fcajump

Tom Sullivan (blind since infancy) did (does?) skydive as well. Can't say I'm in favor of it, but I'm sure it can be done carefully with steps to minimize risk. JW Always remember that some clouds are harder than others...

Just got a chance to watch the vid. Don't much care who he is... IMPO, its wrong and should be pointed out. The rig and the ground won't care who he was either... Its not the last 10,000 jumps you survived that matters, its surviving the next one. I've got 20+ years, and if you see I've got a problem with my rig, say/ask something. (yea, be polite) Other than politeness, I don't care what experience you have (or don't have). One or both of us might learn something by your asking. JW Always remember that some clouds are harder than others...

I was taught to pack them by opening the bag and mating the velcro last. And that's how I did it myself. However, every packer and most DZ's I've seen either sews them or leaves them velcro'ed. First - that just like they do every other rig... yea its bigger, so what...? Quicker to do it the same way instead of having a special method for this one brand. Second - velcro is a high-wear item. if you don't sew up the sides, you're going to be sewing new velcro on the D-bag on a regular basis. OR (worse) you won't maintain it correctly and you'll be dealing with a D-bag that likes to slump open on the sides. Something I've noticed with Strong is that they design gear with the assumption that it will be properly maintained. Items like velcro and spandex are GREAT for the purpose, but can cause problems when not replaced when worn out. Even closing loops on PEP's are not replaced regularly enough. Personally I do not fault SE with this and the issue is not limited to SE gear, rather I fault the owners and riggers that don't take the time to repair/replace worn stuff before it becomes a problem. JW Edited to add - I don't have any problem with people who leave the D-bag sides closed and/or sew them shut. I found it easier to open them up when dealing with a slick/new canopy, but that's just me. Always remember that some clouds are harder than others...

Advice #1 - let her pick it. Imagine the rig she would pick out for you (assuming she knows only as much about jumping as you know about her sewing). If you insist on not following advice #1... I recently got a Brother SE-400 which is in your price range. Only have ~20 hours on it, so can't speak for the expected life. It has handled 'E' thread for light work, has a fairly large stitch pattern selection, has a quilting foot for free-hand work and embroidery hoop attachment. 90% of what I wanted iit for is the embroidery features, but also nice to have a generic, light weight portable machine (compared to my rigging/industrial machines). Just remember, I tried to tell you #1 first JW Always remember that some clouds are harder than others...

Not directed at Robin, just a few observations/thoughts related to the discussion. First, I don't think most AFF instructors will adopt FTL as it removes from them several "perks"... - no tiny canopies/HP... you need to be able to stay with the student's canopy. - no hooks/swoops/720's... unless that's what you want the student to follow along with... - no rushing down for the next load. - maybe you even have to walk in from the student field. That means that you're working 100% of the dive/flight, not just the freefall portion. While I was raised on radio, the notion of FTL saved my A$$ on a single-instructor dive when we got out very long. (nothing but woods between us and home) My instructor openned high and got in front of me, then turned and spirled down over an open field. I saw where the instructor was headed, followed him down to a safe landing. A few years later I watched as another student flying a DC-5 was left by two AFF instructors a mile out over woods as they flew flat out over the same woods to make for home. She had no one (but me) to show her that her canopy wasn't going to make it and get her to the field away from the high-tension lines. The difference - my instructor was raised to teach at all times, her instructors stopped being her instructor once her canopy openned. JW Always remember that some clouds are harder than others...

Sorry to hear that. Some lessons are learned at great cost. Do you have a reference to the incident write-up? JW Always remember that some clouds are harder than others...

I just wish someone had pointed that out 1000 jumps ago... Always remember that some clouds are harder than others...

Yea... you keep telling yourself that... I'm not alowed any more until I find a new place for them... no basement, barn, shed or other... the 301 and double are in one bed room, the class 6 and bartacker are in the dining room (another bar-tacker in the garage) and the new embroidery machine on the kitchen table (which, btw, does a light-weight 308 stitch!! ) JW Always remember that some clouds are harder than others...

