fcajump

(Sorry if this is the wrong place for this,,.) I am looking to reconnect with a jumper who was at Hartwood Paracenter in the early 90's by the name of Randy Reeks (very uncertain of the spelling). If he's here, or someone is in touch with him, please drop me a PM. Thanks! Jim Wine HPC 1990-... (still waiting on the next load... ) Always remember that some clouds are harder than others...

Jim, I COMPLETELY agree with your notions of LOOKING for aircraft. However, it is not the case that the skydiver gets the worst of the situation... Several years ago there was an incident where a jumper hit the tail of a plane that was shaddowing the jump aircraft. Jumper had a minor break (ankle?), but the plane went down with all 4 on board. I think any efforts to fix this must include both pilots and skydivers (in addition to any controllers involved). JW D15598 1000+ jumps (somewhat experienced) and Private pilot (ASEL) 100+ hours (newbie) (Personally, when flying, I go well around any known DZ's unless I get confirmation that they are NOT jumping and I use "flight following"...) Always remember that some clouds are harder than others...

I've got a set of PA soft links (brass ring). Thought about doing it that way, (this was before tacking was recommended) but then realised that a quick single loop tack through the center of the ring would keep it from rotating. Worked like a dream... As to changing canopies... If you can afford multiple canopies, why not spring for the extra set of risers? Much easier to change out at the risers than the links. And (if you are careful) taking out a single turn tack is not a problem. JW Always remember that some clouds are harder than others...

Nancy, I think we would all (OK... some of us geek types) would be interested in seeing the data collected and what make/models were tested. I understand that this is only one component of what makes the system open faster/slower, but it all starts there. JW Always remember that some clouds are harder than others...

First thought... A guy in my class (DeWolf 1999) tried the old "stand on a chair" thing and nearly busted his head... Leaning over, into the cell while standing perched on a chair is not for everyone (anyone?). I do two different things, depending on my experience with the canopy... Reserve & never seen it before: (WARNING: the following is for the super anal-retentive rigger that insists on verifying every seam (top and bottom) of a canopy they have never seen before... I never said this was quick... ) 1. lay it bottom skin down and inspect all top skin/seams. 2. lay it top side down and inspect all bottom skin/seams. 3. Sit down with the canopy in my lap with one end cell open in front of me... inspect the inside of the end panel to the tail, (this effectively inverts the first half of cell #1) inspect the first (non-load bearing) rib from the tail to the nose (this returns the cell to normal) continue down the other-side of the rib you just looked at until you are at the tail... repeat until you are at the nose of the final end panel. For main canopies, or reserves that I've already seen before (hard with small canopies): inspect the outside similar to above slip the first 1/2 cell over my head while standing inspecting both sides as I go repeat for every other 1/2 cell (as we've already verified the seams were constructed correctly above, this is more for fabric stress/damage and/or contamination.) Obviously if you see anything strange, isolate it and get to where it is. Sure wish I had a hanging system, but until then... JW Always remember that some clouds are harder than others...

Is this a typo? Do you really mean 120 or did you mean 220? If you ment 120 you must be REALLY short! Often (both I and the packers at my DZ) use PRO for the Tandems... no prob. JW Always remember that some clouds are harder than others...

I've got a friend with a light blue main (built as a reserve, now used as main) and I gotta say I would avoid light blue... On-level it is much harder to see than any other color. Now imagine that you had a problem up high and for what ever reason you are under that light blue canopy 10k' above all the other canopies on a hazy day. What is the chance that a pilot will see (and recognize you)? I think on balance even white would be better. But this is why I prefer Yellow or Orange (solid). Easy to see against almost any background. Just my $.02 JW Always remember that some clouds are harder than others...

(Any frustration apparent in this following rant, it NOT directed at the poster of this thread... but at the community at large... "if the shoe fits...") Agree with the notion that a solid pattern helps identify that you are under a reserve. Once looked up and saw a main drifting free, and the right number of canopies... but only when we could see whick (custom colored) canopy missing its PC could we ID who had issues... My pet pieve is thread color. PD uses grey and PA uses red. Makes it much easier to verify construction/condition of the seams. As to finding the center cell when packing, almost all mfg's put the TSO lable there, so that is not often an issue. I also prefer coated lines, but understand PD's argument for using uncoated. (uncoated are more prone to pick-damage when in contact with velcro or on landing) Finally, pet-pieve for the owners... Get a reserve that you can land half concious (if that) and with a broken arm into a bad spot. THEN get a container that is correctly sized for the reserve!! Stop assuming that I want to vacuum pack your canopy into a 1 Quart container, and stop assuming that you will never have a bad day (regardless of what your main is or how well you can swoop it). [/rant] JW Always remember that some clouds are harder than others...

