Hooknswoop

OK, that explains it, thanks. Hook

I mean the post with the pic. The pic clearly shows the canopy out of the bag and the "G" graph hasn't hit a peak. You said: But this isn't consistant with the video. Just looking for clarification. Is the graph not quite in synch with the video? Hook

Dan- Could you reply to my post, the one w/ the pic attached?, http://www.dropzone.com/cgi-bin/forum/gforum.cgi?do=post_view_flat;post=314679;page=2;sb=post_latest_reply;so=ASC;mh=25; Thanks Hook

Para-gear doesn't list the tensile strength of Type IIA, but using: Type II, 4 inner strands (core material), 400 lbs. Type III, 7 inner strands, 550 lbs. Then there is an increase of 150 lbs. for 3 strands, so each strtand is 50 lbs. For type III then, 7 X 50 = 350 for the strands and 200 lbs. for the sheathing (Type IIA) To double check that with the Type II: 4 strands X 50 lbs, = 200 lbs. for the strands and 200 lbs. for the sheathing(Type IIA). So, it looks like type IIA has a tensile strength of 200 lbs. Type IIA, Spectra, Dacron (I don't like using Dacron for main closing loops), all sorts of line is used for main closing loops. I use Type IIA and have never had a problem. Replacing the loop when it gets worn is important. The binding tape (Type III) used for pull up cords is very abrasive and can wear through a tight closing loop very quickly. Spectra is fine, just make sure the washer you use is the correct size because the knot can be smaller with a Spectra loop and get pulled through the washer and grommet. Always keep extra closing loops handy, so that when you notice your loop is worn, it is easy to replace. If it is a hassle, it is too easy to put off replacing it. Edit to add, Cypres reserve closing loop material is rated to 180 Kp (X 2.205 = 396.9 lbs.) and is made of polyethylene. Hook

Any friction from a cut loop would be negligible. I don't have any idea why manufacturers put the cutter where they do. I'm sure Bill Booth could give a great answer though. Hook

The Mirage and the Vector III/Micron have similar reserve systems (different PC's). Two flaps (top, bottom) close on top of the free-bag to serve as a launching surface for the PC, the the PC gets compressed, the four more flaps (sides, bottom, top) I think the farthest launch of a PC I've seen was out of a Mirage. Of course it doesn't really matter if the PC launches 30 ft, it only has to clear the jumper's burble and inflate and it will out-run the spring launch speed (acclerate). I don't think more flaps causes a poor PC launch. It doesn't complicate the reserve closing process either. The flaps are numbered, the instructions are clear, and you can see even after the reserve is closed if they were closed in the correct order (except for the first two flaps). I think the whole pointof the exposed, "pop-top" reserve PC was so that the PC didn't have to push through flaps. If there is a time to bridle stretch difference, it can't be much. I think any advantage in time to bridle stretch is out weighed by the dis-advantages of a pop-top. It is interesting to note that my old XRS and my J4 both had the same size reserve PC. My XRS PC was lifting a 109 sq ft reserve, while the J4 is lifting a 220 sq ft reserve. There is a noticable time difference to bridle-stretch with the much heavier reserve. All container manufacturers (as far as I know, never seen anything different) use the same size reserve PC for each different size container they build, i.e. all Talon2 containers have the same reserve PC, regardless of the size. I think it has to do with developmnent costs, right now they TSO one size, and the entire line is TSO'd. If they used a different sized PC for each container, they would have to TSO'd each size with it's different size PC. Got sorta side-tracked, but in conclusion, no I don't think more flaps causes a slower reserve deployment. Hook

