precision

so.... that means that a year from now your granddaughter (daughter of your son) will be seven times older than your new son (or daughter)... er... uh... wait a second... your grandson's uncle (aunt) will be seven years younger than his/her niece(nephew) Oh, never mind... this is Tennessee... OK wise guy, answer the riddle of this person looking at a picture they hold in their hand, and they say "Brothers and Sisters have I none, but that man's father is my father's son" Who is it a picture of? Are you going to want a raise?

Door! the cold wind howls Weightless! for just a moment Speed Builds! I'm at home

The ZP fabric that we use at Precision Aerodynamics is made from Dupont Solar Max yarn and sold under the trade name Soar Coat by Performance Textiles. All of our fabric is screened through our in house technical lab wherein we confirm testing for a number of fabric properties, including Tear Strength. While the specification for minimum Tear Strength of ZP fabric is only three times stronger than 0-3 fabric, in reality the lab reports are always significantly greater than that minimum. Unsubstantiated rumor and wild speculation are abundant in this area; our extensive experience (including overspeed/overweight testing to destruction) fails to support the popular rumor that ZP fabric "tends to go all the way (from nose to tail)" That is simply not true. For detailed fabric specifications, refer to: ExactaChute 0-3 fabric------- http://www.perftex.com/exatachute_specs.htm SoarCoat ZP fabric----------- http://www.perftex.com/soarcoat_specs.htm

A Mandatory Service Bulletin, SB-1221, has been issued and posted on the Precision Aerodynamics website at http://www.aerodynamics.com . SB-1221 affects original configuration Raven Dash-M reserve canopies and P-124 Emergency parachute canopies that were produced before April 12, 1999. SB-1221 does not affect any canopies in the original Raven series, Super Raven series, Micro Raven series, or Raven Dash-M canopies produced after April 12, 1999. SB-1221 requires installation of one additional bartack at each of the 'A line' and 'B line' attachment points, for a total of 16 additional bartacks on the line attachment loops. The Raven Dash-M and P-124 series of reserve parachutes were tested within a range of 300-360 lbs at 180 knots and developed opening forces in the range of 2168 to 3660 lbs as measured in accordance with Aerospace Standard 8015A, the drop test standard for parachutes certified under FAA TSO C-23d. Since the introduction of the Dash-M Series in 1996, we have seen hundreds of documented saves throughout a wide variety of emergency situations. Reserve parachutes are generally designed, rigged, and packed to open more quickly than main parachutes, but until recently we had never seen canopy damage when used within the Maximum Operating Limitations of Weight and Speed. Within the past 30 days, we have witnessed 2 separate occasions wherein the integrity of the line attachment system of 2 different Dash-M canopies has been compromised during normal use by persons who are documented as having been within the Maximum Operating Limitations of Weight and Speed. In both cases, the jumpers reported exceptionally hard opening shocks resulting in canopy damage and hard landings. Damage to the referenced canopies was consistent with canopies having been tested to destruction when dropped beyond the limits of Maximum Operating Limitations of both Weight and Speed, while at the same time tumbling or otherwise presenting a non-symmetrical loading scenario to the deployment sequence. Exceptionally hard opening shocks generated by the subject canopies have prompted this Service Bulletin. Forces generated during opening shock resulted in a cataclysmic compromise of the line attachment system, with collateral damage extending upward generating torn canopy fabric and downward generating broken lines. The initial point of failure appeared to be similar in both cases, beginning in the region of the off-center A line attachment point. Subsequently, transient loading migrated outward and rearward affecting the integrity of some of the adjacent line attachment loops. The failure mode was in the destruction of the .75 x T-III MIL T-5038 line attachment loop tape, manifested by pulling the attachment loop tape away from the canopy but leaving the associated stitching intact (image 2). Compliance with this Service Bulletin enhances the line attachment structure of the original Dash-M and P-124 configuration and subsequent test data indicate that it increases the line attachment integrity by more than 100%. For compliance details, please download a copy of SB-1221 from the Precision Aerodynamics website at http://www.aerodynamics.com

There are a couple of quick ways to determine the difference from across the room. The Super Raven series (including Micro Raven) is made with a main bridle attachment. The Dash-M has no main bridle attachment and is made as a reserve-only. Also, the Dash-M Series is constructed using a spanwise lower surface. The Super Ravens are built with chordwise lowers. The airfoil and line trim package are the same for both canopies.

Dan, I have been involved with the Icarus Project since the beginning. Unfortunately for me, I haven't been monitoring this forum until recently, but I have been sitting here reading and watching you post obvious misinformation regarding Icarus and its products. Your statement regarding the development and marketing of the EXTreme FX is absolutely incorrect (to put it politely) and by making such erroneous statements to the public is a disservice to everybody. I don't know where your "knowledge" of Icarus products is generated, but you are wrong, and your inappropriate and misinforming comments regarding a competing product that you know absolutely nothing about, is really quite unbecoming of you. Your developed habit of attempting to leverage your business by slamming your competitors and dribbling derogatory comments is booring and childish. The problem is, you are in a position that people listen to what you have to say. Along with that audience comes a responsibility to be certain of your facts. Please stop playing in my sandbox. Go play in your own. Sell your own product based on its own merits, and we shall meet in the marketplace. In the meantime, please refrain from spreading untrue rumors about your competitor's product. I thank you publicly, and I am happy to say that I am now a regular participant in this forum. George Galloway Precision Aerodynamics, Inc.

Anonymous hit-and-run remarks are easy to make by unidentified and mis-informed individuals. Call me on the telephone and identify yourself, and I will be happy to explain the whole truth to you. I will not get dragged into a one-sided public discussion, however. Nice try, though.

Precision Aerodynamics, Inc. has been one of three contract manufacturers for Icarus Canopies, Inc., cutting and sewing parachutes to designer Paul 'Jyro' Martyn's specifications. Nobody from Icarus Canopies has been able to adequately explain to Precision or to either of the other two manufacturers how Icarus can declare that any specific serial numbered Crossfire canopy is either "affected" or "unaffected" by an unknown condition that results in a Crossfire's flight instability. It may be true that not all Icarus Crossfire canopies are affected, and we have certainly seen Crossfire canopies flown successfully in all flight modes, including turbulent conditions. However, we are not aware of any simple way to make the determination as to whether or not any specific canopy is affected until after it has already demonstrated in-flight instability. It is absurd for Icarus Canopies to expect that any drop zone operator or that any S&TA should be able to make a declaration of airworthiness regarding a condition that even the designer of the canopy cannot explain. Precision Aerodynamics' believes that all Icarus Crossfire canopies should be considered "affected" pending the designer's determination of an accurate and conclusive method to identify and cure the elements that create the anomaly.