Open response to riggers Me: Sr Rigger (USA) w/ back, seat & chest ratings ~450 AIRs 2 saves I've found a few things that were scary as well. What I do when I find issues: Mfg - call and make sure I understand what I am seeing and whether or not I know the correct way to do it. Prior rigger - either call them, call the mfg or loft they work for (if applicable) or call the local DPRE. I don't (usually) want the other rigger burned, but do want them re-educated on what they did wrong. What I ask in return: If you ever find one of my packjobs questionable... call me. I'm human and can make mistakes, but I don't ever want to repeat one if I've made it... What I do to avoid it myself: Manuals/SBs/ADs - current and on-hand Inspect/repack Check list - EVERY TIME Tool inventory - EVERY TOOL, EVERY TIME Mfg - they get a call anytime I'm not sure Master Riggers/DPREs - get a call or visit when I'm not sure what I am looking at PIA - what an opportunity!! I go (when I can afford) and talk directly with the Mfgs. More than once, I have re-openned a rig that I've just finished because I was not SURE of something (though I've never found anything wrong... ok, say it... "OCD"). I think part of the problem might be that some folks see it as a job to be done and a few bucks in their pocket. Me, I try to remember that this is an emergency "last chance" for a real person, many of whom are my personal friends. I ask myself: If something happens with this rig, can I justify how it was packed, the attention I gave, and the conditions under which it was packed to: their wife/kids/mother, the lawyer/judge/jury, and myself... if not, it gets redone. If you don't take it that seriously, stop rigging. Just my $.02 (about what I make per hour of rigging work... ) JW Always remember that some clouds are harder than others...

Meh, yeah I have seen this too. Recollection is that early/mid '90s we lost a guy this way. VERY experienced camera flier was not jumping... Riding the plane sans rig all day filming exits. Focused on getting the exits on the day's last load, he went with them... I understand that they recovered his tape, but its one I don't ever wish to see. JW Always remember that some clouds are harder than others...

that's what I get for trying to read/reply to these while working on too many things... Saw the 10k exit and the CReW background and, well... DOP Always remember that some clouds are harder than others...

Glad this was (maybe?) on a CReW jump with lots of time to play and not a BASE.... JW Always remember that some clouds are harder than others...

My last mal was on a (rare for me) camera jump at a demo with flag (weekly for me). The camera had nothing to do with the mal, but it definately was one more added distraction. (And then p!$$ed me off when I found out that the camera shut off on exit ) JW Always remember that some clouds are harder than others...

Most rigs close left than right? So the accronym I was toaught has beens all wrong?! Big (bottom) Titted (top) Rich (right) Ladies (left) It was all a LIE so you say!! Dammit I have been trumped and mis-informed by my pears all this time. Crap no I havent, it is you that are in error Olie Depends on the rig. I have packed (by the manual) rigs that close R-L and others that pack L-R. Many rigs are built symmetrical, but others are not and therefore favor one order over the other. I learned the order/mantra at my DZ for the rigs that they used and then closed my first rig the same way everyone else did for 8 years... then realized that I was actually closing it backwards for MY rig and that my rig is one that is built asymmetrically, favoring a specific order... Recommend that you follow the manual, and in case of question (or conflicting information in the manual) call the MFG. JW PS - BTW - I agree with the rest... for one reason or another it is packed with a closing loop that is suspiciously long... Always remember that some clouds are harder than others...

