councilman24

Pfaff 238 is the newer, relatively, version of the 138. If you get a 20u get an older blue or tan one. Some of the newer white ones made in china are okay and some are junk. Sold under a dozen different names including no name with a Chinese manual. Easier to pick an older one by color and be sure. I did a lot of rigging on older viking and necchi home machines. One of the vikings still sews toggles better than my other commercial machines. If your poor or space limited these will let you learn some basics of sewing until you find what you want on a commercial table. I made a 2x3 table that went around the free arm to give a flat bed to work on. If you want to invest the money and have the space go for a commercial up front. I didn't have either 34 years ago. Some zigzags do a better job of sewing a straight line. Some lock the needle bar in place when going straight. Other just hold in place with spring tension. These can be pushed out of line inadvertently. Can't remember which are which right now. I've found both a bernina 217 and a pfaff 238 on craigs list. Search ebay using your zipcode and a range to find ones that are for local pick up only. Often you may be the only bidder if a seller isn't willing to ship. Just saw where you are. Not likely to be many options there? I'm old for my age. Terry Urban D-8631 FAA DPRE

Didn't say it was a good source. I'm old for my age. Terry Urban D-8631 FAA DPRE

For PC handles the insert in the ones I've seen were something like, if not actually, ping pong balls. The monkey fists were as light if not lighter than a hackey. The ones in the link above use a 'light weight wooden ball'. When a monkey fist is made for it's original purpose, as the weight at the end of a light line thrown from a ship used to haul a heavier line, then a heavier object is normally used. I'm old for my age. Terry Urban D-8631 FAA DPRE

Hmmmm, price must not have been so great. Wait till you bring home your 12th or machine or so. I'm old for my age. Terry Urban D-8631 FAA DPRE

but maybe you should have heard of it. Especially if your looking for small volume. I'm old for my age. Terry Urban D-8631 FAA DPRE

uuuuuuuuh Google? first result http://www.monkeyfistpilotchute.com/ Or better yet learn to tie them yourself. I'm old for my age. Terry Urban D-8631 FAA DPRE

The plexus system is one that George Galloway was marketing a few years ago for sport rigs. It's was simply based on off the shelf falconry tracking systems that attach to falcons and hawks. In theory he had designs for most major manufacturers to alter one main riser to carry the transmitter. It is kept off by a magnet and when cutaway and removed from the magnet the transmitter activates. I though the transmitter was mounted in a pouch on the riser (has to be long enough to hold the antenna) and the magnet on a short lanyard attached to the harness. This is all from 10 year old memory of Paratelemetry company for sport rigs. New Plexus version seems to be on RSL lanyard. The old sport version may have been also. Search forums for old threads. Kicker is to find it you need a directional receiver that's several hundred dollars. George may have a use patent on this, don't know. Never caught on. Paratelemetry website no longer in existence. Modifying the RSL is modifying a TSO component. Main risers aren't. Let your imagination go. But call George. He may be willing to sell you one based on old designs. Would require magnet pouch added to container. Here is just one site that has similar equipment. https://www.marshallradio.com/marshall-radio-telemetry-american-falconry I'm old for my age. Terry Urban D-8631 FAA DPRE

The example is that no matter what the wing loading anything 150 sq. ft. or smaller is considered a high performance canopy. It took a while for some instructors and others to realize this in the 80's and 90's. The simple explanation is they are twitchier. Part of the technical explanation is that the smaller canopy with the shorter lines is a shorter pendulum with a higher frequency for a amplitude. Mass (wing loading) doesn't matter. Wing loading effects other things. I'm old for my age. Terry Urban D-8631 FAA DPRE

I hope he KNEW there were no wires between those poles. For newbies, roads and poles equal generally equal wires that you can't see. I'm old for my age. Terry Urban D-8631 FAA DPRE

Or your trusty Paragear catalog. for the personal version. http://www.paragear.com/skydiving/10000094/TD1115/ I'm old for my age. Terry Urban D-8631 FAA DPRE

I'm glad someone else doesn't know how this is done. I'm old for my age. Terry Urban D-8631 FAA DPRE

