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  1. A couple people I know have Dacron lines on their canopies. Another benefit seems to be, even in tough environments like Perris, they last longer than the canopy. One guy had Dacron lines on a Pilot 96, close to 2.0 WL. Another on his Spectre (much larger). Neither seemed to have any complaint on how the canopy opened or flew (one is a camera flyer) or wear on the gear. When my Pilot 150 comes up for a re-line, I'm probably going to put Dacron on it.
  2. I put a video together for people looking for their first canopy:
  3. Question is the topic. Getting some details for a video. What year was PISA purchased by Aerodyne?
  4. One thing that I find that trips people up (myself included) is the terms "tested to TSO specifications" such as "TSO C23D tested" and "receiving FAA TSO authorization", the latter being required for being legal in the US and the former being useless as far as US legality is concerned. Unless there's a treaty with another country regarding foreign authorizations translating to an effective TSO authorization. It appears the Airforce Reserve does not have a US TSO authorization from the database search (though the model numbers in the database are... weird.) Whether its Australian certification translates to an effective TSO, I don't know. But I would assume at least at this point that it's not legal for a US citizen or foreign resident to jump in the US unless a treaty document can be verified (I couldn't find anything with a quick search).
  5. hmmm, according to their site they seem to imply the NexGen did not come out until May 2017. They have two manuals differentiating between the two. The first says "Icon Manual May 2017 (neXgen)" Anyway, I have an I5 Nex Gen (2018) and I have a 175 Smart LPV in there. It fits well and the rigger said that there would be room to go up one size if I wanted, which is what the manual also says. You said your Optimum 160 was a medium-tight fit and implied a 176 would be too large. Well my 175 Smart LPV fits fine in my I5. It's not overstuffed at all. A 160 LPV would probably be a bit lose. 2017 was when the NexGen manual was updated. As pchappman pointed out, they came out in 2013. They did start with their A and V recently, but as far as I know they're just updates of the Nexgen model and aren't considered a different rig. I wonder if my i5 is built more like i4s. It seems everything fits that way. At Perris they have several i3s for the load organizers, and they all have LPV 135s in them. Optimum 143s fit better I think.
  6. No, they're both NexGen. And I've seen their pre-Nexgen charts, they make more sense from what I've seen with both my NexGens.
  7. I own two Icons, an i5 (2014) and an i3 (2015). I enjoy them both. I've found Icons, at least in the Pacific Northwest and desert areas, are ambitious to what they say can fit. For instance, my Icon i3 can barely fit a 135 from IPT, where it's supposed to hold a 140. In more humid conditions, a 140 might be easier. In my i3, I've normally got a Crossfire 3 109 in there, and it's a good solid fit. It's supposed to bottom out at 120, but I think I could fit slightly smaller than a 109. I had a ZPX Pilot 117 in there as well, and my next canopy will probably be a Pilot 111 ZP. Currently it has a Pilot 132 ZP for big ways, and it's a rather firm fit. Not too difficult, but the closing loop is pretty long and the loop is still quite tight. My i5 currently has a pilot 150 in there, and I've had a Crossfire 2 129 (I wouldn't recommend a 129, but a 150 is pretty solid). Crossfires tend to pack a little bit bigger (not a full size, maybe not even a half size, but they have more material I believe from the way they're constructed compared to a traditional nose). When I got my i3, I had a SmartLPV 150 put in. A master rigger with over 10,000 reserve packjobs had a hard time getting it in there. I swapped it out with a Optimum 143 and it's a much better fit (I think the Optimum material packs smaller than the SmartLPV material). I pack it now as a relatively new rigger and find it works great. I've got an Optimum 160 in my i5, and it's a medium-tight fit. I don't know that I would try an Optimum 176.
  8. I also recommend a Pilot 168 ZPX, however if you demo keep in mind they do fly very differently. A pilot is a lot flatter and the flare is quite different. If a Pilot's brake lines are too long, you'll miss out on a good amount of flare, so you'll want to try some test flares up high and you might have to take a wrap or two.
  9. I've had two chops on a PD Optimum 143, loaded at ~1.3. I don't think I noticed any harness sensitivity. It flew pretty boring and was a mostly one stage flare, but I stood up both in little wind. On my first cutaway, I had line twists in the reserve but it flew straight and was easily able to kick out of it. Both deployments were skyhooks.
  10. I experienced a Vigil failure on a jump at 30,000 feet. In May 2016 I did a 30,000 foot jump at Skydance. The night before I was sure to turn my AAD off, since I'd just turned it on when I arrived at Skydance for a last load or two. In the morning, I turned it on and did the hour of pre-breathing. The jump went as planned. Despite it being -40 (same in F as it is in C) I was relatively warm, except for my fingers which were burning from the cold. I opted to pay for a packer and they packed it. When the packer handed me my rig, my AAD was off. I knew I turned it on. I tried to turn it on, and got Control Error 9. I sent it in, and they sent me a new unit. They promised to get back to me on what happened, but never did. Thankfully, I didn't need it.
  11. I did a quick video on patterns, feel free to steal :)
  12. The good news is once you get good at packing that slippery fucker, it's usually all downhill from there.
  13. My personal experience (though not extensive) is the opposite. When I've tried them they were prone to disconnects, were hard to pair even right next to each other on the plane, etc. Two different sets of gear, but again my experience was probably about 5-10 jumps with them.
  14. I think there are a couple of important things to point out here: 1) The original poster knew enough about their own gear to ask a question about spring loaded pilot chutes and hesitation. I think it shows they're thinking about safety and asking good questions. They're clearly thinking about these things and developing a better understanding. This is, utterly, entirely, and without question a good thing. 2) I don't think it's fair to expect a newly license jumper to know everything about all sport gear. Clearly they know their gear has a spring loaded reserve pilot chute. It looks like they're a fairly new jumper (A license), not a rigger. We need them to know their gear, and more importantly, their EPs. And given the questions they're asking, they're thinking about EPs. 3) By admonishing the poster in this manner we risk discouraging the asking of questions by creating toxic environment. An environment where people are fearful of asking a questions because someone with a lot more experience (and maybe has forgotten what it's like to be new at this) says "they should have already known it" or some other admonishiment. Maybe they should have known, maybe not (in this case I don't think they should have), but either way it's far better to address it than to admonish it. We want to cure ignorance, not encourage it. Because a toxic environment where people are discouraged from asking questions, quite simply, is a recipe for death. We aren't playing tiddlywinks. When we stamp their foreheads many of us tell them it's a license to learn. Let's not discourage that. So original poster, keep posting these questions. You're asking good questions (don't forget to ask you instructors, generally they're a better resource than message boards). But these are important questions. Keep it up.
  15. It's always a possibility, but fortunately it seems rare. Or at least, with that much hesitation. There was probably some additional burble/turbulence from the bridle he had bouncing around up there, maybe it interfered. Being belly to Earth for a reserve deployment means there's a chance you can launch it right into the burble. They usually clear it even in those cases, but not always, which is why I was taught as part of my EPs to look over both shoulders (check right, check left) after the reserve ripcord is pulled. If there's a pilot chute caught in a burble that check will tilt your body and will hopefully expose the pilot chute to relative wind and the reserve deployment sequence will continue. Watch this video: Go to settings and set it to .25 speed. You'll see the guy in frame, his reserve hesitates for a split second in the burble, which probably saved them both as they ended up deploying at two (very slightly) different altitudes instead of wrapping in each other's shit.