Hooknswoop

Winds Aloft is the correct term for the wind speed/direction from usually 3,000 feet on up in 3,000 ft increments. "Uppers" or "Upper Winds" is slang for Winds Aloft. For example: FT 3000 6000 9000 12000 18000 24000 30000 34000 39000 PHX 9900 3608+06 3417+02 3121-02 3132-16 3239-28 335443 337253 327362 For Phoenix, the winds aloft at 12,000 ft MSL are out of 310 degress at 21 knots and the temperature is minus 2 degrees C. Derek

I fixed everything. I am trying to get in touch with him. Derek

Lock tite is a compound that is put on the threads of fasteners to prevent it from loosening up. There is different grades from a light compound to permanent. Rapide links have a habit of loosening up with use. links opening up on opening happens to mains all the time. Torque stripe is a mark put on the barrel nut and link after it is tightened. If the marks are no longer lined up, then the link has loosened up. Derek

I did see someone replace their lower control lines and forgot to tack them. One toggle came off on the first jump and he though the line had broken till I pointed out that it wasn't tacked. Derek

He will be. Derek

From the 2004 SIM: “Note: FAR 105 was revised in July, 2001, with significant changes, particularly in the areas of jump notification and equipment. By this edition of the SIM, the FAA had not yet revised AC-105-2C to reflect those changes.” AC-105-2C still refers to TSO C23C as the latest TSO instead of TSO 23D, states that a parachutist to wear a single harness, dual parachute pack, which does not reflect the FAA approval of tandems in the revised Part 105. AC-105-2C is outdated and cannot supersede the FAR’s. AC-105-2C also states: “The term pack (such as back pack or chest pack), when used in this AC, refers to the parachute assembly less the harness. In the case where the harness and parachute are TSO-approved as an intended component, the term pack refers to the complete parachute assembly, less the main canopy and risers. This distinction is essential for a clear understanding relating to the use, packing, repairing, and alteration of parachutes.” And it also states: “An alteration to an approved parachute system to be used for intentional jumping must be done in accordance with approved manuals and specifications and only by those with specific authorization to perform that alteration. Specific approval is not needed for the method of altering a main parachute. A person seeking authorization to alter an approved parachute system should proceed as follows:” Part 65 gives four possible qualifications to meet the requirements of “specific authorization” necessary to “pack, maintain, or alter any main parachute”. §65.111 Certificate required. (a) No person may pack, maintain, or alter any personnel-carrying parachute intended for emergency use in connection with civil aircraft of the United States (including the reserve parachute of a dual parachute system to be used for intentional parachute jumping) unless that person holds an appropriate current certificate and type rating issued under this subpart and complies with §§65.127 through 65.133. (b) No person may pack, maintain, or alter any main parachute of a dual-parachute system to be used for intentional parachute jumping in connection with civil aircraft of the United States unless that person -- (1) Has an appropriate current certificate issued under this subpart; (2) Is under the supervision of a current certificated parachute rigger; (3) Is the person making the next parachute jump with that parachute in accordance with §105.43(a) of this chapter; or (4) Is the parachutist in command making the next parachute jump with that parachute in a tandem parachute operation conducted under §105.45(b)(1) of this chapter. (c) Each person who holds a parachute rigger certificate shall present it for inspection upon the request of the Administrator or an authorized representative of the National Transportation Safety Board, or of any Federal, State, or local law enforcement officer. (d) The following parachute rigger certificates are issued under this part: (1) Senior parachute rigger. (2) Master parachute rigger. (e) Sections 65.127 through 65.133 do not apply to parachutes packed, maintained, or altered for the use of the armed forces. [Doc. No. 1179, 27 FR 7973, Aug. 10, 1962, as amended by Amdt. 65-9, 31 FR 13524, Oct. 20, 1966; 32 FR 5769, Apr. 11, 1967; Amdt. 65-42, 66 FR 23553, May 9, 2001] “must be done in accordance with approved manuals”. Poynter’s Vol II, Page 272, lists the repair personnel for a “Line replacement in ram-air canopies” as a Senior or Master Parachute Rigger for non-certificated canopies and a Master Parachute Rigger for certificated canopies. I still contend that Part 65 is very clear on who may “pack, maintain, or alter” a main parachute. Derek

I am I the process of contacting the rigger, whom I know personally. I'll post his response. Derek

I prefer to have the link installed long end on the riser, barrel nut to the inside(Poynter’s Vol II, Page 108). The long end on the riser allows the link to fit better, reducing the chance of it being side-loaded. The barrel nut to the inside keeps it away from the slider grommets. I’m tired of fixing dented, burred slider grommets. The PD manual used to specify a ‘match mark’ and ‘locking compound’ (Poynter’s Vol II, Page 109). It does specify thread lock for links (PDR manual, 2002, Page 32). FWIW, Page 50 of PD’s 2002 Reserve Manual shows a picture of the links with the barrels to the inside and long end on the risers. Actually, I don’t think the torque strip or the mis-matched Velcro on the toggles is a big deal. I do think everything else is. Derek

