Hooknswoop

Doesn't matter, same use for the use of the word "or" in both FAR's. Both 1-4 apply to a person that attempts to act as a crewmember and doesn't actually act as a crewmember and 1-4 also apply to a person that actually acts as a crewmember. You can't say 1-3 apply to attempting and 3 & 4 apply to someone that actually acts as a crewmember. I did take advice and information from someone that has been a Master Rigger for 10+ years and currently works for the FAA as an Inspector. I have 7+ years rigging experience and 8 1/2 years in the sport. I also read the FAR's for myself and for the purpose of an experiment, had 6 people here at work read it and then I asked them who could alter a main canopy. All 6 said anyone that meets any of 1 through 4. Some are pilots some not. None know anything about rigging. The same, the FAR says what it says. I have seen the same sort of thing, Master Riggers have a tendancy to believe that Senior Rigger know nothing and can do nothing. They tend to look down upon Senior Riggers. Their opinion of the issue should not change when they become a Master Rigger. In this case the FAR was updated in 2001 and the AC that refernces the FAR has not been updated since 1991. It is outdated and not useful for a guide for the current FAR's. I have gone by what I have read of the FAR's and what the FAA inspector has told me. I can't wait. Derek

My favorite for a S/L was: Me: "Climb out ang hang!" Student: "But I'll fall!" Me: (after recovering from being absolutely floored) "Um, yes, you will!". Derek

"§ 91.17 Alcohol or drugs. (a) No person may act or attempt to act as a crewmember of a civil aircraft -- (1) Within 8 hours after the consumption of any alcoholic beverage; (2) While under the influence of alcohol; (3) While using any drug that affects the person's faculties in any way contrary to safety; or (4) While having .04 percent by weight or more alcohol in the blood." So which one(s) of 1 through 4 apply to act as a crewmwmber and which one(s) of 1 through 4 apply to attempt to act as a crewmember? The way I read the "Or" is that 1 through 4 apply to both act or attempt to act as a crewmember. The same way I read the "Or" in part 65.111. All 4 apply to either pack, maintain, or alter. If a Senior Rigger made a rigging error, then they should be held responsible, same as a Master Rigger that makes a rigging error. That does not change who can pack, maintain, or alter a main canopy. An AC does not trump the FAR's. Derek

What do you mean, "true line-overs"? The y have been experimenting with slider-up tail gates and the new slider-up advances are the super and WLO toggles, designed to release the steering line in the event of a slider-up line-over in a similar manner as the line-over mod for a slider down/off jump. Derek

Just a thought. I wasn't trying to harsh on the pilot. Derek

Refer to #6 above. PM me your specific question(s) regarding your post(s) and I will do my best to answer them. Derek

Click on the "Forums" button at the top of your screen. Does "Events and Gatherings" come up on your screen in the list of forums? If yes, then it is a forum. Derek

1) If your post was deleted, don't post it again! It was deleted for a reason and will just get deleted again. 2) It is Moderators, not "mediators". 3) This thread will probably get trashed to, since it is in the General Skydiving Discussions Forum. 4) The Moderators are not biased towards you. 5) It is not censorship, it is Moderators doing their job and keeping the forums in line with the rules. 6) First rule of holes: Quit digging Derek

I'm thinking that they might not have jumped that hard, but more the tail coming down in response to input from the pilot and the large CG changes. Usually the tail goes up and the piot must react to stop it from going to high and this time may have over-controlled the aircraft a little bringing the tail back down. Derek

Yes, not burned out on the jumping, but all the other crap that goes with it. ***what did you do about itQuote Quit jumping. Derek

I thought the slider grommet had material in it and the slider wouldn't come down? That is the only reserve mal I have seen. I did see a reserve that had been deployed and had a step-through in it. Derek

How much are you willing to pay for that? Even if you are willing to pay more, the DZ trys to keep how much they pay Instructors as low as possible to keep their profits high. If DZ's charge nmore to pay Instructors more, then they do less volume and make less money. Instructors are paid by the jump. The more time they spend with a student, the less jumps they can make in a day. If they don't move fast enough, the DZ hires more staff. Instructors gotta eat too. It is a balance between giving the student your time and your paycheck. This is especially important for full-time instructors who don't eat if they don't jump. Derek

I disagree, skydiving is serious, very serious. Sure, have fun, but you can do both. Derek

Another option for the Gear check: Over-all condition. Check of "3"'s. 3-rings (correctly assembled, also check RSL) 3-handles, in order 3-buckles/straps (correctly routed and correctly tightened Back of rig: Main: Main pinfully seated, condition of closing loop, kill line window color OK, bridle routing, no exposed canopy, flap closed. Double check main PC Reserve: Reserve pin fully seated, closing loop condition, seal, reserve in date, RSL routing, Cypres on, close reserve flap. Done. Derek

