SpacemanSpiff

Members
  • Content

    17
  • Joined

  • Last visited

  • Feedback

    0%

Community Reputation

0 Neutral

Gear

Jump Profile

  • Home DZ
    earth
  • License
    D
  • Licensing Organization
    USPA
  • Freefall Photographer
    No

Ratings and Rigging

  • USPA Coach
    No
  • Pro Rating
    No
  • Wingsuit Instructor
    No
  • Rigging Back
    Senior Rigger
  • Rigging Chest
    Senior Rigger

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. I did the test on a few cards, some Tyvek ones that I had kicking around and a few customer ones. It's possible that it is not 100%, but from my quick tests, I was convinced enough to use the sharpie marker going forward to both sign and stamp my numbers on the cards. Since then, I've seen a few rigs come back to me with cards that got wet and my signatures/information was still very prominent while some of the other info on the card had run/blotted out. When I get a chance, I'll try running one through the washing machine as well, just to see what happens. nick
  2. I apply ink to my rubber stamp with a Sharpie marker. I was concerned at first for the same reasons you mentioned. However, after conducting a few tests where I rubbed the card with a wet cloth and soaked the card in water, I'm pretty convinced that the Sharpie ink works well and does not run or smear on the packing card. nick
  3. You can also check the Future Effective CFRs on the FAA's site. On this page you'll see the category on the left side pane. From there, expand the link to search "By Part". At this time I don't see anything there under Part 65. Of course, for a change to the regulations to take place, the FAA would need to go through much the same process as was done for the 180 day repack rule. They would need to get it published in the Federal Register for it to go out for public comment. From there, they would have to then disposition each comment before a new rule could be put out. nick
  4. Thanks for the replies and summary of key points. I think it is good to have the explanation from both sides outlined in the debate/thread so that people can make an educated decision on the issue. There is no doubt that there seems to be holes in the system. But I think, at the end of the day, the FAA does a pretty good job of trying to ensure safety. And let's be honest, this is probably pretty low priority for them. It's not like people are falling out of the sky because of this. Ok, perhaps they are. But I'd bet that the FAA would initiate a change to the CFRs if people were routinely getting hurt. I haven't checked the historical incident reports, but I'd bet that very few people have been injured because of a sloppily relined main canopy. Some day the FAA may rewrite the 14CRFs to fix all of this. (By the way, I did check the future effective CFRs and did not see an upcoming change to Part 65. Also, one would think that a change to the CFRs would warrant a public comment period. But I'm no expert on regulation changes). Until then I guess we'll all have to use our ticket as a license to learn and continue to watch the debate. nick
  5. All personal opinion aside, I’m struggling to see how a Senior Rigger is prohibited from performing a line replacement on a main canopy. This is not to say that I personally believe that they can or should be able to. I think the point is, though, that I don’t see a clear reason as to why they can not legally perform a main reline. No disrespect, but I also do not think that DPRE or Master Rigger opinions can validate one side of the argument or the other. It seems that, just like everyone else, DPREs and MRs have their own personal thoughts on the matter. And, as we can see, some of these opinions can be on opposite ends of the spectrum. I think the prudent argument should be one that examines the published FAA rules and guidance in order to explicitly make a determination one way or another. From what I have read over the past few years on this topic, these seem to be the valid arguments which show that a Senior Rigger can in fact reline a main canopy: 1. 14CFR 65.111b allows main parachutes to be packed, maintained OR altered by 4 types of individuals; two of which are either a person who possesses the appropriate current certificate issued under this subpart OR by the person making the next parachute jump with that parachute in accordance with 105.43(a). 2. Advisory Circular AC105-2C (Section 8.a.) states that specific approval is not needed for altering a main parachute 3. Confirmation from the Denver FSDO (FAA) explaining that either a Senior or Master Rigger, someone under the supervision of a Senior or Master Rigger, the person making the next jump on the canopy, or the parachutist in command making the next jump can legally pack, maintain, or alter a main canopy or main container of a 2 canopy system. http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=784294;#784294 4. The FAA’s Parachute Rigger Handbook (document FAA-H-8083-17) in Section 7.1.9, “Square Canopy – Main Line Replacement,” specifically outlines that an FAA Senior or Master Rigger are authorized to perform this repair procedure. 5. Poynter’s volume 1 & 2, as stated in the posts above. (While these are not an FAA published manual, they have been used as industry standard in the past. Therefore, I’ll leave it to the reader to judge the applicability of this with regards to the argument.) If someone would take the time to summarize the valid arguments against allowing a Senior Rigger to perform a Main Reline I think many of us would appreciate it. In preparing a response, please avoid personal opinion, indications that the above facts are incorrect and that the FAA is taking action to correct them, or that certain people in the industry are doing one thing or another. thanks nick
