Hooknswoop

It is a function of aircraft groundspeed, not airspeed and time betweeen exits. I agree that pulling high on long spots is OK, but do remember that landing off can be done safely, but odds are that a canopy-freefaller collision generally can't be done safely. Derek

It's a blast, isn't it? Have fun! BTW- did you re-pack the PD-170 before jumping it? Derek

What is your source? I've read the FAR's very thoroughly and cannot find anything in them that says you can open, perform work on the reserve system and re-close the rig without re-packing the reserve. What if there is something wrong with the reserve pack job? What if you re-close it improperly? If there is an incident caused by a failure of the reserve system, which rigger is responsible? What is your source for your "facts of life"? Derek

Got it. Thanks. I mis-read the original post. Derek

Did you mean Vectran outboards? Derek

I know you are kidding, but an RSL (if installed) could result in a main/reserve entanglement in the RSL-side 3-ring was the only side that was released. Andy, do/did you have an RSL? You did the right thing regardless. Derek

A TSO, NAF, AAF, or AFN drawing number or any other military designation or specification number is an approved parachute and may be used for intentional jumping. [AC-105-2C dated 1/2/91 and I can find no other FAR that supercedes this statement within the AC] Derek

Brushing your teeth is all personal preference too. Lock-tite, torque stripe, replacing bumpers, and carefully tightening them is part of maintaining Rapide links properly. It is not "crap". I have seen too many broken Rapide links. Derek

If the outside lines are the same length as the center lines, you're OK. PD has a 'how to measure line trim on PD canopies' on their web page. Reference that to make sure you are measuring them correctly. It is OK if it isn't exactly in trim. The smaller the canopy, the more affected it is by being out of trim. A navigator 280 won't be affected much by being 2 inches out of trim, a Velocity 74 would be. Derek

A quick check is easy. Lay it out as if you are going to PRO pack it and run the lines up. Compare the lengths of the "A" lines (the lines that attach to the nose). When new, on Stiletoos, they are all the same length (unless that has changed, but I don't think it has). The outside lines will shrink faster (for spectra lines) than the inside lines. The larger the difference in the lines, the more out of trrim it is. Derek

The standard exit order is belly largest to smallest group, free-fly largest to smallest, AFF, tandem, birdmen. Vertical seperation does not count for anything. Premature deployments, high pulls, low pulls, etc can quickly erase any planned vertical seperation. Horizontal seperation is the only way to ensure safety. Having belly-flying students and tandems exiting after free-flyers works out because of the long horizontal seperation between the first AFF/tandem and the last freeflyer. AFF take a while to get set up in the door and tandems should be experrienced enough to know to leave a lot of room after the last free-flyer. It also makes sense having the AFF and tandems exit after the belly and free flyers because they pull higher and can therefore take a longer spot than other jumpers and still make it back to the DZ. Kallend's free-fall simulator is an excellent resource for proving why this exit order is the best. Derek

Slinks only require periodic inspection. Rapide links require checking the match mark to ensure it has loosened and if no match mark/torque stripe, then checking with a wrench to ensure it hasn't come loose. Rapide links also require slider bumpers, which wear out, requiring replacement. Replacing bumpers require removing the Rapide links, installing the bumpers, lock titing the Rapide links, wiping off the excess, tightening the links with a wrench, and adding the match mark/torque stripe. Then doing a line continuity check. Give me Slinks any day. Derek

After an 'incident', I changed my cell phone so that it said "Think" when I turned it on. It serves as a reminder to me to think before I get into something and when things invetiably go wrong, to think my way out of it. I think that sometimes take it the wrong way, that I am telling them to think, kind of an insult. It isn't. It is just my personal 'mantra'. Derek

I dunno, my experience was the same as yours. I've never heard of it being done any differently. Derek

Sorry, I didn't realize you wre in the UK. I don't know anything about the UK regs. In the U.S. it is left up to the assembling rigger to determine compatability. Riggers are tasked with following the manufacturer's instructions, but the manufacturer cannot contradict the FAR's. For example, the manufacturer can say you can only jump their rigs if you are wearing a pink jumpsuit or can only us xyz reserve, but that means nothing. It would be interesting if you asked your rigger if they have ever packed any other reserve besides a Safety Flyer into a Vector II Derek

