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Posts posted by CrazyL
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Yes and i've checked all my customers. All good here considering Airtecs recall. The Argus recall. The Vigil cutters. Yes and i'm just a little bit upset about aad's. Risk management. It's risky having one and it's risky not to have one. It's even more difficult as a rigger to take on the responsibility of installing such a questionable device. aad's have increasingly become a pain in the butt to deal with as a rigger as well. For what I make in money per aad service and install versus what I must keep up with concerning manuals/ updates/ recalls/ service bulletins and coordinating shipping and receiving for the customer along with having to 'trust' that aad's in the rigs that i service will perform properly. I lose on aad's. I trust the jumper and the H/C and the reserve canopy way more than an aad. I like the idea of an aad. So which is your aad of choice and why? why not the other aad's on the market? -
Thanks William. I have had issues with the Vigil as well. AAD's that fire prematurely, that cut loops prematurely and too easy are not part of my gear. I still havent got confidence in your product. I still do not do rigging for any jumper with an Argus or a Vigil in there rig. It's about confidence. As jumpers are replacing the original cypres these days and are shopping around for the next best thing why not choose cypres 2. As many jumpers seek my objective opinion and respect my suggestions on which AAD to replace the cypres 1 with, I still choose the cypres 2. I still choose to only install an aad that I have confidence in. Sorry yours still has not worked out, maybe in a couple of years, we shall see. -
Was the incident of the argus firing in Texas on a student rig that was hanging on a rack part of the 43 recalled units? When did that happen? 2006 was only 2 years ago. Has a year or two of refinements on the Argus worked out ok? Is it everything you'd ever hoped for in an aad? Gotta go change my BOC and install my cypres still it's getting late.QuoteQuoteAfter gaining confidence in the Argus AAD I then began installation. As I got close to the container pop went the cutter. Cutter fired and I have yet to regain confidence in the Argus.
I would like to add that this incident occured in April 2006 All these units (43) have immediately been recalled.
Warm regards,
William -
QuoteOK, so my closing loop is way too lose. Thanks for the input guys and I'll adjust it right away!
It also sounds like the pulling force should be around 10-15 pounds (to raise your rig up a bit before hearing the pin pop). Am I interpreting this right?
And is there a too tight closing loop that could create PC hesitation when doing H&P from Cessna or wing suit flight?
Regards,
Jean-Arthur Deda. -
Youre right. So how about the closing loop tension/ pin pressure? All gear does not have speed limitations, like my camera helmet or altimeter or shoes. Harness/ container and reserve canopies do have placard weight and speed derived from TSO tests. Many jumpers overspeed, some overweight and overspeed. Few pay the ultimate price for breaking the placard limits. Half a pilots body was broken for crossing into the realm of overweight/ overspeed. I get away with overspeeding the placard limits. I even do gnarly hookturns. Not sure which is most hazardous. Hookturns? cruising at over 200mph in freefall with gear not rated for such speeds? or jumping with a newbie that decides to sitfly with a loose closing loop wearing a demo rig with riser covers that just wont stay closed wearing a t-shirt and shorts jumping barefoot in the desert without a helmet? As I was trained at about jump 9 or 10 while in the static line program, I was taught how to 'track'. Was also taught how to 'flare' out of a 'track'. That training has paid off on pretty much every jump. Basically i'll slow down to a comfy speed for deployment whilst aiming my rig for the sky for deployment. Like in my quote in your post, ' I would'nt want incidental main deployment at any freefall speeds. My pin pressure is tight.' Gotta go change my BOC now, cycle and install my cypres, make sure my RSL is routed correctly, and when i pack my main i'll know it's tight enough when I make funny breathing sounds/ grunt a little. -
