Craig

You can go to http://www.airliners.net (very cool site if your into aircraft) and choose "Southwest" in the drop down "Airline" box and click through the pages and you will come up on some of the special paint schemes. I was going to post some links to them but there just too damn long. As a side note I was able to find some jumpships there as well from several dropzones.

You can get 12 jumpers on the Beech 18 if I remember correctly and 14 jumpers on the Westwind Beech. I really like the 18, but the Westwind is nice because of the faster climb.

oops, guess I worded that kind strange, oh well it sounded right at the time!

FWIW, my Mirage, which uses a very similar closing flap does not come open during deployment either. Come to think of it my old Dolphin wouldn't open during deployment.

I think he had a few at the Christmas party if I remember correctly...In any event, he better be ready for some partying at the DZ this summer when the beer light goes on....that goes for everyone else too!

I am guessing your rig is a Mirage from your profile. In any event I would have called them and asked why the removed the other closing loop attachment point. I have a Mirage DOM 10/01 and it only has the closing loop attachment on the #1 flap. They must have decided to do away with the secondary attachment point (inside the container) at some point in time. The manual that shipped with my container says nothing about the secondary attachment. OTOH the PDF manual that I downloaded last October or November did mention the secondary attachment point but also noted "deactivate the primary attachment by stowing the tuck-tab holding the short closing loop in the #1 flap, to allow clear access to the grommet in flap #1." Sooo, maybe it is a safety related issue that isn't large enough to send out a bulletin, but they "upgrade" it if the rigs are sent in for any maintenance. The Rig manufacturer is the best source of info IMHO. If your rig is not a Mirage sorry about my taking it for granted it is. If it is I would be intererested in hearing Why they decided to get rid of the other attachment point.

I have a Mirage which is made to my measurements. Without the main in the pack tray I was able to slide out like Eric on my first try with minimal effort. I can't comment on any findings with the main in the pack tray since it is in a box getting ready to be shipped for new steering lines befor the season gets in full swing. No doubt I will try the expierment with the main in the container when it gets back in a week or so. BTW, I do have a problem with my leg straps sliding towards my knees in a sit, I am going to get a bungee strap on the straps since I need a repack anyhow. Just FYI I have hip rings on my rig. Craig Craig

The only reason I mad a comment about the stretch was because I had heard of "pre stretching" the CYPRES closing loops. This got me thinking that if the main closing loops were not pre stretched that there could be a possibility for them to lengthen just slightly after a few pack jobs. The material is larger (1000Lb?) that the CYPRES variety though, not really sure of the qualities between the two strengths. Craig

What about the tightness of the bag IN the container? I had a PC in tow that cleared as I was reaching for emergency handles. The closing loop was very tight, coupled with a bag that was fitting very tightly in the container. It was the first jump on my new Mirage G3. Yes, the PC was fully inflated at what sure looked like to be full extension when I glanced over my shoulder to see what was up. The next pack job fit better and closing force was less, but (as I now know from continued jumping on the rig) it still towed a little longer than deployment that has taken place on any of the following jumps. BTW on that second jump on the rig I was sure to really launch the PC into the airflow. Just another thing that may be of importance. The rig came with a spectra closing loop that would stretch after a few pack jobs. Craig

I found this info by searching the WHOIS database. No phone numbers but if you contacted the Administrator for the hosting service, also listed in the information below, you may be able to get somewhere. Craig Registrant: Air FX 5424 West Ridge Road Erie, PA 16506 US Domain Name: AIR-F-X.COM Administrative Contact, Technical Contact, Billing Contact: Plummer, Benjamin (BP7755) hostmaster@SURFERIE.NET Surf Erie Internet Service 2913 Pittsburgh Avenue Erie, PA 16508 US 814-836-1000 814-838-0716 Record last updated on 23-Dec-2001. Record expires on 23-Oct-2001. Record created on 23-Oct-1999. Database last updated on 29-Dec-2001 16:45:00 EST. Domain servers in listed order: NS1.SURFERIE.NET 63.175.116.35 NS2.SURFERIE.NET 63.175.116.36

I had a pilot chute in tow on the first jump on my new Mirage. Noticed the closing loop was pretty tight when I packed it up but thought it would be OK. Luckily I planned to open high on the first jump since the hackey was in a slightly different location compared to my old rig. At 4,500 I reach for the hackey and my hand slips of the handle, damn I thought, that spandex is tight! Reached in again for a good pull and waited 1..2...3...okay, somthing should be happening, look over shoulder and see the PC fully inflated what looked to be at full extenstion. Well, the time has finally come....located my handles and started reaching for them and I felt the main D-bag lift off my back. Under a good main about 3,200 feet. Lets just say that that was reason for whooping and yelling under canopy. The whold event actually made me feel better about when the time finally does come to go to the reserve since I was aware and doing what I needed to in that situation, only thing is it just decided to fix itself. Craig