In good track, the jumper is producing lift similar to an aircraft's wing, so there can be additional accleration. Derek

The manufacturer cannot say that their links can only be used on their canopies. If you look at a Vector II label it states it is only TSO'd for use with the Safetly Flyer reserve, but you can still put a PD or other reserve in a Vector II. It is up to the assembling rigger to determine compatability of TSO'd components. The rigger that used PD's Slinks on another reserve can't get in trouble for doing so unless the assembly was incompatable. Derek

If you are going to start calling others people's posts "rubbish", then you should make sure your posts are very accurate. The whole glass houses saying comes to mind. It has a tendancy to mis-fire and does make it dangerious. Source? The cypres, being a solid state device has less things that can go wrong, no moving parts. Having to put it through a test chamber at every re-pack is more rigger friendly? The Cypres is, by far, more rigger friendly. The Cypres is easier for the owner to use, is more reliable, more accurate, and more rigger frinedly than the FXC. I agree that they are both back-up devices. I disagree. Why release the brakes? Then why do you say to release the brakes on a stable bi-plane? It is very difficult to take a side-by-side into a down plane and keep it there, I know I've tried. And you shouldn't be making any turns at low altitude under any two-out situation. Solo CReW, i.e. 2-out os much different from CReW. Of course, but we are discussing the general rules. My advice doesn not apply to a VX-60 main and PD-106R reserve in a side-by-side. True, but how many CReW guys have had a 2-out? CReW is very different. That is true, but wording your post to attack every poster above you is simply not bice. It makes you sound arrogant, as though only you have the right advice and everyone else is a moron. Derek

Test 1. 65 fps - Must Fire Test chamber rate of descent: 3900 fpm. Altitude control setting: 1000 ft. The unit MUST fire at 1000 ft. +/- 300 ft. Test 2. 40 fps - No Fire Test chamber rate of descent: 2400 fpm. Altitude control setting: 1000 ft. The unit MUST NOT fire at any time. Test 3. Freefall Verification Test (175 fps) Test chamber rate of descent: 175 fps. Altitude control setting: 1000 ft. The unit should fire at 1000 ft. +/- 300 ft. Who is mis-informed? The Cypres has a much better track record than the FXC 12000. I have tested this and the canopies did not stay in a down plane because you have to get one canopy to go completely behind you with 180-degree line twists. Leaving the brakes stowed and using the rear risers. on the lead canopy and allowing the trailing canopy to follow it will work. The more you do to change a stable configuration the more likely you are to make it unstable. I have intentionally flown and landed a few side-by-sides……….. I must be dead then and just didn’t know it. How many 2-out test jumps have you done? Yes, they do……….. “So there!!!.“, yourself. Maybe you should listen to your own advice. Derek

In theory, but so far this hasn't proven to be the case. Too many times tightening and loosening Rapide links and eventually they wear out. I would (and did) replace Rapide links or Slinks for each re-line of the canopy. Derek

How long since the cables had been cleaned and the 3-rings disassembled and massaged? Edit: Even from the manufacturer, the cutaway cables should be cleaned and coated with Silicone Lubricant (Ace Pure Silicone Libricant works very well). Cutaway forces should never exceed 22 pounds, same as the reserve w/o the seal. Derek Derek

Do you have riser inserts? When was the last time the 3-rings were dis-assembled and massaged and the cutaway cables were cleaned? Derek

Your couch. Use one cushion under your shoulders, one under your kness, and use the couch to put your toes on. Do this in front of a mirror or have someone coach you. Derek

I had several openings (yes, on video) like you describe. I popped the rear risers and it would open. Pulling the center cell out a little cured it. Derek

Slinks are stronger, lower bulk, easier to install (no tools, torque stripe, or lock-tite), inspect (they don't loosen up), and maintain, have the option for slider bumpers (that don't wear out as quickly as silicone bumpers) to prevent the slider from coming down past the links if desired, have been proven by use in the field to fail less often than rapid links (in fact, I haven't heard of properly or even improperly installed Slinks failing), and they do not damage the slider grommets which then damage the canopy's lines. Slinks are better than rapide links in every way. Derek