fcajump

Its a solution looking for buyers with money. I'll put it next to the "Softer" If you really do have an issue with stows, you could try with a packing hook (see http://www.paragear.com/templates/parachutes.asp?group=239&level=2&parent=29) At least its cheaper... On the other hand, it usually takes many ideas on paper or in prototype before the hit item comes along. Keep trying!

Keep in mind that the TSO limit also has a speed component. How many of you fall faster than 150Knots? Heck, I can do that on my belly. Also consider that, if I recall physics correctly, true airspeed increases with altitude and that while force on the canopy increases linearly with weight, it increases exponentially with speed. JW Always remember that some clouds are harder than others...

There are at least 5 listed in the Classifieds section of this site. Also, when a friend needed one, he called SSK (USA rep for Airtek) and they sold him a used one. I am sure either your buyer, or you, could get what you need on the used market. While I believe in taking 100% responsibility for the safe execution of your dive, I also believe that there are external factors beyond your control that can be deadly. Taking 100% responsibility for the safety of the dive should include anticipating all that you can including outside items that could cause incapacitation. Just my thoughts, JW Always remember that some clouds are harder than others...

Yea, I thought about including line type and band size, but it was going to get to be too much... then we also get into bite size and unstowed line length preferences... number of jumps using each method... Seems to me that with the number of variables, a complete study, especially considering the actual low failure rate would take a lot more sampling than we're ever going to get here. Thanks!

Interesting trend: "WARNING: Completely unscientific analysis and results based on an unscientific/flawed poll" Method / Total Using / Lock rate (number locked/total using method) Single wrapped rubber band / 79 / 21% Double wrapped rubber band / 73 / 12% Single wrapped tube stowes / 36 / 16% Double wrapped tube stowes / 8/ 25% Other / 10 / 30% Now, even I can poke gaping holes in the statists here... but its interesting looking at big picture summaries, even if inaccurate. Tells me a few things: ........1- YOU CAN HAVE A BAG LOCK USING ANY METHOD!!! ........2- Argues that double wrapping rubber bands might not be THAT bad (though I would NOT double wrap my locking stowes) ........3- Argues that single wrapped tube stowes might not be THAT bad NOTE: I am NOT telling you what to do. This does not take into account how many jumps/deployments were made using each method, band/stowe age, the resulting tension, bite size, packer experience, line type, canopy size/weight, deployment speeds, pilot chute size/type/age/style, container type, packer sobriety, etc... But to review: YOU CAN HAVE A BAG LOCK USING ANY METHOD!!! Thanks! Jim - Who usually double wraps tube stowes (single wrap on locking stowes) on his 200 ft^2 0-p canopies and using a short bite, "split stowe" method at the final stowes and replacing the stowes when they brake... but is always wanting to learn more and question his own assumptions. DONT do it my way because I do, do it your way because you learned about your gear and have determined that it worked best in your situation. If they're the same, great! But its OK if not. Always remember that some clouds are harder than others...

If anyone on this thread has not yet seen it, there is an associated Poll at: http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=3687456#3687456 JW Always remember that some clouds are harder than others...

Please keep this to ONLY your personal experiences. If you've had a bag lock, I would be curious to hear your best assessment of the root cause and other contributing factors. Blue ones, JW Always remember that some clouds are harder than others...

I like a lot of the design. The only problem I have with it (and others designed to stack riser from riser) is the fatality caused by an out-of-sequence release of the wrong main from such a system a few years ago. I think your's would help eliminate that with the releases being on the risers and not a second handle on the harness. Just a thought... JW PS - my own system uses a second set of base rings on the MLW, but I am always looking for different methods. Thanks for sharing yours. Always remember that some clouds are harder than others...

While watching this vid: http://www.youtube.com/watch?v=XD-5lvNjveQ&feature=related I got to thinking... the students grip on the cameraman's hand is quite firm and she is very reluctant to let go. Now I know that opening will cure that, but at what potential injury to the student and/or camera flier? As a TI it was beat into me (for good reason) to not let the student grab my hands, but I was curious if any camera fliers have had a student that didn't let go until there was pain/injury/etc? Just a thought leading to questions... JW Always remember that some clouds are harder than others...