That is the old Part 65.111(b). Here is the new one: (b) No person may pack, maintain, or alter any main parachute of a dual-parachute system to be used for intentional parachute jumping in connection with civil aircraft of the United States unless that person -- (1) Has an appropriate current certificate issued under this subpart; (2) Is under the supervision of a current certificated parachute rigger; (3) Is the person making the next parachute jump with that parachute in accordance with §105.43(a) of this chapter; or (4) Is the parachutist in command making the next parachute jump with that parachute in a tandem parachute operation conducted under §105.45(b)(1) of this chapter. Also, Part 65.125 apllies: §65.125 Certificates: Privileges. (a) A certificated senior parachute rigger may -- (1) Pack or maintain (except for major repair) any type of parachute for which he is rated; and (2) Supervise other persons in packing any type of parachute for which that person is rated in accordance with §105.43(a) or §105.45(b)(1) of this chapter. (b) A certificated master parachute rigger may -- (1) Pack, maintain, or alter any type of parachute for which he is rated; and (2) Supervise other persons in packing, maintaining, or altering any type of parachute for which the certificated parachute rigger is rated in accordance with §105.43(a) or §105.45(b)(1) of this chapter. (c) A certificated parachute rigger need not comply with §§65.127 through 65.133 (relating to facilities, equipment, performance standards, records, recent experience, and seal) in packing, maintaining, or altering (if authorized) the main parachute of a dual parachute pack to be used for intentional jumping. Derek

I just opened a rig that had been assembled and packed once since new. It is a Talon FS 3.0, PD-143R and a Cypres2. I found several things wrong with it. Some are no big deal, some are; -2 of the 4 Rapide link were backwards (barrel nut to the outside instead of inside). -Rapide links were not lock-tite’d or torque stripped. -No slider bumpers on the Rapide links. -The steering lines were finger-trapped but there was no knot and they weren’t bar-tacked. The toggles would probably have come off in the jumper’s hands. -The toggles were not matched up on the Velcro, leaving some of the hook Velcro exposed. -The Velcro on the free-bag wasn’t lined up, leaving some of the hook Velcro exposed. -The pull force on the reserve (seal removed) was 25 pounds. Derek

If you don't pull the reserve handle, then you are relying on the RSL, which is bad. The RSL should not affect your emergency procedures. And he didn't pull the handle?!? Derek

Right, the left riser seems more likely to be the one to break since skydiver pull with their right hand (well almost all) and tend to drop their left shoulder, loading the left riser more than the right. I still like having a guide ring for an RSL. Derek

Standard AFF LVL 1 is heading, altitude left JM, right JM, 3 handle touches, heading/altitude till 6,000 feet, 5,500 w/o and pull. I have let go of a hand full of Level 1’s (5-6), but not many and was never more than arms reach away. They never knew I let go, because to their view, I never moved. Derek

He wasn't uncurrent, but had never been an AFFI or passed an AFFCC. Derek

What type of risers?, Standard or mini? Derek

I haven't seen a jumpship in CO where everyone on board could use O2. The only people I've seen use it is the pilot and one TI. Derek

Are you saying he wasn't backing up under canopy? Or are you saying that a student on their 3rd jump backing up under canopy is not un-safe? Are you saying that Archway has a waiver to 20-mph winds for students? As for RD's and S & TA's, they don't impress me much. I have seen a RD do nothing about a DZO doing AFF w/o an AFFI rating. I have seen an S & TA take an AFF student up and the sun had gone down before take-off. Derek

I think the thread is still on track. The orginal poster was concered that on his 3rd skydive; "On my last jump, the wind was gusting up to 20 mph" and "I kept feeling my canopy just drop. It seemed as if there was very little tension in my lines. As if there was no air under my canopy. It did it probably 3-4 times. It was really an uneasy feeling." He asked; "What was causing this."[?] The cause of that uneasyness was the conditions he was jumping in, which he shouldn't have been jumping in. The jumper and any other student that has read this thread has been educated that jumping in winds gusting to 20 mph, or backing up under canopy, is a violation of the BSR's. That BSR is there for a reason, as the orginal poster discovered. Are you saying this situation didn't happen or that the student was not put in harm's way? Derek

I like Quades idea of using the chest strap to secure the reserve handle. It eliminates the possibility of forgetting to remove it before jumping. Derek

I got mine from Aero Tech and recommend it. Very well built and the zip-off back pack is great for flying. I keep everything I need in it and shove the rig in the over-head. Derek

Excellent question. I don't know. I would guess there is too many variables, i.e. line shrinkage (for Spectra), airspeed, "G" forces, DA, WL, etc. to determine an exact toggle position for any condition of where the canopy will stall in any area of it's flight envelope. I would like to hear other people's opinions though. Derek

Apparently the winds didn't change in this case: Doesn't matter how much the student begs to go, if the winds are unacceptable, you don't take take them up. To do so is a violation of the BSR's and/or Instructor ethics. He knows enough to see students backing up under canopy. If the students are backing up under canopy, it doesn't matter what the winds are, they are too strong. Which part was he exaggerating? Derek

That addresses the problem of catching o the tab, but my convern with through the Slink itself is if the excess gets through one of the loops on the end of one of the lines. On opening the line will be held in place as tension is put on the line. Then when you release the brakes, the excess is stuck. Small chance, but figure the odds of the excess snagging on the tab. Derek

Even if your Slinks have taken a good set, are tacked, or you have wide risers, the excess steering line can still snag the slink tab if the excess is stowed in the riser. I really like the type 3 'binding tape' on the front of the rear riser method for stowing the excess steering line. Derek

They should start working on them, yes. Then you shouldn't downsize. Exactly, training. Training is required to safely downsize. $1200.00? Where did you get that number? A more aggressive canoy requires more skill and experience to safely fly. Then I suggest you do not downsize for along time. I would suggest perfecting the manuever with plenty of alititude and working down from there. Hence the large number of landing incidents. Unfortunately, they can't. A someone with 3300 jumps and an Instructor, I find it difficult enough to judge someone's abilities, how can someone with 50 jumps do it accurately? The combination of low jump numbers, self-evauluation of abilities, lack of training and experience, and small canopies is a recipe for an incident. Derek