Hooknswoop

Obviously no guarantees, but I put a Stiletto 97 out with a PD 170 and had no problems. I think (best guess) in a dual deployment situation you would be OK. It is best to avoid the situation altogether. Hook

There is a chance of firing a Cypres at wingloadings of 3.0 or greater. I couldn't get a definitive answer out of SSK. Below that I wouldn't worry. Hook

Sounds like your closing loop may be a bit too short. Have a rigger take a look. Hook

Quote I have a Fury 220R w/ Dacron lines in my J4. It has a Safire 189 main, but it used to have a Star Trac 265 main in it. Hook

What reserve do you have? Do have a Cypres? Is your container a J4 or J5? Or is it a J4 with a J5 bag? The J4 is sized for a PD 176, Raven II, Tempo 210, or DM 218, and 190 or a tight 210 ZP main. The J5 is sized for a PD 193, Pd 218, Raven III, or DM 249, and up to 230 ZP main. Hook

Quote The Safire2 is a different animal. Hook

I recently had the chance to demo a Samari 95. Nice, on heading opening. It seemed to fly similar to a Stiletto. I played in deep brakes and I could see the difference the airlocks made, holding in the pressure, helping to keep the canopies shape and resist the stall. I didn't have the oppurtunity to fly it in turbulence, but I can see where airlocks would make a difference. I did a carving 180 front riser turn for landing. Front riser pressure wasn't too high, nice recovery arc, short flare stroke (PD type flare), nice swoop. As a side note, Brian Germain, un-selfishly, spent considerable time (at the Lost Prarie Boogie) teaching canopy control, basic techniques through advanced, w/ anyone that stopped by his tent. He is a tremendous resource for canopy pilots. He is very good at explaining complicated concepts in an easy to understand way. If you can't learn something from Brian, you just aren't trying. Hook

That was Keith and Evette with Tater they actually live near Ft. Carson in CO. You probably also met Me and Kelli since we were hanging at the CO tent next to Big Air Sportz. Although, tater does seem to be the one everyone remembers..."You are who?? Ohh....you're with tater"

Mmmm....Skydiver Blond...YUMMY!! Hook & Skycat

Quote After opening, I loosen the students chest strap and disconnect, loosen, and then re-attach the lower connections on tandems. If I have to cutaway for any reason, I want the lower connections still attached. Hook

make your new one the same length. Better make it a bit shorter, it will stretch. *** It isn't so much that it will stretch, but the knot moving away from the loop under tension until it is very tight and the knot being pulled into the washer a bit that gives the impression that a loop stretched. So by tyeing the knot closer to the loop than the old one, it will end up the same length as the old one after a few pack jobs. Replace your closing loop early and often. It is easy to do and they are cheap/free. If it were to break in free fall..........I watched a reserve closing loop break on opening. One of the reserve groments had a sharp edge and it eventually cut through the loop, launching his reserve PC as his main was sniveling. When replacing closing loops on reserves (every reserve re-pack), I pull the loop very tight, mark it, position the washer and pull it tight again, make sure it is the corect length, then install it. After 120 days, the reserve closing loop comes back and it hasn't stretched. Sometimes the knot will have moved away from the loop a little bit (I can tell because of the mark on the loop), but not enough to matter. Hook

QuotePlastic or metal (I like the metal) inserts make a difference if the risers are twisted. There has also been some research on the excess cutaway cable being "grabbed" by the riser and the tape sewn onto the back of the riser to stow the excess cable. If I was unable to pull the cutaway handle, I would use my hook knife to cut a both front and rear risers, just above the 3 ring, which should allow for an easy cutaway to release the other side riser. There is some things you can do to help prevent hard cutaways: 1. Use the large 3 rings. 2. Don't jump small high performance canopies. 3. Use the metal (or plastic) inserts on the back of your risers. 4. Clean your cutaway cables every 30 days. 5. Massage your 3 rings every 30 days (to prevent them from taking on a "set"). 6. Use hard housings instead of soft housings. 7. If your canopy spins up, cutaway immediately, before it gets worse. 8. Maintain your gear to prevent malfunctions 9. Pack carefully to prevent malfunctions. 10. Have a good body position on deployment to prevent malfunctions. 11. Replace your risers periodically. 12. Inspect your cutaway cables for nicks, kinks, and cracks. Replace your cutaway handle if it is not in good shape. Hook

Demo, demo, demo. A different canopy might be the right choice and not necessarily a smaller canopy. I haven't jumped a Nitron, so I don't know what the recovery arc is like and how it compares to other ellipticals. Hook Hook

Yes, after lengething them (be careful because that will change where your hands ae during the flare) in full flight, pull one tiggle down about an inch. If the canopy turns, the steering lines are still too short. If you don't use your front risers for landing approaches (hook turns) you only need a little slack in your steering lines. Continue lengthening them (as long as you can still flare) until you can pull one toggle down an inch or so without the canopy turning. Rmember that as your spectra lines shrink, you will have to lengthen the steering lines to compensate because the steering line shrink faster than the rest of the lines. Hook

Have her try a front riser turn )at altitude and in clear airspace) w/o the toggle in her hands. If the front risers are easier to pull down, then her steering lines are too short on the 119. The 87 may have have had the steering lines set up for front riser turns. Hook

