the small price differental of the class 7 machines over the 132K, I would take the hit, buy a 7 class and never have to worry if the job is too big or not. With regards to bartackers, Juki is the way to go. I have owned both Brother and Juki and the Juki wins hands down . The Juki knife system works better, programming is way easier, basically no maintenance to speak of, and the machine just runs smoother than the Brother. The 434 is Brother's move to get closer to the Juki design. The reason that most factories used Brother tackers in the first place was that they had a large bobbin and Juki had a standard size. Now Juki has an option for installing a large hook and bobbing case for about $300 more. Now you can get the best of both worlds! If you need more info on these, feel free to contact me. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Sounds like your feed ecentric is out of time or the feed fork is not centered to the needle plate. Look and see if the feed dog is limiting out on the needle plate on one end or another. Basically is the feed dog traveling too far in one direction when you change the stitch length??? MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

*** BTW, riggers with the "Parachute Rigger" rating were automatically grandfathered to a Master Rigger certificate. *** Well, another mistake! It should read Senior instead of Master there. See below: ... a parachute rigger certificate that was issued before, and was valid on, October 31, 1962, is equal to a senior parachute rigger certificate, and may be exchanged for such a corresponding certificate. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Jerry, We, the DPRE's, have the possibilty of issuing an added rating to a person with just a "parachute rigger"certificate. Therefore, we have training for such at our recurrent seminars which includes said the above scenario. If you look at the original Pointers Manual, Chapter II, page 27, paragraph 6, you will note a reference to changes to the FAR's. It list 1972 as the year ( and I was recalling badly @ 1976), but upon further review, I think this is a mis-print. It should read 1962... Also I have emailed you the earliest reference to show how far back the regs used just "Parachute Rigger". This is from a 1937 Air Commerce Manual used by the CAA (now FAA). If I knew how to resize it, I would post it here... Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Jerry, Only on the dates! I know it (the change) was before they changed the rule that allowed a person to train under the supervision of a senior rigger instead of the beforehand, Master rigger. That change was in 1972 BTW. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

*** In 1976, the rating was split into two separate ratings as we now know as Senior and Master Rigger. The reason was that some people complained that the previous ratings was just too hard to achieve. These same people just wanted to be able to pack their own reserves and do very minor maintenance. BTW, riggers with the "Parachute Rigger" rating were automatically grandfathered to a Master Rigger certificate. -------------------------------------------------------------------------------- Explain this then: -------------------------------------------------------------------------------- Quote -------------------------------------------------------------------------------- Date of Issue: 1/14/1969 Certificate: SENIOR PARACHUTE RIGGER Ratings: SENIOR PARACHUTE RIGGER BACK CHEST -------------------------------------------------------------------------------- oppps .errrr 1960 something but I will get back to you on it.! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

TOS, The correct rigger MOS used to a requirement, but is no longer. Any MOS can be listed on the 8610-2 now. The newest stance is that if the current (or served in the past 6 months) military applicant has a letter from his/her commanding officer, stating that the applicant has meet the necessary experience for the rating sought, he or she is eligible for the Military Comp rating. As you have already stated, the applicant only needs to successfully pass a written exam of 25 questions. After that we (DPRE's) or any FAA inspector can issue a 8060-4 (Temp Certificate) to the applicant. The temp will reflect all ratings that the applicant has met the required experience and the required number of pack jobs of. In other words, the applicant could possibly have more than just one rating listed on his/her certificate. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Jerry, Before 1976 there was only one FAA rating and it was "Parachute Rigger". In 1976, the rating was split into two seperate ratings as we now know as Senior and Master Rigger. The reason was that some people complained that the previous ratings was just too hard to achieve. These same people just wanted to be able to pack their own reserves and do very minor maintenance. BTW, riggers with the "Parachute Rigger" rating were automatically grandfathered to a Master Rigger certificate. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

