Hooknswoop

Not to get off- topic, ok, to get off topic, if small reserves are so prone to blowing up, my hasn't my VX-60 blown up long ago? Why don't small mains blow up? I am going to do another test jump this weekend w/ the stiletto 97 and a PD-170. Closest thing to a reserve I can come up w/. Anybody have any input to keep the test honest or make it better? Derek

You should get a breifing anytime you go to new DZ, DZ policies, aircraft/spotting procedures, the landing area, outs and obstacles, etc. The traffic article is aimed more at home DZ stuff. Let's run w/ it though. How about a list of things to look out for and check when going to a new DZ....... Hook

Small main/large reserve combinatins weren't tested. When I said I didn't think they would be interested, I ment in my test jumps and they probably don't want to say X main and X reserves OK and Y main and Y reserve is not. Liability. Hook From the Dual square study from PD's website (a lot of cutting and pasting) The study was undertaken in in an effort to evaluate the ram-air canopy as main and reserve for student use. The army was interested, also, because some of their troops use square main/square reserve equipment. The Army had planned on making about 50 jumps but were only able to do about 10. The canopies used were 288 sq. ft. Mantas with Raven III (249 sq ft.) and Raven IV (282 sq ft.) reserves. On the jumps conducted, the reserve was deployed manually while under a fully inflated and flying main. In late 1992 and into 1993, Scott Smith made an additional 21 jumps using Crickets (147 sq ft.), Fury (220 sq ft.), and Sharpchuter (244 sq ft.). The jumps were performed along the same lines as the Army tests with basically the same results and conclusions. Both of these studies (copies of each are included in this handout), while encouraging, were felt to be inconclusive by the PIA technical committee. Chairman of the committee, Sandy Reid, said that "In order to do a complete study, other canopy combinations need to be jumped such as: large main/small reserve, large reserve/ small main, and small main/small reserve." "In addition, we need to consider factors such as line lengths, zero porosity fabric, and wing loading." conclusion: Use great care to choose proper equipment. Choose a reserve that is similar in size to the main canopy. 2. conclusion: Use great care to choose proper equipment. Choose canopies that are not drastically different in size. A general rule of thumb is to choose a reserve that is similar in size to the main canopy.

You had it right, time savings. Depending on your container, the riser covers may or may not hold cutaway risers in place, preventing the small chance of the reserve snagging one of them on deployment. Hook

Facts: I worked there for 16 months, 7 days a week. I have watched a non- A & P mechanic perform maintenance on the otter He did nothing to the TDM I for the tdm failing to completely hook up his passenger. We was fired months later, after being caught on the way to the door w/ all 4 connections made to his student. The Cessna pilot does not have a commercial rating and it is illegal for him to fly jumpers for hire, even if he is not being paid. There has been, on more than one occasion, more than 23 jumpers on board the otter. There are only 23 seat belts. Twice, the otter has had to either brake hard or veer to avoid a jumper landing on the runway. the jumper has the right of way. Steve claims to be an AFFI, he is not I have video of him doing AFF He asked me to take an AFP lvl 2 student (Tim). I refused so I was told that I could no longer teach part time at ssl. And until a new instructor came out there, no other instructor would take him either. that was the last time I instructed out there. The tach on the cessna was diconneted for months to avoid clocking time so the 100 hour inspection wouldn't have to be done. The DZO told a tandem I to take a suicidal passenger or he would be fired I and another instructor were reprimanded for riding the otter down w/ 2 AFP students because we would not take a GPS spot w/ a solid cloud layer at 4,000ft. The DZO was upset because the he lost money and we would not take the GPS spot. he wanted the dz policy to be to exit w/ the students, regardless of clouds The DZ routinely drops through solid layers of clouds These are facts. Someone thinking a incident happened at spaceland that didn't had nothing to do w/ my posts, he thought fentress was spaceland. Hook

That sounds like a very good idea. Kinda take the pulse of the landing area. Hook

What is the difference between DZ bashing and standing up and saying "Hey!, this isn't right!" ? If I know what is going on and do nothing and something happens, am I partially responsible? if you see something unsafe, but say nothing and that person is injured/killed and you could have at least tried, what does that make you? I don't have a personal vendenta, but if I don't stand up, who will? Hook

A company of Marines were setting up camp for the night on the edge of a river when a lone Army private starting yelling insults across the river. The Marine commander told one of his marines to swim across the river and kick the hell out of the private. Well the marine swims across and goes back into the bushes. There is a ruckus and the lone private walks out of the bushes laughing, loaded w/ more insults. The Marine commander gets pissed and sends a squad over to handle the private. They go back in the bushes and there is an even bigger ruckus and the private walks out of the bushes again laughing and shooting insults across the river. The marine commander gets really pissed and sends a platoon of marines across the river. well all hell breaks loose, trees are falling over and the marine commander could hear screams. One marine drags himself out of the bushes and barely manages toi swim across. the marine commandere runs up the marine and yells "what is it son?, what happened?". The marine responds "sir, it's a trick......there is two of them". Ha Ha ha, jar heads :-) Hook

the prop strike accident was at San Marcos. ssl had a jumper hook turn in seriously injuring himself. Hook