It looks like the jumper is at terminal, his clothes are flapping pretty good and you can see the line on his right leg where his skin is being pushed back. But there is a large change in perspective between the two shots. In both shots, it looks like the camera is very close too the base of the PC. The camera-man didn't pull for the guy, or if he did, the cameraman continued on in free fall. Would a fish-eye lens, zoomed in a bit produce this type of shots? From the view, he looks to be between 4 and 5k ft. It also looks like the jumper's body position changed quite a bit between the container coming open and two or three stows coming off the bag. Awfully slow deployment. In the second shot, the bridle is curved back to the jumper's feet. It almost looks as if the camera-man "caught" the PC (I can't imagine how) the back slide and popped up to get these shots. Maybe the jumper handed off the PC to the camera-man who then used his wings to get the shots. Maybe it wasn't planned and the camera-man was trying to get clear and got beaned by the PC. Good puzzle. Hopefully we will get a good story to explain it. Hook

Most of the current container/harness systems manufactured today are durable. I recommend a container built of Cordura for the most durability. What is the most comfortable chair you have sat on? Comfort is subjective, what may be comfortable to someone else isn't comfortable to you. The only way to determine if a container/harness system is comfortable to you, is to try one on, the same size container, packed with the same size canopies, with the correct size harness. They all work. I like the reserve system on the Mirage the best, followed by the Javelin and Wings, then the Vector III/Micron. The Mirage and the Vector III/Micron have the best riser and pin protection that I have seen. Hook

Right, but if the same person owns all the companies, the profit is the same. $45.00? Who pays $45.00 for a tandem? Hook

It looks like the guy threw the PC, from how his right hand is positioned. Hook

It almost looks as if the camera was attached to the PC bridle. Unless the cameraman had some speed, I don't think he could have gotten out of the way in time. It doesn't take long to get to line stretch. It looks like the camera took the shot as he hit bridle stretch, so maybe he had it rigged for the camera to be activated by the PC bridle...... Neat shot. I would really like to hear the story behind it. Hook

When I was safety diving at the NBL full-time, Johnson Engineering's health plan was through Aetna US healthcare. If they cover SCUBA injuries, they might cover skydiving injuries as well. Don't know if this helps.... Hook

Maybe you should relax and read Bill's post again. Then maybe you should apologize to Bill. In my experience, most (not all) DZO's are concerned with the bottom line more than anything else. If an instructor gets in more students jumps a day by pushes safety limits, cutting corners, etc, they make the DZO more money. If the instructor doesn't, then the DZO hires more instructors, and then there are less students to go around and the instructors make less money. At some point the good instructors leave because they aren't making enough money and are replaced by the money-makers. Why do you think the AFFCC was changed at the same time there was an instructor shortage in the U.S.? DZO's didn't want to pay more and treat the instructors better, so they made it easier to become an instructor. Keeping the pool of instructors big allows DZO's to keep pay small. The instructors that want to make decent money without compromising their integrity, find themselves in a untenable situation. Generally speaking, someone that is professional, experienced, qualified, and performs well expects to paid well. Most high-speed instructors won't stay full-time for long, once they realize the choice they are faced with: make less money or compromise their standards. So they quit. Why should a high-speed instructor take a vow of poverty? The job is difficult, and possibly dangerous. The hours are long and the benefits are next to nil. No retirement or medical/dental/eye insurance. No paid days off. They generally aren't even employees. Piss off the DZO and you are gone. The DZO feels they need another instructor? That means a pay cut to you. No, most high-speed instructors will go and make real money at a real job and maybe teach a little on weekends. Hook Hook

$15.00, parts (new BOC pouch) and labor (installing the new pouch and removing the old ROL velcro). Hook

Oops, sorry council, I guess I should slow down. True, you don't have a lot of time, but if you don't have enought ime, you are pulling too low. If you discover you have a hores-shoe mal at pull time and can't get the PC out of the BOC, you have to cutaway and pull the reserve. So if you are so low that you don't have time to attempt to pull the PC, cutaway before pulling the reserve, you should pull higher. Hook With today's high performance canopiues, not cutting away may create a larger problem than cutting away from a PC in tow.