I think "Non Coordinated Approach"

Max takeoff weight of a CASA 212 is 17,857 Lbs. according to my info. What exactly are these new "security procerdures"? In any event I would think that a jump operation could get a waiver, for lack of a better word, to allow them to fly un-regulated but it's only a guess.

Hey! Does that count for me too? I ordered a in stock PD Reserve yesterday (9/20) but didn't get to talk to any nice young ladies. Craig

KDAY is class C airspace and is aprox. 20 miles away from RID (Richmond) so no worries.

A message from Kate Cooper of Square 1..... Greetings, As you know, the VFR flight ban has kept each and every one of you from making skydives in the US. What you might not know, or be aware of, is that this ban is effectively destroying the entire economy of skydiving. Every dropzone, rigging loft, jump pilot, tandem or AFF instructor has basically gone without a paycheck now for 9 days, with no quick end in site. How can you help? Well, in addition to writing local, state and national government officials, you can also help RIGHT NOW on a local level. 1) Call your DZ and prepay a weekends worth of jumps. They can use this money to pay current bills while this temporary ban is in place. Heck you aren't jumping the money anyway, and this way you will have the first weekend covered when we are up and ready. 2) Get some much needed rigging work done. Now is the time to reline that canopy, wash your container, repair the jumpsuit, in short, get your gear up to snuff while you are down. 3) Prepay 10 packjobs with your local packer. Again, you are just making that first weekend back that much more enjoyable. 4) Take your favorite instructor or jumpmaster out to lunch, or dinner, or just loan him or her $20. Remember how supportive they were with you while you were on student status, now you can support them in their time of need. 5) Remember that great photo you always wanted to buy but never had the time or cash because you were jumping all the time? Well, time to call your favorite cameraman and/or videographer and get those pictures and videos sent out to you. Beleive me, they have the time on their hands right now. 6) Time for a new helmet, jumpsuit, gearbag or anything else? Go to your favorite gear store and order it up. You will have their full attention, what better time to talk gear than right now? If you already have something on order, maybe now is a good time to pay off the balance due. 7) Buy lunch or dinner at the DZ restaurant. Most are still operating, even although they may be on shorter schedules. (call first). 8) Talk some people into making their first jump. Show video, talk it up, and then have the give deposits to the local DZ (some DZ's might offer specials right now for a group of students) Lets band together as a sport, and protect our own. We have no idea when this ban will be lifted, but the longer it takes, the more in jeopardy our sport, as we know it, will be. Take a moment now to invest in your skydiving future. blue skies kate

This was taken from an aviation news group, as the poster stated take it with a grain of salt....

Updated: 9/19/2001 11:45:34 AM Photo missions, or other such activities that require circling in a localized area, may be exempt from the IFR requirement only for that portion of the flight that the aircraft is actively engaged in the mission activity, provided they remain clear of Class B airspace area, temporary flight restrictions, and other restricted airspace. A discrete beacon code is required for the entire flight.

Taken from the PD website under the link "Seminars" "Wing Loading and it's Affects" FYI their use of "proportionally scaled canopies" is as follows: "jumping a small canopy at your normal exit weight, and then jumping a much larger, scaled canopy, with enough extra ballast so that the wing loading is the same." C. Some reasons for differences in performance between large and small canopies: 1. Turns: In general, the smaller the canopy, the shorter the lines. Its true that two proportionally scaled canopies may have similar full glide speed at the same wing loadings, but they turn very differently. The big canopy, with its long lines, has relatively sluggish reaction to the controls, and the small canopy has relatively quick reaction to the controls. This is due to the fact that the large canopy must move the jumper a much greater distance out to the side, in order to achieve a certain bank angle needed for any given turn rate. This means that the smaller version of a canopy will feel much more agile, even if flown at the same wing loading. 2. Flaring: A dynamic flare is one that results in a change in flight direction from a descending path to one parallel with the ground. This requires a change in the angle of the canopy, when viewed from the side. (Initially, the amount of the angle change is about equal to the angular change of the flight path.) This angle change is accomplished using toggle a movement that causes the jumper to move out in front of his natural hanging place under the canopy. The long lines of a big canopy require the jumper to be moved a greater distance out in front to achieve the same angle. Shorter lines mean that the jumper doesn’t need to move as great a distance forward to achieve the same angle. This means the toggle movement must be more aggressive on the larger canopy, compared to the smaller canopy, even at the same wing loading. 3. For similar reasons to those above, the smaller canopy will also dive more in hard turns, when compared to a larger scaled canopy, even when flown at the same wing loading. There are several other articles there that are worth reading as well.

