masterrigger1

Paul, The FAA is now beyond that point that you are trying to make. They now know that they need to write section for this. Also, From Part 105: Definitions Parachute operation means the performance of all activity for the purpose of, or in support of, a parachute jump or a parachute drop. This parachute operation can involve, but is not limited to, the following persons: parachutist, parachutist in command and passenger in tandem parachute operations, drop zone or owner or operator, jump master, certificated parachute rigger, or pilot. This links the rigger after he or she has packed the rig as they would not be jumping an un packed parachute! A lot will come out at the PIA as they are targeting a solution by that time frame. NOTE: Moderators, could someone cut and paste the posts from here regarding the pack cycle issues, over to the 180 day thread? Thanks, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Rob, Was that when rocks were soft, dirt was white, the Dead Sea wasn't even sick, and Noah's Ark was still a tree?? Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Paul, If you look at the very begining of 65 it states "Certificate Required" 65.111 Certificate required. top (a) No person may pack, maintain, or alter any personnel-carrying parachute intended for emergency use in connection with civil aircraft of the United States (including the reserve parachute of a dual parachute system to be used for intentional parachute jumping) unless that person holds an appropriate current certificate and type rating issued under this subpart and complies with §§65.127 through 65.133. (b) No person may pack, maintain, or alter any main parachute of a dual-parachute system to be used for intentional parachute jumping in connection with civil aircraft of the United States unless that person— (1) Has an appropriate current certificate issued under this subpart; In a nutshell, Part 65 is about riggers! Nowhere, and I mean nowhere does it state in the regs that a owner/jumper is responsible for the airworthiness of a rig. I charge anyone to show us that in a FAR or AC. It does not exsist! Sure it does! It states that the rigger has to pack it! And the owner cannot pack the reserve, so that rules that out. Only one person certifies it for use, that would be the rigger, hence the "certificate required". Again show us where it states (in black and white) where the owner is responsible. You cannot "read into" the FAR's. You have to read them as they are written. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Mark, OK ...I'l bite the hook What FAR states your claim to the above? BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I've only done 2. I also put domed sliders on them. Both owned by the same guy. Same results as the Sabre 1 - no issue openings. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Terry, What is PIA writing? I am aware of the stuff that USPA is writing and also the FAA, just not the PIA. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I have no earthly idea. After today, I ve got the destinct feeling no one person has the same game plan up there! They are more confused than we are! BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Paul, The FAA has it in the Legal department right now. They do not even know if it is leagl or not, so it could go either way. They are going to put it into AC-105 though when done. So look there in a few days. Also, again the document from USPA and PIA is just that. Not one from the FAA...and the FAA has some disagreements in-house it seems. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

For those of you that have a Juki 1900 and/or my patterns; I now have an updated chip for you. The new added patterns are a 84 stitch (308 center start-center stop) and a 21 stitch bartack (center start-center stop). The exsisting 28 stitch was corrected to be CS-CS. Of course, these are added to the already existing patterns. Another bonus is that we added all the same patterns to run "North-South" also. If you simply buy a "North-South" clamp you have a simple conversion to a N-S machine. The normal bartacker runs East-West by the way. Contact me if interested, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Put a domed Slider and new line set..(Technora even) The Monarch usually goes out of trim pretty fast. It is just like a Sabre 1. Cheers, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Peter, It never speaks of the repacking process, just if the AAD has issues before the end of the 180 days. This is of course a rig packed before December 19th. I looks as if it is only addressing the entrance or begining of the 180 day rule and it's issues. It is also a USPA-PIA interpertation and not a FAA one. Another point, I don't know how old their information is. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Travis, You missed the fact that on your next to last post you gave an opinion without written documentation. (In fact we have the exact opposite in the FAR's) Then, you preceeded to ask the gentleman to show us written proof for his belief. So who setforth that rule? Answer. The FAA *** You never replied to my previous request to share the exact wording you sent to the FAA regulator, for which you expect a reply this week.... When you do get a reply from the FAA, would you mind sharing the entire chain of conversation? Quote The reason that I never replied is very simple. I believe that your request to view my email is very unreasonable as some are written on a personal level. I do intend to share the ones that where not written in a personal level and have content that is valuable to the community. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