More energy=longer surf, all other things being equal. You have gotten to the point where at the speeds you are generating, the drag on the canopy makes it "sit back" without any toggle input. The canopy will plane out and even climb after a front riser dive,(I have seen a stiletto 120 do this). The larger the canopy, the slower the speed that it will climb w/o toggle input. On smaller canopies it is impossible to reach the speed that will cause the canopy to plane out w/o toggle input and is refered to as a negative recovery arc. After a dive, it will return to normal, steady state, decending flight w/o first planing out or climbing, then slowing down and finally diving to acclerate to normal full flight speed. The disadvantage, as you discovered, of a canopy that planes out or climbs w/o toggle input after a dive, is that it can result in a bad landing after the canopy climbs, runs out of airpseeds, then dives into the ground in an attempt to regain flying speed. A canopy w/ a negative recovery arc, again meaning it will not plane out or climb with no toggle input, allows for a soft landing, even if the front riser turn was initiated too high. It will simply bleed off airspeed as it continues to decend. Worst case scenario is the canopy bleeds off all the speed from the front riser manuever and you end up with a full flight, straight in approach. No big deal and a lot nicer than the ankle burner the positive revovery arc canopy will give you after having to flare with little airspeed in a dive near the ground. The other, end even more important advantage that a negative recovery arc will give you is that it imposssible to start your front riser turn too high. The canopy continues to dive and again, worst case is that it bleds off all the extra airpseed, that you don't need to land anyway. With a positive recovery arc, initiating the front riser turn too high, even a little, results in a bad landing. People doing hook turns with a canopy that has a positve recovery tend to be in the corner a little to prevent hooking too high. Not the place to be. My thoughts anyway. Hook

93 mph in the dive, 78mph horzontal, w/ 10 jumps on my VX-60. That canopy is only good for going really, really fast. Hook

HHMMM. 310#'s. 550-310=240#'s. I'm 160#'s. 240-160=80#'s. 80#'s for gear and clothes, altimeter, jumpsuits, etc. I could do that (and have (tandem)) if I was still at sea level. AFF is another story. Controlling someone in freefall at those speeds that weighs that much is too much for me. Another factor is what kind of shape you are in. Hook

I would agree your opinion has at least as much merit as mine. So I guess someone or USPA should contact the FAA, not a DPRE, and get clarification for the masses. I also agree that home made dive loops by other than a master rigger (as we recently were recently shown) is not a good idea. What do ya think? Hook

I read the FA's this way: For TSO'd gear (harness/reserve canopy); Major repair/alteration=Master Rigger Minor repair=Senior Rigger Non-TSO'd gear (main canopy, from risers up)=Anyone. If you need a senior rigger's certificate to make minor repairs to non-TSO'd gear, then you would need a ticket or someone w/ a ticket to replace your rubber bands on your main D-bag for you, or to perform the 30 day 3 ring maintenance, or switch out mains for you, or replace your main PC, or even to replace your main closing loop, etc. Hook

PM skycat not hooknswoop this is Kelli and I can't get Derek's account to go away.

Hey hun, Don't give up on yourself or the canopy yet.

I was looking through the SIM's for other stuff and came across this: (FAR 105.45) The "parachutist in command" on a tandem skydive must meet the followinfg requirements; 105.45 a) (1) (iii) Holds a master parachute license issued by an organization recognized by the FAA I was under the impression that the USPA removed the "Novice", Intermediate", "Advanced", and "Master" titles from licenses. Is the "D" license still a master license, meeting the FAA's requirements for tandems? Hook

From: http://www.faa.gov/avr/aam/3150-1b.htm APPENDIX 1. U. S. GOVERNMENT PHYSIOLOGICAL TRAINING FACILITIES Aeronautical Center, Oklahoma City, Okla. Andrews AFB, Md. Barbers Point NAS, Hawaii Carswell AFB, Tex. Castle AFB, Calif. Cherry Point MCAS, N.C. Columbia AFB, Miss. Corpus Christi NAS, Tex. Craig AFB, Ala. DavisMonthan AFB, Ariz. Edwards AFB, Calif. Ellsworth AFB, S.Dak. Fairchild AFB, Wash. George AFB, Calif. Jacksonville NAS, Fla. Langley AFB, Va. Lemoore NAS, Calif. Laughlin AFB, Tex. Little Rock AFB, Ark. Lowry AFB, Colo. MacDill AFB, Fla. Mather AFB, Calif. Moody AFB, Ga. NASAJohnson Space Center, Tex. Norfolk NAS, Va. Offutt AFB, Nebr. Patuxent River NAS, Md. Pease AFB, N.H. Pensacola NAS, Fla. Point Mugu NMC, Calif. Randolph AFB, Tex. Reese AFB, Tex. San Diego NAS, Calif. Shaw AFB, S.C. Tyndall AFB, Fla. Webb AFB, Tex. Whidbey Island NAS, Wash. Williams AFB, Ariz. WrightPatterson AFB, Ohio

Take a look at AC 105-2c and FAR 65.111. It is in the back of the 2001 SIM's. AC 105-2c: 8.A. 8.A.4.a 10.. 11.F. 12. FAR 65.111: 65.111c 65.111c (3) Hook