Yes. Especially if you insist that your leg straps are snug around your leg... Many manage with too short MLW's letting their leg straps make up for the difference. But if you tighten the leg straps down properly, you don't have that... Now, somewhat hunched-over with a tight MLW you tell your back that it needs to arch... How you gonna do that without putting additional compression on the spine? Openning shock is bad enough, hard landings are going to happen, but this is a long time problem you can avoid. JW Always remember that some clouds are harder than others...

Due to the (assumed) age, many US riggers will not service it. Due to the (relative) wieght, bulk and lack of comfort (compared to the modern sport-pilot emergency parachutes on the market), it would be less appealing to most pilots. My _guess_ is that you will ask $1500-$2500 for it, but not get it sold until you ask

If that's how it's actually done at dropzones in your observation or experience Robin, then that is not only just a shame, it is, IMO - WRONG. Sure, if you predicate your argument just strictly based upon that model or premise - you win - hands down. But this is clearly not the best, let alone what should be even accepted as any "industry practice" for student radio procedure/ops. Surely no-one would actually advocate that. I am of mixed feelings on radio & radio use / perceived possible dependency. I can actually see both your points, and I know I have posted on this in much greater detail (than I care or have time right now to get into here) before elsewhere. I think I may have even myself somewhere once, actually even started a thread, with very similar title. I will either find it and reference it, or weigh-in with my experience examples on more proper radio protocol procedures I've observed, later. But this example given, is just plain - sad. Disappointing to say the least, if anywhere this is truly, some(s) actual practice. P.S. - Quick Edit to add: I take exception at your comment / premise that: "this is precisely what every "AFF" instructor does..." Robin, I am an AFF instructor, and this is *NOT* what I do! ...Nor is it what any other AFF instructor I either work with, or have recently observed at several dropzones I've experienced does in fact and/or in practice either! When I was a SL student (1990) radios were the normal, but at my DZ there was a designated ground-radio instructor for each load with a list of the students and what they were jumping. It was also STRESSED that radios fail and the instructors tried to keep their instructions minimal and only as needed. A DZ I was at later did something that made me very uncomfortable with their AFF students... not only was there the drop low and rush to get the next student after dumping the last, the radio instructor WAS one of the AFF instructors... they would land as quick as possible, pull the radio out of their jump suit and then look up at the 2-4 students already under canopy and try to talk them all down. This system was made worse by the student canopies all looking the same and made no allowance for the occasions when the instructor landed off... I think its a good 1st jump instruction aid (it helped me wake up to what was next on my first jump) but must be kept from being a crutch to either the instructors or students. JW Always remember that some clouds are harder than others...

Personal opinion... get a container that fits you (yoke) and then get the manufacturer to reharness to your measurements. If you're going to stay in the sport for any length of time (or number of jumps) it is hard on the shoulders/back to be trying to arch against a too small harness. Which gives first (over time) joints or webbing? Yes, you can leave the harness looser, but then how secure are you in it? Just sayin', JW Always remember that some clouds are harder than others...

There are several possible causes (too smooth hardward, misinstalled hardware, webbing issues being several) that have been studied by the manufacturers. I agree with the others, first step is to have the hardware and webbing checked by a rigger or the mfg. Additional layer of fabric (installed correctly) and add-on hardware springs are a couple possible solutions. Each have their potential problems as well. Talk to the rigger/mfg. JW Always remember that some clouds are harder than others...

