masterrigger1

Jerry, Look @ AC145-9 I think some of our stuff is headed down this road now... AADs more than likely... from some of the conversations that I have had. The same for me. I started in the Nuclear world in 1982 dealing with procedures, Hold Points, QA, QC, and etc. at various nuclear plants around the world. Even in the foreign counties it is somewhat the Bull#$@! as here. It all depends on who reads the stuff and who he reads it to. PS- and I respect Jerry's opinion as well and consider him a good friend! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

There's another misconception! We are speaking of inspection work, not production work. Again, just the checks and balances area. The reason some manufacturers require master rigger certificates is simply to CTA or if some work is necessary outside of the Facility they are covered! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Jerry, I just was in a phone conference (about 2 hours might I add) with Washington this past Thursday regarding exactly this stuff. I was left with the knowlege (or lack of) that: 1. Employees need to trained to do the inspection listed in the TSO.In other words, you need to have a training program in place. 2. Inspection stamps are issued to inspectors. This one we see on some products out there,.. not all though. I did not get an answer as to why! 3. Employees (Non-Certificate Holders) that do inspection work can only do it in-house at the specified facility that holds the TSO. If the worker is a "Contract" person, not an employee, the worker needs to be authorized by the Administrator,hold a certificate, or both. Also, I put in a good word for ya on Thursday! Thanks, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

It requires either a employee trained to do the inspecting (and usually listed as an inspector with the ACO) or a certified rigger. But we are talking factory work post manufacture.... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

...but Jerry, you got your ticket when rocks were soft, dirt was white, and the Dead Sea wasn't even sick yet! Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I expected as much... Inspecting Factory work is one thing, but inspecting work that already is in questiion is another.The right thing to do is ask someone more prone to knowing the subject matter. Would you not agree? The OP has already questioned the "local" rigger's work. What is he/she going to do,... ask someone who is probably less knowledgeable??? You know, you are right. There could be some DPRE out there that would not pick a webbing construction task out of Section V. and basically downgrade the test. But, you and I both know that would not meet the real intent of the practical exam. As far as the DPRE that does not have a harness machine.... DPRE's are required to have all of the tools necessary to acomplish the tasks listed in the PTS. I would have to say he/she does not meet that rule and his or her principle missed it big time! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Fixed it for you. While some Senior riggers are knowledgeable in harness work, all Master riggers have been tested in this subject area to order to receive their certificate. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Yeah, I know..... I am older than dirt and it shows sometimes! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

On a NB-6, one cone is inside the bottom on the Pilot Chute. When the P/C is compressed,(use a 20 inch piece of tubing to guide the cone) the cone then appears out of the top of the P/C. This cone is then routed out the washer on the flap and pinned. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

He is 78.. he said he would have been 80 but he was out sick for a couple of years! Ha, Ha, Ha MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Pops, Was it truely a baglock would be my question? It looks to me like a half-cocked pilot chute (or some other problem with the P/C) that did not have enough force to unstow the riser covers or the rubber bands was the original issue here.The baglock was just a by-product of the original issue. If that is the case and a cutaway did in fact happen just before the reserve deployment, the RSL could have caused issues during the reserve deployment by possibly hanging up or snagging on something. Just something else to consider. Also, the use of kill-line pilot chutes (if this was in fact a kill-line P/C) for students is yet another. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Crowbar, First sorry that you had issues with your gear. Second the metal to metal theory is probably incorrect. The more plausible theory is the old story of the stamping dies used to set the grommets, have dulled, thus leaving a burr or sharp edge. These sharp edges are sometimes hard to detect with just a visual inspection. From the photos that you have provided, I will bet the above is the problem. I have seen this happen with every major rig out there today at least once in my career. Sometimes #@it just happens! Just glad that you caught this one! Also, Kelly Farrington runs a standup business, and probably is (or was) unaware of this situation at his business. But you know what, I bet a dollar against a donut that this is fixed; Pronto! BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I sold a really nice SK-6 back about a year ago. I never got around to trying 6 cord on it either. Maybe the guy that I sold it to wll gve it a go for us..... Jim Wine would be that guy BTW! BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I have quite a few 7 class machines in the shop. A Consew 733R2, 733R4, Consew 754, and a Juki that I cannot remember the model number of right away. Here is some basic info: Singer 7-31- Large Frame - Large Hook and bobbin and has the clutch mounted on the handwheel. Singer 7-33- Large frame - Large Hook and bobbin- has a standard handwheel and clutch motor below. Note- Most 7-31's have been converted to a 7-33 by changing the handwheel to the 7-33 type. Singer 7-34 - Small hook and bobbin- Slightly smaller frame than the 7-31 and 7-33. Stay away from the 7-6, 7-9, and other "odd" models for parts reasons....there are none to be found. Consew 733's are abundant and work well. The latest model is the 733-5. The models range from the standard 733, to the 733R1 , 733R2, ...and etc, to the R5. The R5 has the highest lift capacity of them all @ about 1 3/4" with the feeddog down in the needle plate. The Consew line of 751-754's are cylinder arm 7 class sewing machines. I have a 754 that I use for work that I cannot get to on a flat bed machine. Excellent machine BTW.... Like Jerry stated, the Singer 132K is a good machine as is it's brother the Consew SK-6. I do not know if the 132 and SK-6 will sew 6 cord though. Maybe Jerry will cue us in on this. BTW, some Tandem rigs have 6 cord in them.... My personal preference is my Consew 733R4 out of them all. But if if I could just talk the wife into the R5 that may be a different story. Cheers, MEL PS- There are several machines just up the street if you are interested. Just PM or email me. Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Roger that, but I was going from this statement, " Once a FSDO determines the need and ability to manage a DPRE and selects a candidate that candidate must attend an 3 day initial training seminar in Oklahoma City at their own expense." I just want to make sure everyone understands the diffence in "selection" and "designation". The NEB selects candidates that meet the standards for eligibilty after the individual submits the application form. the FSDO has nothing to do with this process officially. The local FSDO designates the individual into a DPRE role. The FSDO's offical designation process begans after the Inital Seminar in OKC. In other words, someone can fill out an application to the NEB, have it accepted, go to OKC for the Initial Seminar, without ever talking to a FSDO. I know of two instances where the individual completed the application, was selected by the NEB as eligibile, went to OKC for the Inital Seminar, and then asked for a designation at a local FSDO. In these two cases, "a need" for a DPRE was determined well after the individual was qualified by the above actions and several intro letters to the FSDO Manager. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Not airworthy...based on not packed as per the instructions...and the fact that the $1400 loop cutter AAD is a non-functional piece of junk that will not perform as designed. Sure it will fire, but it's design is to cut the loop! The AAD is airworthy, but the owner elected not to use the option of the use of an AAD. Same as above as the owner did not select the option of AAD use. Just another way of not selecting the use!!! The first one. The rigger did not assemble the components as instructed by the manufacturer and the FAA. (requirement to follow Manufacturer's Instructions) Also it (the reserve) is considered a assembly of componets, not just a reserve canopy, once assembled. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I would have to strongly disagree on this one. The term "packing a parachute" is considered to be all tasks needed to place the parachute in service. Also from Poynter's Volume I, page 492. 9.3.1.1, last paragraph. "Parachute packing should be a continuous, uninterrupted operation. The packer should not leave the table until the parachute is sealed and logged." This was actually in a 1962 FAA Preamble also. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I will say I was "pointed" in the direction of a DPRE by the FAA. This went on for about 7 years before I actually went to OKC for the Inital DPRE Seminar and immediately appointed into a designation thereafter. Terry, One part of the process that both you and Mark stated is incorrect. Minute though.... You go to OKC for the Inital Seminar after the NEB accepts your application, not after the appointment by the local FSDO. The FSDO can only offically appoint individuals that are already on the quailified list that basically states that they have a valid and current application.They also have to maintain currency with their training to be eligible for a DPRE designation. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