I assume your talking about the main closing loop. Read the manual and/or call the manufacturer. Learn how to make a closing loop, and know the type (name) of the line that the manufacturer recommends. Know how to tie the knot and install proper washer. Know when to replace the closing loop regardless of how many jumps are on it. The loop and the rubber bands are the 2 things that you (the end user) will be replacing from time to time without rigger supervision. Be good at it. If your freeflying, get a gear check by the highly experienced freefliers. Pin pressure should exceed the pressure it takes for the freefall wind speed to blow your bridle out from under the side flap and/or BOC and pull the pin. Scenario: Flying back to earth or butt down the pin cover flap blows open, bridle and pin get a heavy dose of 120mph+ wind beating. The wind whipping the bridle is what can pull the pin if the pin pressure is loose. You should have a curved pin on the main bridle, it'll pull in any direction. Brilliant innovation. On some rigs the bridle under the side flap is loose, the bridle is only sort of wedged up under the side flap anyway. You want the bridle that is tucked under the side flap to have pressure on it created from wedging the bridle up under the side flap till there is sufficient pressure (usually no higher than half the main container). So what if your pin was pulled while you're on your back arms and legs toward the sky and your pilot chute is still in the BOC? Gnarly horseshoe malfunction! Shorten the closing loop to be as tight as you can and still close the container, close the pin cover flap and do a pull test on the ground. There is much more to learn concerning loops, pins, bridle, boc, p/c, h/c, and aad choices for crw, rw, ff, cp, scr, scs,and zoo loads. Choose 'freefly friendly' gear. I took my Infinity to 246mph last month. Most gear is certified to go no faster than 150knots, close to 170mph. I would'nt want incidental main deployment at any freefall speeds. My pin pressure is tight. -
You did great, gear is cheap. -
If I ever need it, and it saves me...I'll love it... If it ever screws me...I'll hate it . aad is just one software upgrade or one new model away from having a problem.After gaining confidence in the Argus AAD I then began installation. As I got close to the container pop went the cutter. Cutter fired and I have yet to regain confidence in the Argus. referring to your post "if it screws with me..." Vigil cutter issues have been less rewarding to deal with. As a rigger I will service gear with/without a Cypres AAD only. Have had enough issues with aad's to make a choice. I choose Cypres.
Main canopy and it's attached parts get more repair than the reserve or container. I like to have the main packed and jumper there when I get a rig for service. Jumper and I assess the gear and visit about their plan for various malfunction scenarios. Sometimes the jumper will/or has pull the handles. About the main: I like to only accept gear with the main packed. I can easily see issues with flaps , boc, loop tension, how well the bridle tucks under the side flap, etc. with the main packed. Main gets inspected every other pack cycle and packed every time i pack the reserve. With the main packed I take responsibility for the entire parachute system. Like to make certain the whole system is airworthy. More than that, when I service parachute equipment I like to know the condition of the entire system and that the jumper is prepared. I like the people I rig for. Regardless if I pack a main or a reserve, I still have a jumpers life in my hands. I always disconnect the main prior to reserve inspection. Do 3 ring maintenance each time I disconnect and connect main risers, just a habit. Don't care if the risers get twisted when the main is released because prior to reconnecting the main, the main gets a brake line check, 3 rings attached, then a full line check, every line. It's just easier. I can do a full line check faster than most jumpers can do a 4 line check. Full line check gives me a feeling of being thorough and complete. Like to inspect PD mains. It's real easy to go onto their website and print off a trim chart to do the main inspection with. They get me line kits faster than other manufacturers too. When I get done packing a reserve and a main, the rig gets shaped to perfection, gets one last gear check and is ready for service.Quotewhat does everyone do with the main canopy when you are doing a reserve pack job? just wondering.
Also what are people's policies on packing main canopies if they come in to the loft for a reserve repack with an opened main?
I had a mal by letting go of the toggles. Flying the Sabre 120. unstowed the brakes at 1,000ft, my finger was tied to the right line somehow by the line near the toggle. I shook it off and let go of both toggles quickly while in close to half brakes. Both toggles had zipped right up to the guiderings but the right toggle slung up over the slider ( slider was left at the top of the risers at the time) and around the line group. The toggle made like a T between the lines. Appeared easy enough to in-air rig it then I looked to the right and left and below and at the handles real quick. Cutaway clean and pulled the reserve. Was open above 500'. Landed just about 2 feet shy of the peas. So my answer is yes, letting go of toggles in flight could cause a mal. Got 4 buddies who were in a gnarly crw wrap due to a toggle. That's another story.QuoteQuoteLooks like on the video the jumper must have after opening released his toggles from his hands and let them loose,the self induced line twist happening after he retrieved them.
