riggerrob

Those small 'chutes are "MA-1 spring-loaded pilot-chutes." Look along the skirt hem (where suspension lines meet fabric) of the big canopies to find data panels. Harness data panels are usually sewn to the horizontal back strap. Container data panels are stamped or sewn to the outside of the container. If you are lucky, you might find a packing data card in a small pocket outside the container. That card should have: manufacturer, model, serial number, date of manufacture and records of inspections. If you post all the data on those panels, we can help you identify your equipment.

------------------------------------------------------------------ These numbers make sense! 4 inches thick at the bottom means that it is thick enough to accommodate a bulky C9 in a full-stow diaper.

Still having difficulty reading your dimensions. Perhaps you could write width on one line,........ Length on a second line and ....... Thickness on a third line. I would be fine with an Aerostar canopy sewn during the late 1990s. The acid-mesh problem was earlier. Canopy compatibility is less of an issue with back type PEPs, because they are so soft to begin with. If you over-stuff, you will need longer closing loops and some cotton wool. The cotton wool is to stuff in your ears when the pilot complains about his 'chute being too bulky! Hah! Hah! OTOH if you install a canopy with too little pack volume, you will need to shorten closing loops until you have a solid stack of grommets, but pilot-chute spring pressure will still ensure a minimum of 5 pounds tension on the ripcord pins. But you will still need cotton wool because the pilot will complain that lumps shift around and the rig will not stand up by itself. Hah! Hah!

I wonder if early Butler PEPs used the same model numbers as PEPs built during the 1990s? Your next step is to measure the pack tray. Width is the easiest to measure because the container is the same width as the back pad. Length is measured internally. Thickness is measured at the corners. If you share those measurements, we can help you determine which canopies are compatible.

We are discussing two different shapes of pilot-chute spring: conical and cylindrical. Conical springs have a large diameter at the top (crown/apex/cap) (Javelin and Racer.) They were developed from the early MIL SPEC US MA-1 pilot-chute. Meanwhile Vectors and their clones use reversed conical springs that are wide at the base, reducing the need for kicker plates. Vector pilot-chutes are narrow at the top, but include wide aluminum top plates. Because every coil is a different size, coil lock is almost impossible with conical springs. Different container manufacturers tell riggers to pack mesh and fabric a dozen different ways to distribute bulk in the prettiest way. OTOH Every coil in a cylindrical spring (Strong, Rigging Innovations, Wings, etc.) is the same size, making coil lock far more easy. That is why cylindrical spring manufacturers insist on stuffing mesh and fabric between the coils. Mesh and fabric separate the coils preventing coil-lock. My experience differs from Alexey's because I worked at Rigging Innovations for years and only ever saw a couple of coil-locks.

----------------------------------------------------------------------- If you tell us the part number, we can help you narrow down the list of canopies that can be installed. A typical Butler part number goes: 101-142402-26Lopo. "101" means that it is a back type container. "14" is the width in inches. "24" is the length. "02" is the thickness. "26Lopo" is self-explanatory. The portion after the dash might also say which type of airplane it is designed to fit. For example: "SU26" means that it will fit in the cramped seats of a Sukhoi 26 aerobatic airplane.

My bad, you are correct. I guess that I just never caught that change from the 150/250 manual. Need to improve my reading skills; or is it old age? Hey, I gotta blame it on something. Jerry Baumchen PS) And I have both manuals. ------------------------------------------------------------------- Blame it on the notion that Security PEPs fell out of fashion in North America a decade ago.

Are you referring to the two each Pack closing loops, Part #78A1679? If so, these were a sewn closing loop. I think I may have seen some 'replacement' closing loops that had the ends tied together. If so, then the knot would go at the 'S' spring. I know of nothing where Security/G Q Security has allowed knotted closing loops. But, they may have without telling me. Jerry Baumchen ................................................................................. See the Security 350 manual. It says to use Type 1 suspension line (MBS 100 pounds) to make closing loops. Any modern riggers still packing Security PEPs tend to use Cypres cord (300 pound MBS) and tie them according to the 350 manual.

If only somebody had invented that ------------------------------------------------------------------ Already done ... decades ago in Australia. Go read the Woomera thread.