Agreed that it is definately something to consider. I would suggest there are several items to think about here... Arm incapacitation - If you are likely to ONLY have a problem with one arm, then... how practiced are you on flying this canopy one-handed. how survivable will the landing be if you try it with brakes still stowed. how about if you flare one handed and don't do it right (or fully)? Additional incapacitation? - Is the cause (or result) of what ever messed up your arm likely to affect your head too? Were you hit in the arm and head by another jumper? Is the pain/blood/etc in the arm going to overload your adrenalin and incapacitate your ability to do what needs to be done? NOW how do you think about landing your main? Is your reserve any better? Is it worth the added risk of cut-a-way and reserve deployment to get a bigger/docile canopy? Is the stress of one-handed cutaway and another opening shock going to cause additional incapacitation? Finally - remember if you choose to unstowe one-handed, you are very unlikely to be able to undo that choice... I doubt you can restow them one-handed if you decide that you're not up to it. Preparation for this: 1. practice (up high, in clear air) flying/flaring your canopy one handed. May teach you how to, might convice you its a bad idea. 2. practice (up high, clear air) flying with brakes stowed, especially if you think this is what you'd choose to do. While I would suggest seeing how your canopy flares this way too... (of other reasons) that won't help you in your one-handed, brakes stowed landing... 3. Get a reserve that has a good chance of a survivable landing if you are incapacitated. (This normally has the added benefit of being a more agreeable one-handed or brakes stowed or tight out or unconcious condition canopy.) 4. Maybe even get a more docile main canopy for those jumps when you are with lots of people, or newbies or specialty jumps. Just my $.20 worth JW Always remember that some clouds are harder than others...

or this (sorry Henny) \ I liked the picture Parachutist put in one of their April issues of a Norman Kent (I think) wearing a helmet setup with full IMAX camera... Always remember that some clouds are harder than others...

The pictures he linked were from a climber, that apparently put his finger in a bolt hanger just as he was jumping down and the ring caught. A good frield (retired Marine) knows personally of a jumper who left his wedding ring, finger and most of the supporting tendons in a C-182. He WAS also wearing gloves at the time... the ring caught on the door frame through the gloves. So... can happen. As to the hoodie, don't personally know of anything happening with them, but I suspect that if long hair can be a problem, a hoodie could too... JW Always remember that some clouds are harder than others...

I suspect that Harry's language was a bit more colorful than that Glad everyone was OK... JW Always remember that some clouds are harder than others...

I travel and visit other DZ's most any time I can... Especially as a newer jumper, recommendation #1: Leave the gear/log book/skydive T-shirts/etc in the car. When you get there, shut your mouth and open your ears/eyes. How do the locals behave, what's the pilot doing between loads, how are loads flown, how is the landing patern behavior? Then, if things look good, and you haven't yet been approached, introduce yourself and inquire about making a jump. You can learn much by watching/listening, and often pick up on stuff the locals either won't mention or overlook. Must see/learn items: landing area (picture and with local while airborne) hazards on the LZ/DZ/airport good outs bad outs (physically or politically) landing pattern landing areas by experience? wind direction known turbulance issues Things that are encouraging to see: sober/mature attitude well maintained equipment/plane (yea, I know... good paint job doesn't mean good engine, but oil on the cowling can say much) instruction following USPA or other serious approach (OK, you're not their student, but again.. listen to what they're teaching... it says much) staff discussion of weather considerations staff discussion of weight/balance considerations safe/large landing area with others flying predictable patterns staff who wants to see YOUR credentials and gear before letting you jump. did they make sure everyone landed in? if someone was out, how did the staff react? JW Always remember that some clouds are harder than others...

Agree 100%. I understand that this is based on how FAA mechanics' work is seen. Airworthy at the time of inspection. Brakes or tires (for example) that meet the minimum inspection standard are not warrenteed to last the full inspection cycle regardless of how much they are used and how they are treated... only that they meet minimums today. Parachute owners/users are still required to ensure it is kept in good condition and perform pre-flight inspections to verify that it is still airworthy at the time of use. Always remember that some clouds are harder than others...