A hard pull or missing handle does not "require" not cutting away. If you have a hard pull, cutaway and then pull your reserve, what difference does it make? The reserve will open and you will land. Councilman- getting out at 2000 ft unstable was the second mistake. The first was not preventing the PC in tow, they are preventable. As for the PD/Army study, that was done w/ large, student-type mains and reserves. Not applicicable to small-small, and small-large mains and reserves. Personally, I would cutaway from a PC in tow. I do not want to find out if my VX-60 and MR-109-M would entangle or not. Hook

http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=322903;sb=post_latest_reply;so=ASC;forum_view=forum_view_collapsed;;page=unread#unread This thread is an example of what I mean. It is true that 4 months can be too long if a jumper really trashes their gear, but it seems OK for the average jumper. Generally 4 months is soon enough to catch any problems before the jumper puts a lot of jumps on it. 4 months is too soon for some gear and not soon enough for other gear. I think if the gear was taken care of, a 6 month re-pack cycle would be better, but I see so many things wrong with gear when it comes in for a 4 month re-pack. Jumpers either don't know or don't care enough about their gear. Hook

An in-date reserve is proof of a re-pack. Whether or not it is forged or falsified is another matter. Hook

I would prefer to re-pack a reserve once every 6 months, instead of every 4 months and make less money. 60 days for silk reserves. The problem is maintence. Jumpers either don't know or don't care when something on their rig needs to fixed/replaced until their rigger points it out to them. Jumpers will expose a rig to "water, oil, etc", and continue jumping it without a second thought. I think the issue is not whether a rig will work after 5 months and 30 days of being packed, but after that time, how much needs repairing. these days, that could be 600+ jumps on a rig. Cypres beteries need to be replaced after 500 jumps. How many jumper keep track of how many jumps they put on their cypres batteries so that they will replace them after 500? (If they get to 500 before 2 years). I get rigs all the time with the batteries due for the 2 year replacement and the owner had no clue that they were due, much less how many jump were on them. I won't pack a reserrve if the cypres batteries are due in less than 4 months without replacing the batteries first. Why? because i can't trust the average jumper to bring the rig back to get the batteries replaced before they are due. If the re-pack cycle was 6 months and the batteries are due in 5 months, what do you do? Losing 5 months of battery life would suck. The fact is, too many jumpers do not take good enough care of their equipment to extend the re-pack cycle to 6 months. Some do, but that is enough justification to extend the re-pack cycle. Heck, I think a lot of jumpers wouldn't bother getting a re-pack if manifest wouldn't let them get on the airplane without an in-date reserve. Hook