*** Read this post by SSK. MEL will argue that SSK is not the manufacture and simply a "service center", but they are the ONLY and OFFICIAL service center for the USA, so I think that makes them able to speak on behalf of the manufacture more than you, me, or any other rigger... *** Travis, Show us where anyone other than the manufacturer is eligible to speak their behalf in the regs. The regs speak of the manufacturer and no one else; i.e. no provisions for "in lieu of". The post made by Cliff also has a few quotes that are outside of the jurisdiction of the manufacturer, let alone SSK. The FAR's tell the rigger how to record the data, not a manufacturer. Also, the conditions for packing a parachute systems are setforth by the FAR's, not a manufacturer. Hopefully it all will be settled by week's end( I hope). BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Terry, They do not have a system to notify us. That's the problem! I did ask the 350 office (if and when they decide) to put their rules into written form on AC-105-2C regarding these issues for us.\ To include these on the AC requires little to no effort on their part and would be the fastest way possible other than an emergency AD. I have not received a response from them yet. I also emailed Allen for information. No response there either! Another way would be to let USPA, USPA DZs, and PIA be the focal points for distribution of a formal letter from the FAA. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Quote Gary, Just saw this post. Yes, I consider the Domed slider to be superior. the reasons are very simple. 1. You retain the nominal size of the original slider but increase resistance. 2. The domed slider does not have to be presented to the relative air exactly flat to work properly. A normal "flat" slider does. If for instance the corner of a "flat" slider is packed twisted, inverted, or otherwise not perfect to the relative air it simply does not work as well as one that is presented perfectly. The reason is that air is spilled out of the high corner or folded back corner. The domed slider acts just like a pilot chute as it is formed and pocketed like an air channel. It also re-centers the canopy if it has a little heading problem during the inflation process. I have a couple of demos if you care to try them. Also, if anyone wants to know how to properly manufacture one let me know. It is not hard! Made one yesterday in fact! I need to get back to work.... BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

By merely test jumping a lot. If a canopy comes in with reported hard openings, we test jump it as is. We then build sliders that have been proven to work in the past on that type of canopy. As far as aspect ratios. you can throw that out the window if you are trying to develop a "standard" There are just too many variables as I see it. Angle of attack, line trim, Nose design, and etc all have a play in the openings. PD uses the same slide size on alot of their canopies. The ratio of slider size to canopy size varies greatly. In 2003, we had a lot of Safire II's snilving well past 1800 ft. I then came up with a couple of sizes that worked well within the below 210 sg ft range. A third size was developed at a later date for the above 210 sq ft sizes. It was then we found that increasing the span at too great of a number would knock your shoes off. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Gary, There is a point to which if the larger slider offers little to no resistance, the openings on any canopy become faster/harder. The increase in span is usually the culprit. At least these are my findings..... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Howard, I have been the receipent of some emails that point to possible clarification before the 19th on a couple of different issues. We will have to wait and see I guess. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

While the Dacron and a domed slider is all good, a Sabre with 600 lb Technora and a "H" mod works even better. The "h" mod makes the openings very consistent. And the the ultimate setup is to add the Domed slider also. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Paul, That was implied at the time. I have sent a request to AFS-350 regarding exactly that for you. So it should be forth coming pretty soon. Quote The 500 jump issue falls totally under the owners responsibilty in this case. If I know for sure that the batteries are under scrunity or question, I will replace them. Like 499 known jumps! There is absolutely no way that a rigger can forecast the numbers or predict the volume of jump numbers the skydiver MAY make during the pack cycle. Note : as I was responding to this, it seems that the FAA has yet again changed the ruling. Dave Dewolf just called. In light of the battery situation, the 180 day repack will start day one on the 19th of December. In other words, right back where we started about 7 days ago...... Look for a reply from AFS-350 tomorrow or contact Allen Silver regarding this. BS MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

You're on! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

OK ..That's better! Now it will only cost me $250.00 instead of $270.00 to fly over there and show up ready to jump. If it looks good on Saturday, we will be there early AM. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Mark, I was speaking of the ELT allowance, i.e. if the battery was to be due before the next annual. Here is a link to a power point presentation that describes the responsiblities of the aircraft owner. The aircraft owner/operator is different to a skydiver. The aircraft owner usually has a certificate, either a Part 135 or pilot's certificate to which he is held accountable for....and could lose if the rules are violated. file:///C:/Documents%20and%20Settings/Mark%20Lancaster/Local%20Settings/Temporary%20Internet%20Files/Content.IE5/OTIR8DJ2/pltmec%5B1%5D.ppt#294,39,QUESTIONS If you look hard enough you will find the info you need to verify that there is indeed written policys and guidance to allow the ELT battery to be used with a short life. Here are some references for the ELT: FAR Part 91.207(c)1+2 and (d)1 though 4 TSO - 91 FAR 21.305 Notice A 8310.1 AC91-44A 14 part 43 AC 43.13-1 Part 39 You will not find the same written allowances or guidance for the AAD batteries. Also, I was talking to Dave Dewolf earilier. He reminded me of the meeting at the last PIA meeting which included several top FAA people. In that meeting, questions regarding the following were asked: (as best as I remember) 1. "Can one shorten a pack job to reflect battery life or any other reason?" Their response was "NO". 2. Can a rigger open a container, perform a service to the rig, then simply re-close and re-seal the parachute. Their response was "No,if the parachute is opened it must go though the complete 120 day inspection and repack". ......Again not in probably their exact words, but pretty close. I am sure this will come up again at the PIA meeting, so ask them about this again. BS, MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Mark, I believe it to be here. http://www.faa.gov/library/manuals/examiners_inspectors/8300/ If not I will find it later for you...setting up for the Family Dinner tomorrow!!! BS, MEL PS: Also look in CAR Part 07. I believe there to be some mention in there also. Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com