Flat - much easier for a newbie to understand what is going on with the packjob (oh-boy am I going to get slammed for that...) Everything is laid out and orderly. Can be a quick as a PRO. If done correctly the canopy is packed in line, but often the nose (ONLY) is wrapped toward one side (this is the origin of the "90 degrees off heading" concept) and there is a way of handling the nose that "corrects" this, though I never found it necessary. In my experience this is a great way to start and is good for F111 canopies. PRO - focuses on splitting the canopy left/right around the center cell and is easier to get the canopy to open on heading (IFF you also address the other 100 things that cause a bag to twist prior to canopy extraction). Easy to learn if you have a multicolored canopy, are familiar with the construction of the canopy and can picture what is going on while holding your head upside-down in a nylon bag . In my experience, this is a better technique for controlling ZP canopies. (PRO - Reserve canopy techniques are very similar, but followed by additional dressing rarely done on mains and in my mind is a different method.) Having travelled a bit, I have found that many DZ's do not have space for everyone to flat pack, so I finally learned to PRO pack... (besides who would trust a rigger who couldn't PRO pack their main...) About me - Main Flat packs: ~800 Main Pro packs: ~400 Your experience will vary. Better - neither Safer - neither (IFF learned/used correctly) Cooler - PRO is perceived so as you spend more of your time standing, but the proof is that packing yourself a mal is uncool if you mess up using either technique. My guess is that the typical Sabre 150 jumper (who packes for themselves) PRO packs. JW Always remember that some clouds are harder than others...

I have yet to have a major problem, but some suggestions: Arive EARLY No other carry-ons Be prepared to repack it (or at least re-close it) This includes the reserve, if not a rigger - it will require an AIR on the other end. Gear Bag that meets the carry-on limit* Be prepared with docs - The airline's written policy TSA's policy USPA's documents on flying with rigs FAA's policy on flying with rigs The Cypres X-ray card Your USPA membership/license card Rigger ticket (if applicable) MOST OF ALL: FRIENDLY/HELPFUL ATTITUDE!!! *I jump a Vector w/ Spectre230 and Fury220R. Fits in the carry-on limits just fine. Some puddle-jumpers require all carry-ons be hand loaded at the ramp (not technically "checked"), but have yet to have to actually check my rig. Have fun! JW My rig is definitely not small, but no matter how big it is, you can put it in another bag. It is likely that you will someday run into a situation where you are told you must check in your rig to be placed with the rest of the baggage. It can be because your rig is bigger than the official limits, or because some nervous nellie notices you, or just because the security people are in a mood, but you'll regret not having a bag for it then. Always remember that some clouds are harder than others...

(Replied to Beverly only as that was the last message in line, directed at "you" the general reader/flying in this forum.) One thing that must also be kept in mind... You ask me (big canopy, flying a "normal" pattern*) to look out for you swooping from above and behind (my blind spot), while I am also setting up for a landing in the peas and supposed to be focused on the lower canopies that have the right of way... Ok. I will do what I can. I am not comfortable with us mixing patterns* and my ability to assist is hampered by: my slower canopy, my lower altitude, and your approach being from my blind spot. But I will try to split my attention to assist. What about the other canopy in the air with 40 jumps? How much chance does he have of helping stay out of your way? Funny, since he and I (and 80% of the rest of the fliers have no problem with maintaining separation since we are both (all) flying the standard pattern.* I would say that either separate by time or by location, but flying a non-standard pattern is your problem and should not be mine or newbie's. *Pick up any aviation text (powered or not, aircraft or ram-air parachute) and you will see the SAME standard traffic pattern for landing. Only variations are turn points, left vs. right hand, wind direction and in some cases parallel landings. Once in pattern, there are NO turns away from the landing area. In most forms of aviation, this is strongly enforced because it confuses the rest of the pilots in pattern with you. If this is a surprise, please review your own FJC notes. If you wish to fly a different pattern, fine. We can (and you should) discuss it with ALL those who will be in the air with you. But it is NOT a standard pattern. If you wish to establish a time or location where non-standard patterns will be flown, GREAT! That will help both the 40 jump novice and me stay out of your way. And I will help you in your efforts to establish this time/place for you to do so. But on a normal load (or worse a boogie) with a mix of experiences, most of whom are flying and expecting others to use a standard pattern, this is not safe for either of us. To those who have lost friends / family recently, my most sincere condolences. To those who join with me back in the skies this year, please work to keep the landing pattern safe for all... including those for whom a plain and simple landing is itself a relatively new experience. JW Always remember that some clouds are harder than others...