From FAR Part 105, note (a), 1., iii §105.45 Use of tandem parachute systems. (a) No person may conduct a parachute operation using a tandem parachute system, and no pilot in command of an aircraft may allow any person to conduct a parachute operation from that aircraft using a tandem parachute system, unless -- (1) One of the parachutists using the tandem parachute system is the parachutist in command, and meets the following requirements: (i) Has a minimum of 3 years of experience in parachuting, and must provide documentation that the parachutist -- (ii) Has completed a minimum of 500 freefall parachute jumps using a ram-air parachute, and (iii) Holds a master parachute license issued by an organization recognized by the FAA, and (iv) Has successfully completed a tandem instructor course given by the manufacturer of the tandem parachute system used in the parachute operation or a course acceptable to the Administrator. (v) Has been certified by the appropriate parachute manufacturer or tandem course provider as being properly trained on the use of the specific tandem parachute system to be used. (2) The person acting as parachutist in command: (i) Has briefed the passenger parachutist before boarding the aircraft. The briefing must include the procedures to be used in case of an emergency with the aircraft or after exiting the aircraft, while preparing to exit and exiting the aircraft, freefall, operating the parachute after freefall, landing approach, and landing. (ii) Uses the harness position prescribed by the manufacturer of the tandem parachute equipment. (b) No person may make a parachute jump with a tandem parachute system unless -- (1) The main parachute has been packed by a certificated parachute rigger, the parachutist in command making the next jump with that parachute, or a person under the direct supervision of a certificated parachute rigger. (2) The reserve parachute has been packed by a certificated parachute rigger in accordance with §105.43(b) of this part. (3) The tandem parachute system contains an operational automatic activation device for the reserve parachute, approved by the manufacturer of that tandem parachute system. The device must -- (i) Have been maintained in accordance with manufacturer instructions, and (ii) Be armed during each tandem parachute operation. (4) The passenger parachutist is provided with a manual main parachute activation device and instructed on the use of that device, if required by the owner/operator. (5) The main parachute is equipped with a single-point release system. (6) The reserve parachute meets Technical Standard Order C23 specifications. §105.47 Use of static lines. (a) Except as provided in paragraph (c) of this section, no person may conduct a parachute operation using a static line attached to the aircraft and the main parachute unless an assist device, described and attached as follows, is used to aid the pilot chute in performing its function, or, if no pilot chute is used, to aid in the direct deployment of the main parachute canopy. The assist device must -- (1) Be long enough to allow the main parachute container to open before a load is placed on the device. (2) Have a static load strength of -- (i) At least 28 pounds but not more than 160 pounds if it is used to aid the pilot chute in performing its function; or (ii) At least 56 pounds but not more than 320 pounds if it is used to aid in the direct deployment of the main parachute canopy; and (3) Be attached as follows: (i) At one end, to the static line above the static-line pins or, if static-line pins are not used, above the static-line ties to the parachute cone. (ii) At the other end, to the pilot chute apex, bridle cord, or bridle loop, or, if no pilot chute is used, to the main parachute canopy. (b) No person may attach an assist device required by paragraph (a) of this section to any main parachute unless that person is a certificated parachute rigger or that person makes the next parachute jump with that parachute. (c) An assist device is not required for parachute operations using direct-deployed, ram-air parachutes. §105.49 Foreign parachutists and equipment. (a) No person may conduct a parachute operation, and no pilot in command of an aircraft may allow a parachute operation to be conducted from that aircraft with an unapproved foreign parachute system unless -- (1) The parachute system is worn by a foreign parachutist who is the owner of that system. (2) The parachute system is of a single-harness dual parachute type. (3) The parachute system meets the civil aviation authority requirements of the foreign parachutist's country. (4) All foreign non-approved parachutes deployed by a foreign parachutist during a parachute operation conducted under this section shall be packed as follows -- (i) The main parachute must be packed by the foreign parachutist making the next parachute jump with that parachute, a certificated parachute rigger, or any other person acceptable to the Administrator. (ii) The reserve parachute must be packed in accordance with the foreign parachutist's civil aviation authority requirements, by a certificated parachute rigger, or any other person acceptable to the Administrator. Whenever someone calls the USPA "D" license a "Master" parachutist license, people are quick to correct them that USPA dropped the "Master" from the license. So either 1) The USPA "D" license is a "Master" parachutist license, or 2) there are a lot of illegal tandems going on in the U.S. everyday. I have to go w/ option 1). Not that I know anyone that really cares, nor do I care what the license is called, just an interesting side note. Hook

I think the point of the "jumpmaster" feature, is that it calculates the HARP, makes it a waypoint, and then points the JM to the HARP. It does the work your PP presentation explains how to do. It takes values for winds aloft, type of dive (HALO, HAHO, and STATIC), K values for FF and Canopy, exit altitude, opening altitude, foward throw, etc. BTW- 150m (492.3 ft) forward drift from a jumpship w/ a jump run speed of less than 120 kts seems awfully high. Hook

http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=131990;search_string=quad%20cell;#131990 This is from April. Hook

So I just got a new toy, a Garmin Etrex Vista. I was asking about GPS's and wing suits and some software was mentioned. So I went to Garmins web page and looked for updates. My GPS came w/ ver 2.40. Ver 2.50 was avaiable for free download and included a "Jumpmaster" feature: http://www.garmin.com/manuals/236.pdf I think it is mainly for military use, but it looks cool anyway. Hopefully I will be able to try it out this weekend, putting in the winds aloft, etc and see what I get. Hook

I just got a Garmin Vista also. Thanks for the link. Found this: http://www.garmin.com/manuals/236.pdf On the Garmin site, a "jumpmaster" feature. Hook

Does anyone use a GPS for wing suit flights? What type/settings and mounting location/type do you use? How well does it work? Hook