  6. It seems that you get a new card for each "certificate" that you are issued by the FAA. In my case I have a Private Pilot, a Rigger and a Repairman Certificate; each on separate cards. When you obtain any additional ratings, the FAA then updates and reissues you a new certificate that includes your new rating as well. As an example, they would update your Rigger Certificate if you got a Lap Rating or became a Master Rigger. The same if you held a Private Pilot Certificate with a Single Engine Land Rating and added a Glider or Multiengine Land Rating. It seems complicated, but that keeps the FAA busy. One benefit that I have found with multiple cards is that I can keep one in my Rigger logbook and one in my flight logbook. I affixed one of the small USPA membership card sleeves in the cover of each logbook to hold the cards in place. That way I keep them available with my records. nick
  7. The rigger exam data on Kip's site is a bit dated now. I had posted what's on there a few years ago before the last big change to the exam by the FAA. But I did go back earlier this year and scrub the content against the FAA’s list of published questions. And I think all of what the FAA has put out is actually on the practice site. However I could be wrong. A word of caution… I think there may be one or two incorrect answers on the site. If you look closely thought, some people have added comments that help figure out the correct answer. Additionally, my wife recently took her rigger exam a few months ago. She said that doing the practice tests from the site was still very helpful. But she also mentioned that 30% of the actual exam had questions which were new. So make sure you’ve studied up on the FAA Rigger Handbook in addition to any practicing you do from the exams4pilots site. http://www.faa.gov/library/manuals/aircraft/media/FAA-H-8083-17.pdf - nick
  8. According to a press release on Allan Silver's website..... "It should be noted that under this new regulation, existing repacks will not be automatically extended. The new 180-day repack cycle will only take effect after the next repack that is performed by a certificated parachute rigger." He also mentioned that the rule would take effect on or before February 20th, 2009. However, his post was from late May and MEL may have more updated information. http://www.silverparachutes.com/files/180_day_press_release_2008-05-23_2_.pdf Any chance of posting an advanced copy of the rule MEL? nick
  9. I'm one of the riggers that Mike spoke about from Skydive Snohomish who has this press. Like Derek said it is a great design, very sturdy and does a good job of fitting the 3 digits onto the lead. I did a lot of research and called quite a few manufactures before ordering this from Sealexim. I was mainly concerned with getting a small logo on the back side die and Alex was one of the only manufacturers that could accommodate my request at a reasonable price. I drafted my artwork up in photoshop and sent it to him as a JPG file. Once he had the die completed he sent me a photo of both his finished product and as well a pressed lead seal. He does use a round bit on his engraver, so it is difficult for him to make sharp edges on the engraving. But once my logo was scaled down for the die, I couldn’t even tell. My friend got a logo that was pretty intricate and his came out well too. nick
  10. This is probably still one of my favorite DZs that I have jumped at while traveling with my rig. A few years ago two colleagues and I (who all jump) were traveling for work in the Minneapolis area. We dropped in at STC on the weekend and again during the week to get a few jumps in. The people, facility, grass landing area and twin otter were all great. I still dream of getting some more work in that area so that I can go back to visit... I mean jump!
  11. My wife and I were in the Atlanta area for work and brought along our rigs this past week. We jumped at a few local DZs and found this one to be our least favorite. The attitude at ASC was geared more to catering the tandems. I've read a lot of reviews and opinions about this DZ and their marketing/business plan, but I wanted to give the place a fair shot myself. Unfortunately I'd have to agree with a number of people about this place, and I really didn't have a whole lot of time there to peal back the onion skin. The sub-staff (video guys and instructors) were very friendly though. I actually elevated my overall score on ASC based on their interest in the up-jumper crowd. The landing area was a bit hectic, as people were and landing in multiple directions (not just the swoopers). All in all I would not be surprised if there was an incident in the landing area at some point. They do have a nice building with a/c in the packing area. And there is a super nice guy that cooks up food that is convenient to buy on-site. If your in the area visiting, I'd advise checking out a few of the surrounding DZs first. You'll be happier for it.
  12. I was on a biz trip in the Atlanta region along with my wife this past week and we both brought our rigs along to keep us company. We stopped in at The Farm for a day of jumping and had a great time. They were in between turbines (had recently sold the caravan and were awaiting their new twin otter), but even using the small Cessna was fun!! Nice landing area, friendly people, talking parrot (which every DZ should have), and an overall great vibe. Stop in and see Mike at Chuting Star as he is a great guy to talk to about everything rigging. I wish this was my home DZ....