#1 - as a freelance rigger, (not a factory, DZ, or manufacture rigger) - I don't have a "job" where I have any moral, emotional, financial, or other implied obligation to provide services to anyone. If I was a subcontractor or employee of an organization I may have responsibility to follow their company policy and standards as long as they were not illegal, or quit that employment. #2 - When I earned my rigger's ticket, no one made me agree to an oath, like Doctors might with the Hippocratic oath, that makes it part of my "job" to certify something I am uncomfortable accepting the risk to certify. I can say no to anything I want (and the customer can find someone who wants to say yes). #3 - If someone got hurt, there are two possible liability exposures a rigger might face. The FAA enforcement, which this letter may protect against. And the civil wrongful death lawsuit, which this letter does not address. The plaintiff's attorney will argue while the rigger's actions were against the recommendations of the manufacture, and a professional should have followed the manufacturer's instructions... A good lawyer could easily convince a jury that this FAA letter simply covers government enforcement (and it may not even be admissible if the attorney can convince the judge their claims for relief were not related to regulations)... That their client would not be dead but for the actions of the rigger ignoring the time limit recommended by the manufacture, so the rigger's actions are the proximate cause for their client's death... So, I as a rigger, reserve the right, to simply say, "Dear customer, the manufacture (or PIA/Industry Publications, etc) published a concern with components of this age, so I would rather not pack that parachute. It may be perfectly airworthy, the FAA does not prohibit me from packing it, but I am unwilling to risk it because no one will stand behind my decision if I am wrong. Sorry." +1 To the earlier poster - My JOB is (as a rigger) is to certify that at the time I saw it it was airworthy and serviced in accordance with the FAA regulations, manufacturer's requirements and recommendations, and my company's policy concerning any further limits on condition and/or age. We warrent no future condition, though we note that you are required by the FAA to have it inspected again at 180 days (for use in the USA). At my discression, I may refuse to service any rig, of any age, for any reason I see fit (including applicability for stated/intended use and/or customer attitude). That sir, is my job as described by my employer (an LLC, of which I am the principle owner) There is no requirement for me to do anything more. Freelance Rigger, JW PS - I do appreciate getting a copy of the FAA letter. May (or may not) change what I choose to do with regard to my own/old gear, but not what I choose to service for others. Always remember that some clouds are harder than others...

Quoteb) Flat packing is an older method that works better for F111 canopies or larger wings (Tandem/Student). c) Flat packing takes up significantly more space and usually will result in people bitching (and righfully so). reply] As one who flat packed for 1/2 my time in the sport (22 years), I'd agree with b/c above. For me, flat packing was much easier to see, step-by-step what was going on and where everything was at... Worked very well for F-111 (more porus fabric) and, if done correctly* ended up with the same configuration on the floor as PRO packing prior to putting it in the bag. *if you use the technique that splits each cell set as you make the stack... not how I was taught, but can be done... most folks I knew didn't do that, but they got good results anyway. Personally I found that PRO packing was the easier technique when dealing with ZP canopies (at least up to Tandems where I found either worked well). Some tips that may help learning either technique, but especially with PRO packing (if you have the option)... 1 - get a canopy that has different colored cells. Ideally no two cells the same color next to each other. 2 - best option - center cell a unique color 3 - mark the line attach tabs with the line letter**. ('A' for the A line attach points... etc...) remember there will be the same number as cells +1. **Talk to YOUR rigger before marking anything on a canopy. Both to make sure its not distructive, and second to make sure you mark them correctly. 4 - you can learn/practice on a canopy that helps you see what's going on (as described above) even if its not the one you're going to jump. Start learning when you're not itching to jump. Use a canopy that's easy to see, take your time, ask questions, verify your work with an instructor or rigger. THEN move on to the gear you're thinking of jumping. Just my $.02. JW Always remember that some clouds are harder than others...

Agreed. Not to mention student rigs. Or those who were saved and never came back. Still while the AAD's are doing their jobs (and the incident reports from 1990-present) show that change) it seems like a high number of AAD's fire because someone didn't do their job. JW Always remember that some clouds are harder than others...

I have a vague recollection of an ad from them in the late Cypres I days stating: 50,000 sold 1,000 saves On the one hand I felt good with that many saves... Until I looked around the DZ and realized there were over 50 people there, and (assuming everything else was true) therefore there was likely one person there that had failed to do the minimum to save their life... Good that who ever that was, was still with us... Bad that 1/50 need it... PULL! Pull On Time. Pull Stable. Pull clear of others. J Always remember that some clouds are harder than others...

have you asked Strong Ent? (very friendly folk) JW Always remember that some clouds are harder than others...

Correct as I read it. However, the OP's question is still a good one... JW Always remember that some clouds are harder than others...