I was slammed several weeks ago on my Triathlon 160 loaded at 1:1. Neck and back was a little sore the next day and I split my knucke open on one hand and had a swollen and sore finger on the other from the risers. Was dazed for a few seconds as well. I have about 40 some jumps on it and purchased it new FYI. I could not come up with a resonable explination. I am almost positive the slider was un-stowed since I always make sure it is quartered between the line groups and pulled out the front over the nose about an inch or two, which would be difficult if stowed. Oh, and I was pro packing. The first 20 jumps or so I used the small bands but needed constant replacement because after a few deployments they would stretch and not grip the lines well at all, especially after the locking stows and the first regular stow since the line bulk decreases cause your past the cascades (at least on my d-bag). After those first 20 jumps I started rolling the nose, all together about 4 times, trying to slow the already relatively soft openings (was about 600', looking for around 700-800' openings). I have always used about 2.5" locking stows and between 2.5" and 3" stows on the rest. I had changed over to the larger rubber bands, double stowing all except the locking stows prior to the slammer. After the slammer I have folded the three end cells on each side in and pushed the center cell in like the video shows and I was originally doing in the beginning. Now I also roll the tail about 6 times pretty tight which have yeilded really nice openings. Not to mention that I really make sure the slider is up ALL the way! I have also rolled the stabilizers in like they suggest in the video on all jumps on the canopy. Like I said I am not sure on the cause of the hard opening, maybe chalk it up to shit happens? In any event, the little blood stain on my steering toggle and slider grommet seems to be a good reminder to pack carefully. Craig

According to the manual for automatic on/off battery life should be aprox. 1.5 years or 300 jumps. For Economize it states "Extended battery life time, depending on jumping frequence." For the low bat. warning the manual says that it will sound a continuous alarm tone for 5 sec. when climbing through 1,000 feet...I think right after the altitude setting tones, and "LOW BAT" will flash every 7 seconds when the unit is in jump mode. Now, for what the Pro Track will ACTUALLY do if the batteries are low is anyone's guess. I have only had mine for 2 weeks and use "automatic" mode so can't offer any more help.

Good probibility. I have seen a photo where 3 square foot section was ripped out of the plane right behind the door. They were pulled right towards the aft edge of the side door...then through it. The others here have noted the canopy and tail scenario as well. If any of my gear is going out the door and I am not PUSH ME OUT! Craig

It can cause a bag lock or tension knots. I think I would consider line dump a mal. i.e. stow bands not holding lines due to being worn out, or prematurely "dumping" the lines cause they are weak and break. Craig

Check out http://www.performancedesigns.com/products/slinks.html to see some Slinks. Craig

While I agree that making gear safer and less "idiot proof" is good for everyone sometimes I feel as if it can be "overdone", for lack of a better word. A couple examples... Integrity (reversed) risers were manufactured because there was supposedly more webbing strength without adding a hole through the riser and installing a grommet. While this part may have been true, the change made to the release system on the risers could cause hard or in some cases impossible pulls, or in some cases the rings would fail to "tumble" and release the risers in a low drag belly to earth position. The two sided RSL system was invented to prevent main/reserve entanglement in case of standard RSL Ty 17 riser breakage IIRC. Later it was found that with the dual RSL's could somehow result in a snag up and entanglement themselves, not allowing a cutaway main to fully release...fixed one problem, but created another. Lastly there is Reflex's "Catapult" system. While I am not real keen on the specifics, the system used to aid the reserve in deploying in a situation where you have a reserve PC or bridle horseshoe actually caused some problems. Like I said, I am not real sure on the specifics, but recall that jumpers had their "catapult" removed due to some problems with them. As our gear progresses and we get more innovative there will likely be problems to come. Look at your example of the harness ring flopping down, or microline and container grommet snags. Sadly enough jumpers will likely die due to the progressing of our sport skydiving gear for one reason or another. While new designs can be tested and re-tested, add in the human factor and flaws will surface and the cycle continues. Blues, Craig