This is exactly why there should be required TSO procedures and standards in place for AAD openings altitudes somewhere in the TSO. PIA should be focused more the causes of the numerous fatalites related to non-functional systems rather than issues like say the lead seal project IMHO. Exactly. This is but one of the problems. AAD manufacturers figure the sequencing with altidude in mind, not seconds. Depending on the scenario, the values can and will be different. Remember altitude is always just that; altitude, and that is what keeps us alive. I would have a hard time believing that, if different riggers packed the same parachute system in accordance with the H/C manual, there would be much of a difference in altitude between different riggers. What I do know that makes more of a difference is what size canopy is packed into what brand of H/C. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I voted no. The H/C manufacturers justn need to get with the existing limits and make it happen. @ JP (diablopilot) could you link the chop that you recently had here (like in the last week or so). Watch the reserve pilot chute being dragged momentarily......... probably lost 30-50 feet as a big guess. To be clear, I do not even know what H/C system you have, so I am not "Witch Hunting" here. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Actually, It was Glide Path at the time (first series of test drops) and they were co-leasing or sharing the drop aircraft. They were testing the then Nova 7 Reserve. We were testing both the Racer Tandem and canopy at the same time. these were heavy drops for the two of them. Also, at that time George Galloway (Precision) was building the canopies that you had designed. Glide Path/Flight Concepts then later began manufacturing the canopies. Funny that you mention that.. It actually did it's job, but most had a split in the fabric post drop. Well I guess I just need to find the video!...or you could just simply ask Chris Gay or Red to back up my claim. You are talking about two completely different compatabilty issues. One deals with TSO compatabilty. The later deals with sizing compatabily (fit). I agree, but also H/C design issues are about 50% of the problem. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

John, They all were reported to you after the test drops. Danny Page was working for you then. I was working with Danny Page , Red Payne, and also Chris Gay. This was also when we combined testing of the canopy, H/C, and the small reserve pilot chute. You should have some copies , but will see if Red or Chris happens to still have some VHS cvopies of them. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

...Maybe not on a single harness, dual container system, but we did on your Tandem system. We first pulled the reserve risers out of the harness. When we got that fixed by using Type 13 and multiple confluence wraps, we started blowing the center cells out. Of course this was when we were dropping the 525(?) ZP reserve. Probably 1992ish... Made for good video though. The last failure got us kicked off of the Elijay Airport when Elmo and your Navy rubber dummy landed in the woods right by someone's house!!!...... Sorry for the drift, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Dave, There are a couple of problems with that theory. Airtec is not a manufacturer of "acceptable" standards in the FAA's eyes as they are not affiliated with the FAA. AirTec holds no FAA certificates or TSOs that I am aware of. The "standards" that you speak of should be coming from the TSO holder (H/C manufacturer) that the AAD is installed in, as they are responsible for the approval of the AAD. Which brings use to another point, some H/C manufacturers have included approvals in their paperwork: others have not, but simply given a verbal approval which is not completely legal. But you are right about the FAA being held accountable. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Wow. Looks alot like the workings of a 146RB. Hopefully the 146 Parts will fit if you ever need them. In reviewing my parts books from various suppliers, I found no listings or parts for a walking foot Model 99, only drop feed parts. If you noticed, there is no sub-class numbering on the machine. The label simply has Model 99 on it. Usually to separate the different versions, the manufacturers use a sub-class numbering like on the 199...i.e. 199-1A (304 stitch), 199-2A(308 stitch), 199-3A (312 stitch)and etc... This all makes me wonder if this was a early prototype of the 146 or simply a very special order for a customer somewhere...... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com