Sounds like the jumpers and crew did what had to be done at the time given the changes that happened beyond their control. Its this type of thing that has lead my team to develop two additional visual signals for the jumpers already under canopy: - "use extreme caution" (for things such as a non-participating aircraft cutting though) - "Landing area unsuitable" (for things like audience/kids/pets/bands that get out onto the field) I have also circled while my Crew Chief "discussed" the last minute changes with the sponsor and explained that one of the signals available was "CANCEL" if things were not safe. My usual Crew Chief is a quiet and non-confrontational person... until she is concerned that her team is being endangered... then Lord Help You!! As to the FSDO/FEDs... yes, I can easily believe that bad press (even wrong press) can cause a mid-level FSDO manager to more carefully review and/or not approve the next application that comes in. It is my understanding that the FSDO reviewer is not enforcement (that's another group within the FAA), they are paperwork pushers/approvers. And they don't always see us as separate groups/teams, in some of their eyes we are all "crazy skydivers who don't respect life/limb/safety". It is for this reason that we need to keep after each other for safety. I have met FAA reps that would just rather shut it all down. Blue ones guys, JW PS - yet another reason I like to use large canopies that can be sunk into small areas for demos. When the field shrinks its nice to be able to put it straight down even if it is right next two people in the wrong place. Always remember that some clouds are harder than others...

*bump* I was wondering if anyone had heard from Wendy Marshall (Airwear Mistress). My Airwear suit is... ok... "tired" I can repair it again, but I will soon need to talk with Tony or Bev. However that got me thinking that its been forever since I have heard from/of Wendy. She was incredibly nice and quick to back her suits with great service. Anyone know if she is still around? JW Always remember that some clouds are harder than others...

Actually I was thinking about the 1991/2 MC4 that just sold on EBay last night. Complete rig ready for A.I.R./jumpin' (so the ad read). Some rigger is going to be asked to inspect it. Less than 20 years old, but over the military's 15. JW Always remember that some clouds are harder than others...

True, but it does happen. I know of several people still sitting on 1950's seat PEPs (I don't pack them myself) and I have seen some mil spec rigs for sale intact that are newer than 1990. Its also not hard, in the case of a canopy, to reline. The question is, when brought such a system, what next... Thanks for all the input!!

Was my understanding at the time, and according to Wiki:"He also did the skydiving scenes himself and the film's aerial jump instructor Jim Wallace found that the actor was a natural and took to it right away.[3] The actor ended up making 55 jumps for the film." Didn't get to jump with him myself, but maybe others here did. JW Always remember that some clouds are harder than others...

Say what you like about the flaws in Point Break (and most of us did at the time) it did a lot for generating interest in skydiving. If I recall correctly, most of his skydiving scenes were doubled by his brother, but Patrick learned to skydive for the movie and got many others out to the DZ. RIP Bodhi Always remember that some clouds are harder than others...

Ok... here's a twist... Does a rig considered legal for use by Mil. Spec (rather than TSO) expire from legal civilian use once the military life expires? I know several pilots that use old military rigs. Or, similarly the jumpers using modified NB-8's to jump vitage gear? JW Always remember that some clouds are harder than others...

OK... finally got word back from the airshow boss (new guy)... He did not understand some of the jumping portions. Once we got him on the same page all is well. While I have done a supplimental CoA to a existing (season long) airshow waiver, this was a new notion to have a seporate CoA for a single day airshow (at least out of the Wash DC FSDO) Thanks for all the input. Nice to have others to pull from. JW PS - TEAM FASTRAX - NICE job at RIR this weekend!! My wife and I were in the stands for both races and the team pulled off both jumps flawlessly. (though the track announcers/coordinators did a lowsy job mentioning it to the race fans.) PPS - My rig was right out in the car guys... Always remember that some clouds are harder than others...