Depending on what aircraft you normally jump from, you may be used to several other canopies sharing the sky near you, or haven’t even seen someone else in the air with you. Dealing with traffic is two-fold. First fly predictably, this will allow others to know where you intend to fly and leave room for you. Second, watch other canopies and try to predict where each canopy intends to go. Plan your approach and landing to accommodate others and be prepared to modify your approach plan as people don’t do what you think they would. A universal signal to ask if someone sees you under canopy is to kick your legs. If the other jumper does not kick their legs back, they do not see you. Give them extra room. Even if they do kick their legs back at you, continue to keep an eye on them, just because they see you now, does not guarantee they will keep track of you. If you are working on a particular canopy skill, do a solo hop and pop. Not having other traffic in the air with you allows you to focus completely on flying your canopy without distractions. Situational awareness is the key. Hook

It is a great reserve, built strong. I had a reserve ride on a Furry 220R this weekend, the Firelite's big brother. Great opening and good flare. Interesting to note that the furry, and I'm sure the Firelite reserves don't have stabilizers. Hook

The length of the steering lines can drastically affect how a canopy flies. High performance canopies are affected much more than lower performance canopies. All canopies should have some slack or a slight bow in the steering lines. If the steering lines are too short and pull down the tail of the canopy during full flight, even slightly, the canopy is flying in brakes. If the canopy is flying in brakes, it will not have as much speed to trade for lift during the landing flare. Over time the steering lines shrink as a result of friction from the slider during opening, as much as 6 inches in extreme cases. New canopies or line sets adjusted to have no slack in the steering lines will begin to fly in brakes as the control lines shrink. To maximize the performance of your canopy it is necessary to understand the construction of the steering lines. The steering lines on a canopy are made of several parts. The upper control lines, usually four or five lines cascade or split at the top of the central control line and attach to the tail. The central control line attaches the upper control lines to the lower control line. The lower control line attaches from the finger-trapped loop (for setting the brakes) at the bottom of the central control line to the toggle. The lower control line is where your rigger can make adjustments. If you do not use your front risers, adjusting steering line length is a fairly simple process. To check your control lines, pull one toggle down an inch or two while watching the tail of the canopy in flight. The tail should not move and the canopy should not turn. If it does, your lower steering lines need to be lengthened. Make small adjustments, no more than an inch at a time. This may require several adjustments. It is better to be an inch too long than an inch too short. Once you find the correct length, have your rigger finger-trap and bar-tack the lower steering line to eliminate the knot next to the toggle which can hang up on the guide ring. Periodically check the steering lines to see if they have shrunk and need to be lengthened again. Micro-line can shrink 4 to 6 inches or more over its life span. Vectran tends not to shrink with wear but is not as durable as Micro-line. If you use your front risers, adjusting steering line length is more complicated. Having enough slack in the lower steering lines on a high performance canopy is more critical to how the canopy will fly. In a front riser turn you are pulling the toggle down a little with the riser and there has to be some slack to prevent pulling down the tail. If the tail of a high performance canopy is pulled down even a little when front risering, the riser pressure will be much higher and the recovery arc (the amount of altitude required to get back under the canopy) will be shortened. To check if the steering line is long enough, clear your airspace, do a full 360 degree front riser turn (keeping the toggles in your hands), and watch the tail of the canopy. As the speed increases, the drag on the control line increases and if there isn’t enough slack, the tail will be pulled down. You need enough slack so that the tail won’t be pulled down while pulling the toggle and the riser down at the maximum speed of the canopy. you can also pull one front riser down, with out the toggles in your hands and compare the riser pressure. If the pressure is the same as having the toggles in your hands, then the steering lines are not affecting front riser performance. Again, make small adjustments no more than an inch at a time and have your rigger finger-trap and bar-tack the lower control line once you have them adjusted correctly. With the steering lines correctly set you can get the most out of your canopy. Hook

Mike- why is how steve treated me and others and how he runs the DZ not open for discussion? I did not bring up, nor attribute the accident to ssl. These are not personal issues, they affect everyone that jumps at ssl. Everything I have said is true and things should be changed. I couldn't change them from the inside, but maybe if people know the story, things will change. If everyone does not know these things, it will never change. No one has claimed that I am wrong. Scotty and Tami are just the latest casualties. They are good people and didn't deserve to be treated this way. Hook