Once i have released my brakes i never let go of the toggles and would say that by doing so he created his own malfunction,no different to other incidents about flying back on stowed breaks and releasing them to perform finals!
How does letting go of the toggles create the mal? Isn't letting go of the toggles the same configuration the canopy would have if you had it in full flight? I don't see how this would cause the mal. Maybe I'm just reading this wrong!
My harness yokes fit me properly on my Infinity and Mirage and Racer and Vector 3s, and the vector 2 is a little wide. Not so sure about Shindigs yoke or MLW. Seeing a pic of him from a sort of front side view flying his canopy, it looks like his shoulder harness is 2-3 inches up off his shoulders and harness spread so wide you can see the front of his shoulders. Hey, did you try my test or what? You answered with more questions and ridicule. But no real answer. U hooked me up with a SIM, but did not have answers. Helping out here or what? Thanks for welcoming me back to the sky. So far so good.QuoteQuoteSorry I do not have a current SIM.
You can download it free here: http://www.uspa.org/publications/manuals.htmQuotePull the shoulder harness down to your elbows then figure out how to get to and pull the handles with each hand having to reach across as well
How much too big is the yoke on your harness? My chest strap doesn't hold my rig on my shoulders. The shape of the harness does.
I do appreciate that you are trying to eliminate risk but your condemning the practice of loosening chest straps is the same as others condemning your "hook turns" or others that don't approve of CRW. To each his own.
Welcome back into the sky. Be safe and have fun.
Wow, 4 kids that jump too! Liv'n the dream. You got alot of good reason to be good and prepared in this sport. Revisiting the RSL debate. I realize some of the pro's and con's that could affect me by wearing an RSL vs. no RSL. Frankly, both ways scare me equally. I've taken my chances without an RSL for thousands of jumps. I'm gonna wear it for a while now, i'm not afraid. Just a little bit scared. I can be better prepared for certain malfunctions by using an RSL while it can also cause other types of problems. Sucks to be in-between on such a controversial device.QuoteQuoteGood performance imo. So you do not loosen chest strap, do not release wings, nor swoopcords, nor booties. To me that gives you more focus on the more important stuff. Canopy and traffic checks, fly to dz and land without causing serious injury or death to you or anyone else, and for a bonus, you have fun with your cameras while having fun flying your parachute and enjoy enhancing the tandem student and possibly the TI's skydiving experience. All the while being on ready alert for canopy collision among other things. Your harness is still snug under canopy, not loose, which in turn puts your cutaway and reserve handles in a easier position to see and get to just in case you decide at or above your decision altitude that you want to use them while under canopy for whatever reason. Glad to hear you have a good time while shooting, me too. Do you have an RSL or AAD ?
I do not have an RSL hooked up. Should life go to hell, I would really like to get rid of that helmet, should it be snagged in any way, and the main canopy. Then I'll deploy my reserve. I do not wish to have an RSL do it's job when I really don't want it to.
Don't get me wrong. They have saved countless lives and have a great purpose in this sport. This is just my personal choice, and for my own reasons.
I do have a nice Cyp2. Love that thing. I have had 2 reserve rides to date. No RSL on either one.
No Cyp either.
I had some bad dreams and went shopping.
1st was a high speed spinner, 2nd was a total with a camera. Old digital 8. Rather painfull, but a good rigger rules.
Faster really is better.
I think the only reason for an AAD is should you be 'unavailable at pull time'...Be that due to whatever situation has come into play.
As for the harness being snug? OK, once again, my personal thing. I'm a girl, and we are rather flexible.
I can do 145+ in freefall, or suck it up and fall with the slowest. Being flexible has it's advantages.
I don't need to loosen the chest strap for anything.
My camera suit was made for someone a bit larger than I am. I can put a big sweatshirt and weights under it, or I can tuck it back behind the main lift web and just fly. One of my favorite video and still things to do is to crank some really hard turns, look up, and shoot vid and stills. You get the ground, sky, ground, (giggle) etc. I actually replaced the wings. The original ones were winglets. (?) Not sure on that spelling. That was what caused my total. I had to back out of a Kingair and pulled the pud off of my rig. I have since gone to a throw out.