Back in 1992, Butler refused to repack any PEP more than 20 years old. I suspect that the only reason he allowed Security PEPs into his loft was for the opportunity to sell them a modern parachute. Back then most other Southern California lofts refused to work on parachutes more the 23 or 25 years old. Seven years ago I quit working on rounds made during the acid mesh era (1980s) because I no longer have the special tools (bromocreasol and tension-testing clamps) and cannot justify buying new tools. I discourage young riggers from wasting time on gear older than themselves because of difficulties in finding: manuals, service bulletins, special tools and special packing techniques. Trivia question: when closing a Security Safety-Chute, which end do the knots go on?

Serial number and date of manufacture are nice, but the part number is the most valuable because it contains a LOT of information. Is it a back type? Does it have 2 or 3 ripcord pins? Etc.

After the initial launch, pilot chute springs quickly become nuisances. Springs over-extend, then over-contract, then repeat until the spring dissipates all its energy. The weight of the spring can become a liability after initial PC launch. Some ejection seats have separate (soft) pilot chutes and springs. Often the spring is enclosed in a cloth case (Para Pack) to reduce the risk of entanglement with other components.

Depending upon the size of the container, you can install most rounds ranging from (small pack volume) Pioneer K-20s to huge MIL SPEC C-9s. If you tell us the part number and date of manufacture, we can help you narrow down which canopies will fit. Butler insists on diapers because diapers greatly increase opening reliability. Avoid round reserves sewn during the 1980s because of the risk of acid mesh.

Quade, May I suggest applying opposite rudder to stop the yaw?

High density altitude means less air resistance, so you are falling faster at the start of deployment. Initial airspeed is by far the most important variable in predicting hard openings.

Memorize a non 800 number for the airline. Bonus points if you get a guys number, then give it to the next guy who asks. that's great but I'm to nice I would feel bad especially if they were nice ----------------------------------------------------------------- And if the two guys "hit it off", what is the harm?

For the last few years I have worn WileyX prescription sunglasses. Great fit, fashionable and they keep the wind out of my eyes. Dozens of other manufacturers make similar low-profile sunglasses for motorcycle riding, surfing, etc. The challenge is chosing the model that best fits your face.

Call Hooker Harness or Nevada Airlift.

Outriggers are probably only needed during initial test flights.

Be gentle with your neck and carefully follow your physiotherapists' advice. This advice comes from a 59 year old skydiver who suffers from thinning discs and arthritis in my neck. If I sleep at the wrong angle, I suffer tingling nerves in my arms. 6,500 jumps and a few hard openings started my neck problems.

------------------------------------------------------------------------------- Good point! Lots of steep turns and front riser dives can halve your hang time. For even comparison, you need to load different models of canopies the same, open at the same altitude, turn gently and fly the same landing pattern. Steep turns mean = hang time. Heavier wing-loading = less hang time. If factory line trim is steeper nose down = less hang time.

Just remember: in this century nothing is your fault. Your friendly neighbourhood personal injury lawyer will cheerfully help you sue the assets off anyone who harmed you. Your friendly neighbourhood personal injury lawyer will also cheerfully pocket 33 percent of your settlement. As for the 8 year long legal process driving you insane ...... Hah! Hah!

Pope Francis speaks God's own truth! I have no patience with hypocrites. Hypocracy is the root of my deep distrust of lawyers and politicians. Getting "the truth, the whole truth and nothing but the truth" out of a lawyer is impossible these days. I also freely admit that I am less than perfect. As soon as I am perfect, I will become a puritan and tell the rest of you how to lead your lives. Hah! Hah!

7 cars and one motorcycle over 36 years 1980-ish Plymouth Horizon - ran great until my borrowed it and hit two steel posts. 1981 Honda Civic - the only car I bought new 1982-ish VW Scirrocco 1983 Yamaha 450 1981-ish Honda Civic - drove it til it rusted out 1975 VW Wesfalia - lived in it for 2 years 1990-ish Ford Windstar 2007 Pontiac Vibe - still drive this

I stand corrected. The United States Army Air Service did a substantial number of test jumps just after World War One. The USAS collected samples of all the parachutes they could find at Wright-Patterson AFB in Ohio. They test-jumped all those sample parachutes, then combined the best features into (back, seat and chest) pilot emergency parachutes that were the norm until the Cold War. United States Army Air Service until 1926. Then United States Army Air Corps until 1942, then they were renamed United States Army Air Force (1947). The United States Air Force became a separate force during the Cold War (1947). USAF separated because their strategic bombers carried enough A bombs to annihilate most opponents.