"In northern Kirkuk, eight people were killed and 80 wounded by shots fired in the air during celebrations of the capture, said hospital official Shehab Ahmed." Derek

He shouldn't have had the S/L that tight. I've seen S/L I's deploy the student's main while the student was hanging because the S/L was that tight. He should never have opened the door with his seatbelt on. He should have checked his main flap and riser covers. He shouldn't have hit his reserve container on the top of the door. The student turned on exit because their left foot was still on the wheel. Nice job by the pilot, reducing power. Derek

I was almost killed on a tracking dive. Right at break-off a 200-lb jumper brushed by me at a very high relative speed (I have video). Derek

Good point. What about, as someone suggest, putting the money into the G.I. Bill or some other for the soldiers program? Or divide it among the families of the 541 casualties from the war. Derek

I don't think they mean the captured $750,000, but the 25-mil reward for the capture of Saddam. I think they should split it among the troops actually involved in the raid. That would be $41,666.67 for each of the 600 soldiers. Derek

And this has what to do with skydiving? It is very time consuming to inform a person why they were banned, especially when they know why, Could be your posts in the "From our friends, the Marines." thread??????. If you didn't know why (but you do know why) it might be. What is not in order is this post in the "General Skydiving Discussions" forum. Derek

Sorry, I misread your post. After 200 jumps or so, F-111 isn’t up to the task of over 1:1 and maybe not even that. For he first 200 jump or so, F-111 holds up. I would recommend it. There is one reserve with a ZP top skin (Raven-MZ), but they don’t seem to have become very popular. I have packed one or two of them. That was definitely not my experience with Raven’s. Then you might want to get a PD, it has span-wise tapes on the bottom skin, and the Raven-M does not. The –M has span-wise SEAMS on the bottom skin, but no span-wise tape. Edit: From PA's web page: "In addition to eliminating all of the bridle attachment hardware and associated load tapes, we also eliminated the packing tabs and designed the canopy from the beginning as a reserve only. The construction of the lower surface is done in a spanwise direction, with double folded seams running across the line attachment points from wingtip to wingtip. The beauty of this load transfer technology is that the structural components of the design are integrated into the wing itself and transfer loads properly without the use of heavy and bulky tapes as an afterthought to the canopy construction." Even within the design limits, they weren’t holding together (and I don’t think the fix fixed it) and they don’t land as well as a PD. Derek

Not true, My PD-106R landed very nicely loaded at 1.76 at over 5,000 ft MSL. My MR-109-M didn't. They are very different reserves. I have never heard of a PD coming apart. IN SB20011221r1, PA admits that the Raven-M was coming apart, even when it was within the max operating weight of the reserve. Then they required the customer to pay for the SB. Derek

From CNN: Adnan Pachaci, a member of the Iraqi Governing Council, said Saddam would be tried for his crimes against Iraqis, and would be tried by Iraqis. "The terrorist, Saddam Hussein, the biggest terrorist on earth, has been arrested," said Hamid Ali al-Kifaey. "He will be tried before a special court in Iraq soon. With his arrest the Iraqi people will begin a new life, and hopefully they will have a democratic and pluralistic system and no more mass graves, and no more Saddam Hussein and no more terrorism." Looks like that is exactly what will happen. And in reply to making Iraq a U.S. territory, no, Iraq will not belong to the U.S. Nice job troops. Derek

If your reserve was made 3 OCT 96 and 12 APR 99, it is affected by the SB. Get rid of it. If it was made between 12 APR 99 and 31 OCT 99, it isn’t affected, but uses Type 3 tapes for the line attachment points instead of the type 1. Get rid of it. If you are loading it more than 1:1, get rid of it. If you can afford it, get rid of it and get a PD reserve. Opening, flight, and landing characteristics of the reserve. Construction and re-enforcement of the reserve. Quality control and customer service in the event of a manufacturing defect. Without a doubt, yes PD does make a better reserve. I have not seen, packed, nor flown the new Raven Max+ from PA, so I cannot form an opinion of it. I have owned and flown both a Micro-Raven 109-M (that was affected by the SB) and a PD-106R, and there is no comparison of the 2 reserves. The PD-R was a much superior reserve than the Raven. Derek

From PA's web page: "Certification of the Raven Dash-M Series under Federal Aviation Administration Technical Standard Order C-23d was issued for all eight models of the Raven Dash-M Series in January 1997, and the canopy design is now in full production." The minimum certified weight for TSO 23D is 220 pounds/ 150 knots. The maximum landing weight isn’t the TSO’d weight. It is the maximum weight the manufacturer recommends for the canopy. Overloading Ravens and Raven-M's is a very bad idea due to their flight and landing characteristics. All that being said, if the customer is overloading their reserve, not your problem. You may want to advise them of the issue, but your responsibility ends there. You could refuse to pack it (or any other reserve) if you wanted to, but they are likely to simply go to another rigger. Derek