While I do not like the idea of cutting away from a "good" canopy... that is the first decision that you always have to make... Is this a good/safe canopy to land given: any damage any entanglements configuration problems at this field elevation given my experience flying a canopy with the above findings? are the results of the above likely to change before we land?? If you have never flown on rears, including to flare, on this canopy (or any) and if you do not have time to learn before decision altitude, then maybe this is not a good time to learn. Also With a riser twist and still stowed brake(s), the canopy is very different than it would be if you have flown on rears when the brakes were unstowed. And flying with the brakes when the lines are twisted results in the possibility of having a brake line snag in a down position and not being able to return that side to full flight. So, bottom line from the given information... I would say she probably did the right thing. I would also say that everyone should try flying/flaring their canopy in rears (up high) in both stowed, 1-line stowed, and unstowed. If you are a student, talk with the instructor first. And remember that each canopy flies different on rears. One that I flew last week did flare on rears, but its stall was unannounced, sudden, complete and higher in the pull than I thought it would be... (that's why I tried it, and high) Cruselite XL, wragged out, loaded 1.1 Learn/live, Jim Always remember that some clouds are harder than others...

Bottom Lines: I have done demos and airshows for years. Demos need the 7711-2 filed for Cert of Auth, airshows include the jumper as a noted item on the airshow waiver which has always satisfied the Cert of Auth requirement. Got a new oranizer this year who tells us that he is being told by the Feds that there is a NEW requirement to file the 7711-2 Cert of Auth request (for part 105) for a jump into the airshow seporately from the 7711-2 Waiver request for the airshow itself. I think (hope) that he is simply misunderstood being new. Anyone else run into this "new requirement" for seporation/duplication of paperwork?? Thanks, JW PS - please (no offense intended) if you have not worked with airshow/demo paperwork, we can discuss it in a seporate thread, please keep this thread for those that actually work with this stuff routinely. Always remember that some clouds are harder than others...

Rumor has it there might be on in Northern VA down the road, but nothing now. At least the weather should be good this weekend!! (packing this afternoon for my own 2 hour drive to the DZ) JW Always remember that some clouds are harder than others...

Doh! (ala Homer Simpson) The AAD pocket - of course! You could also use the pocket under the stiffener plate at the bottom of the closing loop on many rigs. That's certainly good enough for a start. I'd still prefer a separate purpose-specific pocket to help ensure the documents don't get destroyed by whatever else the pocket was really for. (Where's the extra pocket on a Vector? I don't think I've ever noticed it, and I have even assembled some SOV rigs a while back.) But what is really needed, if we really want to go there, is a true commitment to having good records in the first place. All the rest would easily follow. That would require separate logs for separate components, just like airplanes have separate logs for airframes and powerplants. The ability to lose a card and quickly whip up a new one with little or no consequence totally defeats all effort to the contrary. But we're getting quite far from the original discussion of this thread. Sorry, I don't mean to hijack it. Component records - I like it, though we'd at least have to grandfather in the current gear. How about a clear pocket, accessible only from the inside of the reserve container through which you could see the TSO limits, owner information and pack data card. (Actually as I recall Sandy Reed was looking at something similar to store limit placards that could be changed when the canopies were swapped out.) JW Always remember that some clouds are harder than others...

Personal experience, assumes well maintained/cared for... Vector I >1000 jumps, retired at 18 years Reharnessed once Vector II >1000 jumps, 18 years Reharnessed once Reserves - depends more one number of repacks/uses. for calculation purposes, see PD's policy on recertifying after x# jumps/repacks. might get more life than that, but good for budgeting. F-111 mains - retired most of them at around 500 jumps due to decreasing performance. Plan on a reline at around 200-300 jumps. ZP mains - have never retired one. Have heard 1000-2000 jumps with relines running ~300-500 Soft links - retire with each reline Helmet / Altimeter / Audio - with care, you'll just keep using them until you want something more better Goggles - depends on your ability to see through scratches Jump suit - how are your landings?? Several hundred to several thousand... but you'll want new ones every so often (or for different uses) ----------- On TSO'ed gear age - There are many GREAT condition, usable rigs over x number years. HOWEVER, older gear should NOT be treated/used like newer gear. 1990's gear is not usually designed for anything but belly flying. 1980's gear is not understood by the guy giving you a gear check. Issues with 1970's gear may not be known by your rigger who was born in the 80's. AND then there is the move within some significant portion of the industry to retire gear over 20 years old (this gets its own discussion thread). Other thoughts - general rule of thumb... get gear advice from older instructors/riggers/jumpers who have kept up with newer changes, and take with great skepticism recommendations from anyone who is selling their gear. BEFORE buying used gear, get YOUR rigger to inspect/approve it. Having your rigger tell you that you just bought a deadly ragged out piece of sh!t is a real downer... Just my $.02 JW Always remember that some clouds are harder than others...