For general information read FAR part 65.14 below. Travel restrictions may mean its impossible to obtain a rigger certificate. Recommendation from FAA inspector is to try to find out status before spending a lot of money and effort to get tested. Review likely happens when temporary submitted to Oklahoma City FAA center for.review and issuance of permanent certificate. Inspector I spoke with had one repairman applicant certificate denied on this basis. Aside from TSA issues, DPRE's can get permission to test outside of there geographical area. See portion of FAA Order 8900.2, Chapter 5 covering testing outside area. Might be easier to bring a DPRE to you. I volunteer for an all expenses paid trip to Sweden. §65.14 Security disqualification. (a) Eligibility standard. No person is eligible to hold a certificate, rating, or authorization issued under this part when the Transportation Security Administration (TSA) has notified the FAA in writing that the person poses a security threat. (b) Effect of the issuance by the TSA of an Initial Notification of Threat Assessment. (1) The FAA will hold in abeyance pending the outcome of the TSA's final threat assessment review an application for any certificate, rating, or authorization under this part by any person who has been issued an Initial Notification of Threat Assessment by the TSA. (2) The FAA will suspend any certificate, rating, or authorization issued under this part after the TSA issues to the holder an Initial Notification of Threat Assessment. (c) Effect of the issuance by the TSA of a Final Notification of Threat Assessment. (1) The FAA will deny an application for any certificate, rating, or authorization under this part to any person who has been issued a Final Notification of Threat Assessment. (2) The FAA will revoke any certificate, rating, or authorization issued under this part after the TSA has issued to the holder a Final Notification of Threat Assessment. [Doc. No. FAA-2003-14293, 68 FR 3775, Jan. 24, 2003] From Order 8900.2 Chapter 5, 2.k. Limitations k. Geographical Area. A designee must not test an applicant outside the authorized geographical area. For a DPE, the test must start and conclude within the authorized geographical area. If a designee wants to administer tests outside the geographical area of the managing FSDO or International Field Office (IFO), the designee must: (1) Request authorization in writing from the managing FSDO or IFO. (a) Prov ide the date and address of the testing site in writing. (b) Mak e the request in writing at least 3 working days prior to the scheduled activity. Note: The FSDO or IFO with jurisdiction over the test site may evaluate the facilities, equipment, current publications, and test materials required to conduct a test for the certificate and/or rating(s) sought. (2) Receive approval in writing from the designee’s managing FSDO or IFO, as appropriate. The managing office will coordinate with the geographical office. (3) The designee submits the certification file to the designee’s managing office. The FSDO or IFO withjurisd iction over the test location may request copies of any files for tests conducted by the the designee in their area I'm old for my age. Terry Urban D-8631 FAA DPRE

Well, with the empty profile, when she posted the OP and wanting asia I didn't parse it as Hannah. Or Swedish. At the time no d license, no location nothing. Why I asked her to fill it out. I'm old for my age. Terry Urban D-8631 FAA DPRE

Found this in some stuff from closed dz. Don't remember whose it was. We had to make our own. I'm old for my age. Terry Urban D-8631 FAA DPRE

A new empty profile, anniversary of 9/11, inability to travel to the US for a US certification concerning one container with batteries and wires that the TSA can open but has generally agreed not to open under secret conditions, if ready for the test should have been able to find the information I gave him on his own... He didn't seem to take offense, why are you? Lucky I answered him at all. But I'm a nice guy. I'm old for my age. Terry Urban D-8631 FAA DPRE

It used to be. I even posted a couple of times. I'm old for my age. Terry Urban D-8631 FAA DPRE

What do I win? I'm old for my age. Terry Urban D-8631 FAA DPRE

I expect this to get killed by the moderators but.... Have you read any of that lately? It's worse that the worst soap opera. I made the mistake of opening it the other night and reading some of the later posts. These people need a LIFE. And a 12 step program. Step away from the sand bar and drop the dark glasses. The best non personal attack was the post quoting some sky god wanna be that the weight of the money would have put Cooper into a unrecoverable death spin. Weight? about 20lbs. Don't debate the above quote! But if you dare to venture into the thread from hell do you have a favorite post? And yes I'm ashamed to have read any of it. I'm old for my age. Terry Urban D-8631 FAA DPRE

Back on topic.... I have seen people damage risers, including reserve risers, with the sharp edge of the threads on an open french link. No it wasn't me. Remember you don't know what you don't know. I'm old for my age. Terry Urban D-8631 FAA DPRE

All this Canadian talk is making me cold. Eh? Good night. Assume the dog drank the brandy and spent the night under the kitchen table. I'm old for my age. Terry Urban D-8631 FAA DPRE

Hoping that I'm not helping a terrorist... (fill out your profile, give your real name to be polite) There are no designated rigger examiners out side the U.S. The list can be found here. http://av-info.faa.gov/designeeSearch.asp?SrchBy=LOC Select DPRE's only and leave the rest blank and you'll get the entire list. Your only hope is to contact one or more of the International Field Offices and see if the have personnel that can approve an 8610-2 and administer the oral and practical, and find a place to take the written test. List is here. http://www.faa.gov/training_testing/testing/media/test_centers.pdf I wouldn't count on it. I'm old for my age. Terry Urban D-8631 FAA DPRE

Going to be a bit big on you. I'm old for my age. Terry Urban D-8631 FAA DPRE

Its PD that measures theirs differently. PIA specs measurement method that most manufacturers use. PD does it.differently that results in a larger number. Why they fly "big" and pack a little bigger. I'm old for my age. Terry Urban D-8631 FAA DPRE

Remember these non-flare landings were with brakes unstowed. But still expect to get hurt under any canopy with no control. The exception might be the aviator pilot rig. Follow weight limits and you can land hands off. A detuned deep brake ram air lightly loaded. I'm old for my age. Terry Urban D-8631 FAA DPRE

No number you are ever going to pick. Lee's 0.3 is about right. You might be better off with an unmodified round. Lower the horizontal component since your not going to flare anyway. By definition your reserve is not going to meet the TSO standards. Remember PD as an exemption to the landing velocity for some of it's reserves. Exemptions likely longer available and flared landings not allowed to meet requirements in new TSO standard. Small reserve and unconscious is incompatible with life. I'm old for my age. Terry Urban D-8631 FAA DPRE