Hooknswoop

True, but what is the price difference between 3,000, 12,500, and 13,500? Derek

Are you ordering them from Relative Workshop, or having someone else make them? If it is someone else, the main D-bag only presents the problem of dimensions, but the reserve freebag presents some legal hurdles. Do you need the reserve PC also? Derek

Full flight under a Hornet 210 @ 1.19:1 (tail wind is irrevelent to the drag on the reserve PC's) is not a lot of airspeed to drag out a Tempo 210. The reserve PC size is the same for a PD-106R as it is for a PD-281R. Containers are built so that the free-bag is held in the container snugely to prevent th possibility of an out-of-sequence deployment, which can cause a malfunction. I know of at least one instance where a reserve malfunctioned (on older gear) because the freebag left while the PC was in the burble. Derek

The 20 reserve pack jobs have to be of the same type, i.e chest, back, seat, or lap. 19 chest and 1 back doesn't meet the requirements. To be a current rigger, you have to "exercise the privileges of your certificate within 90 days”. So, if you are not current, you simply pack something or supervise someone and you are current. Which, honestly, is kind of silly. It makes it so there are no real currency requirements. There is no renewal requirements. I don’t know if foreign military riggers fall under the Special Certification Rule, you would have to contact the FAA. Derek

True, a canopy does not know there is wind, it affected by a change in the wind such as turbulence updrafts, downdrafts, thermals, etc. An increase or gust of wind has the effect of causing the canopy to slow it’s decent, until the canopy re-establishes it’s natural airspeed. A decrease in the wind or lull, has the affect of the canopy accelerating and diving until it reaches it’s natural flying airspeed again. The statement that wind does not affect a canopy is neither naive nor incorrect. Derek

"G" forces increase the airspeed a canopy (wing) will stall at. To pull "G's", you have to increase the angle of attack. Once the critical angle of attack is exceeded the wing stalls, regardless of the airspeed. A high speed or accelerated stall is exceeding the critical angle of attack with more airspeed than the canopy normally stalls at. Pulling to much toggles or rear risers in a dive produces a high speed stall. Pulling too much rear risers or too much toggles too quickly can produce a high speed stall from full flight. Derek

Not for a main they don't. Derek

The FAR's specify that O2 must be supplied, "made avaible", to the occupents if above 15,000 feet cabin altitude. Here in CO, the planes usually have a small bottle, near the pilot that no one uses (except for the pilot) and couldn't be used by everyoone the plane anyway. Derek

The main container, the parts that are not a part of the reserve cotnainer or harness, can be repaired or altered as long as it doesn't affect the strutural integrity or operation of the reserve system or harness. I just went through this issue and contacted the local FSDO for verification. Derek

Either the manufacturer or a having a rigger install a manufacturer supplied line set is the way to go. Building them from scratch is simply too time consuming. Legally, a Senior or Master Parachute rigger, some under the supervision of a rigger, or the person making the nxt jump on the canopy can make minor and major repairs and alter a non-TSO'd component (main and main container). Derek

A large stow as in a large rubber band? I prefer the loop of type 4 with the Velcro making the loop for 2 reasons. 1) It won't bend the reserve flap and, 2) It offers another point of release in the event of a cutaway after stowing the slider, i.e. hung brake. Derek

I liked the first one better, but out of 1" Type 4. Derek

That looks like it would work well. Derek

Here ya go.

I agree that it is harder to stall a canopy above the normal airspeed it stalls at with the toggles, didn't mean to imply otherwise. I wasn't thinking from the perspective of my VX, but all canopies. I honestly didn't mean to imply that it easy to put a canopy into an acclerated stall with the toggles, only that it can be done. It is actually difficult to put a canopy into a high speed stall with the toggles. It requires a very fast and max input to increase the "G" load while pendulming back under the canopy. If the canopy is at full flight or slower, it would be very difficult to get the canopy to stall at an airspeed above it's normal stall speed. I do disagree with this. A stalled canopy will hand harder than a non stalled canopy. In a panic situation, fly the canopy and keep it over your head. Derek

I think we've beat this horse to death. Derek

Was it ever known as Southern California International Airport, SCIA? Derek

I've seen 3 different types of slider keepers. 1) Loop of Type 4 around the reserve flap, secured with Velcro, with Type 4 with velcro on it perpindicular to that for securing the slider. (My preference) 2) One of those bungee with a ball on it used to secure tarps to frames looped under the reserve Flap. 3) A tab of either Type 4 or Dacron sewn to a riser, about 2-3 inches from the confluence wrap. Derek

I suppose it would depend on how removing it would be defined. Defined as a monir repair, a Senior Rigger can do it. Defined as a major repair or alteration and a Master Rigger or the manufacturer can do it. Since it doesn't affect the strength or operation of the reserve system, I would call it a minor repair and either a Senior Rigger can do it, or anyone the Rigger supervises. And to clarify, for the cutaway handle, "anyone" is; 1. If you have a parachute rigger certificate or 2. You are under the supervision of a parachute rigger or 3. You are the person jumping with the main parachute or 4. You are the parachutist in command making the next tandem jump with that main parachute Derek

Tuck tabs instead of Velcro and the bottom reserve flap is closed last. Derek

The cutaway handle is not part of the approved system, so anyone can legally remove the embroidery from it. Derek

Was that a yes or no? By 20 feet agl you had better be almost completely out of the dive of weather or not a canopy dives more in wind isn’t going to matter. The question that was; “Here's a question which has bugged me for a while. It appears that when I jump in some fairly strong (yet constant) winds and I am performing a carving front riser turn, I tend to lose more altitude that if I was jumping in low to no winds. Is this something to be aware of, or am I just out to lunch as the canopy will lose the same amount of altitude no matter what the winds are doing.” The answer is no, it doesn’t. There were (are) some skydivers that feel that wind hits the top skin of the canopy, causing it to dive more and that was the theory I was/am attempting to disprove. When the wind speed changes at different altitude, it does have a small effect on the recovery arc of a canopy. When there is turbulence present, it affects the recovery arc of a canopy. When there are thermals present, they can affect the recovery arc of a canopy. When there are updrafts or downdrafts present, they can affect the recovery arc of a canopy. Wind, in and of itself, does not affect the recovery arc of a canopy. Derek

You can order the new BOC w/ the reserve side main pull, then swap it out for the old BOC. Not really any harder than simply replacing the BOC. Derek

Do you believe wind (and only wind) cause a canopy to dive more than zero wind? Derek

It means that if I start my landing hook turn at 500 on a calm day, I start it at 500 feet on a windy day. I deal with turbulence, wind shear, etc as I find it. It may and it may not. The atmosphere is a very dynamic meduim. A hot air balloon can be landed by a form of thermal ground effect. But as a rule, again, wind does not cause a canopy to dive more. Derek