Understand... the Vector II's did not originally come Cypres prep'ed. But as mentioned elsewhere here the Vector II can be prepped for the Cypres. Both my Vector I and II's have been Cypres prep'ed. I believe in the US it takes a Master Rigger, but not sure in CA. As to the FXC, no problem but STRONGLY recommend you follow the mfg's instructions on maint and testing. Poor following of the maint/testing is WHY the FXC has a poor reputation. It does work (within the published limitations) but MUST be maintained. Otherwise it may not work when needed, AND/OR may fire when you do not want it to... And once your rig is Cypres prep'ed, it can hold the used one you get this year, and the next used or new one you get down the road. Besides, I believe that most of the other modern generation AAD's use the same type of AAD mounting systems that the Cypres uses. JW Always remember that some clouds are harder than others...

If I had NO option for a current generation AAD, I would keep an FXC over having nothing. HOWEVER, it MUST be maintained and tested correctly. Talk with your rigger on what this takes. However, I hate to say it... but if you can afford to jump, you can afford a Cypres. Too much up front money? Look into one that has had its 4/8 year checks and good battery but only a couple seasons left on it. Much less money up front, and you can end up paying about the same per year of use. JW Always remember that some clouds are harder than others...

Agreed... STRONGLY recommend that dz.com supplement what you are taught at your home DZ. If they don't answer your questions, get a new DZ. This is NOT the place to learn fundimentals from scratch. JW Always remember that some clouds are harder than others...

Agreed... I see this as assembly/disassembly of components rather than an alteration (assuming you do not remove the "cypres-prep" items of the rig). However, I would recommend the assistance of a rigger. (Most would open the container and remove a cypres for little/no charge.) They can assist you in preserving the remaining value of the unit AND canopy now no longer in its protective covering... 50% of what riggers do for you is in addition to the strict by-the-book AIR. I have yet to talk with a rigger that did not teach me something or show me a new technique. Get to know them and you will learn a lot. JW Point taken. I was assuming removal of the entire kit. My bad. ht Always remember that some clouds are harder than others...

Sp-230 Loaded ~1.1 ~400 jumps No spanks 1 reserve ride - PC in tow Minimal line twist Concerns: Don't like low/slow exits. Canopy usually takes ~800'+ to open. Thoughts: how many of you have re-trimmed the lines, and how many of the weird behavior are on canopies significantly out of trim? (don't know, just asking) JW Always remember that some clouds are harder than others...

Or old velcro on a ROL system... or pouch with a whole in it mid-span and showing pc fabric... took an inadvertant deployment during a video'ed dive to get that one replaced... If you don't trust the rigger for any reason, get a second opinion and/or someone else to do the work. That having been said, concerning the original questions... I've known some riggers that would not trust the SB to have been done "correctly" unless they did it. However, charging for it when its already marked... I suspect an oversight.... at least. As to time spent, my time is worth your money. There are things I do (for free) and there are things I charge for... While I would untwist the brakes on the main, I would consider it a favor regardless of whether or not I was paid to untangle the main. (The later can be a lot of work.) As to the cards... my practice is to sew tyvek cards if a machine is available, but to ALWAYS keep the cards together. When spliting a rig, the card goes with the canopy, but a nice touch is to place a new card with the container that includes notes on any container work/sb's performed. HOWEVER, as to LEGAL, my understanding is that there is only one requirement... the system must have a document (with minimum information included) that indicates its last inspection and repack. No history is FAR required (unless it is part of the TSO - read "PD" and others). AD's could also require perminent documentation, but I don't think that simple manufacture's SB's have the weight of law. Would like to see evidence of additional requirements. (Don't get me wrong, I think the logs should be kept.) JW (anal retentive rigger) Hmmm... is "anal retentive" hyphenated...? Do what to get this right... Always remember that some clouds are harder than others...

Think so. PM Sent. JW Always remember that some clouds are harder than others...

pchapman, THANKS! Good information for the curious. No accusation intended, just (as you might guess) not something your run-of-the-mill jumper/rigger does in the states (or at least not that he would admit to... ) As to the US FAA/FARs, what do you know... Its not as you describe... (ITS WORSE!) On the one hand we have these shades of grey regs that are open to iterpretation, on the other hand if we push for a black and white answer we fear it will be just "NO!" (regardless of the question) Would love to see the rig when it is complete!