It actually is about the same size or a little smaller than "E" or #69 thread. The attached link recommends a size 16 needle which is a little smaller than the the recommended #18 needle for "E" thread. http://www.coatsandclark.com/Products/Sewing/Threads/Dual+Duty+XP/XP+Thread+Advisor.htm Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Sparky, If you zoom in, it looks like raw or selvage edges at the bottom of the piece. I'm going with Pete on this...Type III.. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Terry, They purposedly left maintenance and AAD language out of the text for legal reasons. Remember when I asked AFS-100 for some interps about AAD's and they would not give them out because they (AADs) were not a TSO'd device??? The seal is there to prevent tampering and also to identify the rigger that packed the parachute. That is the FAA's definition,..not mine. So if the seal gets broken to fix the closing loop that should have been fixed before it was sealed the first time, ...yes I think the regs spell out a new pack job! Well from what I hear the PRH is being re-written as we speak. I do not think the regs are going to change before it is to be written/published. In other words if you are going to change something, right now might just be too late! I guess I missed that. I have no idea who Carol Giles is or what the letter to you was in reference to. As you know we are still waiting on that interp also. We have that interp already. Just be clear, that is a big "NO". Caleb Glick in AFS-350 can guide you though that if needed. Yep, Dave and I will be there spicing up the event! Be good and I might even buy you a beer! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Terry, If you happen to have noticed (or not), the document is really intended for inspectors and their inspection/surveillance process. It basically spells out that they are aware of some riggers using "other" types of seals. It also spells out that unless you are from a foreign country that has a documented paper or other seal program, it would be illegal in this country. The other part is that the only avenue listed in this document for sealing a parachute is after packing it. Just for reference, here are some cold hard facts: 1. There have been fatalities directly related to opening and closing cointainers after performing AAD maintenance. 2. There are no instructions from either the H/C manufacturer OR the AAD manufacturer to show someone the process for performing the required steps of maintenance. 3.There are lawsuits pending in some of the above cases. 4. There are legal types looking for Subject Matter Experts to testify in court regarding the above. ...and no I am not! 5. The military will NOT close a H/C unless the balance of equipment has vaid service life for the entire pack cycle. So for me , I am going to stick with the military version, sit on the side lines and watch the fireworks. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

For the guys placing other than lead seals after a pack job, you might want to look at this. Also note the clarification of when a seal is to be placed on a parachute. Is is after "packing" a parachute, with no mention of AAD maintenance... Looks pretty solid to me! Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Mini- Cricket. The cricket is a 147 sq ft canopy. The Mini-Cricket is 130 sq ft. I have 4 rides with a Micro-Raven 135 of which one landing was on my back. I have two rides on a Mini-Cricket with both being stand up landings. All of the above was probably @ an exit weight of about 210-215lbs. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

That is just your opinion. The fact remains that no one other than a rigger or pilot has ever been reprimanded for an unairworthy rig. Why? It is because the FAA does not have a regullation that clearly show that! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

You failed to bold a few items here Sparky. can involve, but is not limited to That means "maybe" at best.... You never noted that the rigger and pilot were also invfolved: certificated parachute rigger, or pilot. And this part that clearly shows that the pilot is the responsible person on that jump..... ....and no pilot in command of an aircraft may allow any person to conduct a parachute operation from that aircraft....Since the pilot is not supposed to let someone jump illegally, it never is supposed to happen. I agree that the owner/jumper is the one needed to make sure everything is airworthy but at the end of the day there are no regulations in place today that does that. In fact, just like in one of my earlier post, the jumper mentality and self compliance is going quite the opposite direction without any requlations in place to hold them ,and them alone, accountable! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Bill, I am surpised you think that. The syllabus for a student pilot includes checking the condition of the prop, a tire's air pressure, control surface checks, looking for broken hinge pins, oil leaks, brake operation, and etc....before takeoff. The syllabus also includes guides to the required minimum equipment for a VFR flight vs a IFR flight. The big ticket item here is the pre-flight check list that most pilots use (you don't???). When using this check list you are in fact checking the airworthiness of that aircraft at that point and time. For instance, if you have low oil pressure, do you consider it to be airworthy? ...or a mag that falls below the required rpm?? I think not, therefore, you the pilot, have just determined "airworthiness" to the degree that I refered to previously. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Pops, You are correct in saying that regs and common sense are two entirely different worlds. The problem with the common sense theory is that it is becoming more and more lacking in the younger generation of skydivers. Hell, half of them can't find the cut-away handle when they need it and about 90% of them can not even pack a parachute, much less tell you how the system works. Rant over! BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

No, they have been trained to follow regulations pertaining to their aircraft and it's operation. I never said that they had to..... ...and that regulation is ????.... Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com