Why would you even want to mention that? I'd think if you DIDN'T, they wouldn't even THINK about gay men, you just put ideas in their heads. Might be a cultural/personal thing though. All in the delivery... I find that there can be the same issue with helping a guy with their leg straps as with women. Lighthearted discussion, similar to telling the women I'm married, can relax them... What's more fun is trying to put a PEP (pilot emergency parachute) on some young thing that insisted on wearing a short (or long) skirt on the day she wanted an aerobatic ride (not at the DZ). The crew gets me to do the honors as I can usually do so with the woman in good humor and without causing either embarrassment nor concern by their male companion. All the while keeping it safe. Like I said, its all in the rapport and delivery... JW Always remember that some clouds are harder than others...

I usually work on good humor as well, it helps a lot. Keep it professional and show complete respect. I usually mention some version of that I am straight (for male passengers) and happily married and that my wife often drops by unannounced, so they have nothing to worry about. Emphasis on everything is for their safety and explain what/why you are doing things. As to your ring... I used to wear mine too, until a close friend of mind related that he saw a jumper get his ripped off (glove, ring and finger) as he exited a Cessna. After that, even my wife insists that I take it off to jump. Might want to re-think this one. As to the harness, like many here, I want them ready to hook and leave before we get to the plane. Adjust in a slight squat (helps with the "open you legs") and explain that it should be a bit snug when standing upright. Don't want to cut off the circulation, but it needs to hold them snuggly. My opinion: DO NOT flirt and/or join in sex jokes during this... Remember that even if you are already sleeping with this student, the prospective/other tandem students on the DZ don't know that. Be professional when you are the TI. JW Always remember that some clouds are harder than others...

Five required items on the data card: date and place of packing, rigger number, rigger signature, notation of defects found. There is no requirement to have owner information, description of maintenance, make/model/serial number of canopy or harness/container. 65.131(c). The required items for the rigger logbook: owner's name and address, date and place of work performed, description of work performed, parachute type, parachute make and serial number, and results of any drop tests. 65.131(a). The purpose of the data card is to show the canopy has been aired and dried within the previous 180 days (60 days for natural fibers); owner information is irrelevant for this purpose. The absence of a requirement to put serial numbers on the data card comes from the time when data cards were physically attached to the pack. Putting owner info on the data card is good for lost-and-found of the card or the rig; putting serial numbers on the card associates the card with the rig. Riggers should put at least the h/c info on the card. Although it has been common practice to put just the canopy info on the card, doing so means the card cannot be matched to the pack job without opening the pack job. It's a good idea to put maintenance info on the card too, especially AAD info and Airworthiness Directive/Service Bulletin compliance info. "Parachute" means parachute system, not just a canopy. Mark I stand corrected. Sec. 65.131 Records. (a) Each certificated parachute rigger shall keep a record of the packing, maintenance, and alteration of parachutes performed or supervised by him. He shall keep in that record, with respect to each parachute worked on, a statement of -- (1) Its type and make; (2) Its serial number; (3) The name and address of its owner; (4) The kind and extent of the work performed; (5) The date when and place where the work was performed; and (6) The results of any drop tests made with it. (b) Each person who makes a record under paragraph (a) of this section shall keep it for at least 2 years after the date it is made. (c) Each certificated parachute rigger who packs a parachute shall write, on the parachute packing record attached to the parachute, the date and place of the packing and a notation of any defects he finds on inspection. He shall sign that record with his name and the number of his certificate. Thanks for the refresher. JW Always remember that some clouds are harder than others...