Alos, dragging your rig across the packing room floor when pack (stowing the lines) is hard on the risers and rig. So for longer riser/rig life, don't drag your rig or let your packer drag it. Hook

Sometimes the TRUTH hurts Ka-Chink! ( *Reloading my 105mm Howister* ) :-) Hook

I just hate to see people get away w/ crap that they shouldn't. From hoop (not an A & P) doing maintenance on the jumpships, to the DZO doing nothing when a TDM I exited to aircraft w/o the top 2 connections to the student connected, to the DZO telling a TDM I take that suicidal passenger or you are fired to staff rates being $15.00 and an 8 way team paying $87.50 for 9 slots, the Cessna pilot not having a commercial rating, and then having people say what a great guy and a great place it is kinda pisses me off. It is fine if you like the place, just don't kid yourself. SSL does things anuway they want to and generally that means making max $$$ even at the cost of safety, the rules, or the right thing. Hook

I tried, sent the DZO a nice letter saying basically lets let bygone be bgyones. He didn't reply. Hook

He also thinks he is an AFFI, newsflash, he isn't. Check ssl's web page and look at his bio, then ask uspa if he is an AFFI, they will tell you he isn't. I have video of him doing AFF. ssl is ALL about the $$$. Hook

Of course it is a business and he would be a fool not charge money for services, but $5600.00 for a Javelin, cypres, Sabre and a PD reserve, c'mon. Oh, ya, and $85.00 to assemble it, $65.00 of which goes to the rigger. The DZO has no regard for the rules. Hook

I don't know what image he is trying to portray. SSL is all about the $$$. I now, I worked there, full time, for 16 months. He probably has found a way to make more $$$ off of food concessions. Scotty and I always got along and I already iss hanging out w/ him and listening to his stories. Why did the DZO say I couldn't teach there part time anymore (2nd weekend after quiting full-time) for refusing to take an AFP LVL 2 w/ a 300 lb exit weight that no other instructor would take? Hook

Rumor mill says it is because the DZO says they "don't fit the image he is trying to portray for Skydive Spaceland". Translation=he doesn't need them anymore. Hook

Something else to consider: The larger risers w/ the mini-rings offer no more mechanical advantage than the mini risers w/ the mini rings. Since mini risers don't seem to be breaking these days, the decision on which risers to get is how much mechanical advantage do you want on your 3-rings. The larger rings should (all others things being equal) result in a lower pull force on the cutaway handle. Since the vast majority of people flying small, high performance canopies have mini risers and aren't dieing from hard cutaways, lighter wingloadings should be safe under mini risers. Maintain your 3-rings according to the manufactures instructions, keep your cutaway cables clean, and check into the metal inserts that protect the excess cutaway cable in the back of the risers. It is amazing to me when I hear people say "it took both hands to cutaway and it was still hard" and I look at their cables and they are more black than yellow. I have peeled the velcro off the cutaway handle and picked up a rig by the pillow. Not a small rig, but a Javelin, Sabre 190 and PD193R. The cables were black. I cleaned them, massaged the 3-Rings, re-assembled it and the cables came back out w/ very little effort, the rig didn't move on the floor. Hook

If you have nothing out, not even a PC, pull your reserve. There is no risk of having the main deploy if you experienced a hard pull, and pulled your reserve. Wethere or not to cutaway from a PC in tow is still up for debate w/ both sides having valid points. I think that one is a personal decision, just make the decision now so you are not trying to decide at 110 mph, 1500 ft from the ground. Your best bet is to avoid the hard pull/PC in tow situation altogether. What I recommend to students to if they have a PC in tow is to fire the reserve, and then cutaway once the reserve is deployed, so that if the main begins to deploy, it will release cleanly. Personally, because of my canopy choices, I would cutaway from a PC in tow, after attempting to reach back and pull the pin. Hook

No- contact hand signals, side sliding, fall rate control, pull sequence (tap altimeter, pull signal, 2 attempts to get evaulator to pull, tap/pull dummy handle), stopping a spinning evaulator, and combinations of these. Hook

If they are flying together in a side-by-side, either don't change anything or cutaway if it will clear. Releasing the brakes on the slower canopy MIGHT stabalize a slightly unstable configuration, or might make it worse. Just like any other malfunction the best course of action is to avoid the malfunction in the first place. Watch your altitude (this will prevent a 2 canopy out situation if you pull low and have an AAD) and close you container and route your PC bridle correctly. If your PC hangs up (either mis-routing or too tight of a closing loop) and you fire your reserve, it is possible that the reserve freebag leaving will give the main conatiner more room, allowing the main to deploy= 2 canopies out. Hook