No need to discuss this...
The new wings are really large. I made sure I could reach everything I needed to should I not be able to release them. I can float with the TM that weighs 150 lbs and a 90lb girl, or I can fall with the TM that goes 250 and that BIG student that can't get out of the door of the Cessna.
I have 4 kids. They have all jumped, and one is a licensed jumper. I try to stack the odds in my favor on every jump. I have no need to push certain things. I can do my job very well without doing so.
Just MY opinion...
BS,
Sue
Feeling my 'procedure after main deployment had an absurd defect in it, I refined some of my ways to survive. I jumped 3 times on the 4th of July. My first jumps back since the Saturday Shindig went in. First jumps back after revisiting my EP's, basic skydiving procedures, and safety features. 3 things changed. Added Cypres , RSL, and changed my 'Procedure after main deployment' to : Collapse and position slider, release brakes so I know if I have a good canopy or not prior to loosening the harness. I can easily loosen my chest strap with toggles in my hands. I also did crw on a jump after loosening my chest strap after releasing the brakes. I consciously have retrained myself to tighten the chest strap prior to flying close to other canopies this past week, my retraining worked, I remembered on that jump and retightened and stowed the excess chest strap prior to swooping in for a 2 stack with the skysurfer. On the night jump my chest strap was tight till after landing. Made me feel ready to survive a collision in the dark. Got that warm fuzzy prepared feeling when my harness was snug. Felt less prepared when chest strap was loose. After breaking down the 2 stack into a choreographed spiral we waved off and parted. I then loosened my chest strap and prepared for my favorite part of the skydive, the part that I lust for: 'the final 30 seconds' doing a 'Big Fat Hookturn' with resulting 'swoop' if time and space allows me. My actions as a skydiver put me into the position of performing a hookturn , or not. I've learned how to survive the gnarly 'hookturns' and 'swoops' that I perform. Thanks to Shindig I took an in depth look at the pro's and cons of hung toggle, clip/unclip camera wings, flying with loose harness, 'procedure after main deployment, aad, rsl, leaving camera on, and decisions concerning EP's. I also learned how selfish as jumpers we are. I learned more about the negative effects of arrogance. I've now been banned in 4 states for doing hookturns. Sorry, if I skydive, I do hookturns, my game. Gonna learn and continue to survive if I have my way. You probably know the seven P's. Proper Prior Planning Prevents Piss Poor Performance. I try.Quoteremove slider, fully loosen chest strap, release brakes.
Sorry you feel so horrible about the poll I created. My intentions are to learn even more about 'how to survive' the wicked circumstances us skydivers can get ourselves into. To share. The unclipped wing could have easily been a factor in getting the reserve handle pulled in time. Feel free to help others learn about the pros and cons of camera wings, velcro, ep's canopy flight, premature brake release,etc.. I urge you to for learning sake. I don't have extra time right now to do that. Can you tell me if in the latest SIM manual it mentions anything about the procedures after main deployment? Does it state in the SIM to release brakes after loosening the chest strap? Sorry I do not have a current SIM. I question the procedure that is very common these days #1, . Seems to be the new school way . Old school way , the harness would be snug till after landing. I urge you to test you and your equipment on the ground for having to cutaway and pull reserve while having a loosened chest strap, swooper style. Here's how: Gear up fully. camera suit, cameras, and all gadgets too. Tighten all straps. Empty main container. Loosen chest strap fully as far as you do when you jump. Pull the shoulder harness down to your elbows then figure out how to get to and pull the handles with each hand having to reach across as well. Try one side shoulder harness at your elbow at a time. Continue to dirt dive figuring out the several complications 'your' loose harness can cause 'you'. Along with the loose harness have a buddy hold your camera wing in the way and flop it around. Among other things, 3 things happen visually 1 flopping chest strap gets in the way of seeing handles. 2 wing gets into the visual like you know and understand. 3 the harness can rotate if you go for reaching across to pull reserve handle with right hand, along with the possibility of coming partially out of the harness putting the reserve handle up as high as your shoulder and back and under your arm pit. Shindig's shoulder harness appears to be 2-3 inch gap off his shoulder as he flies his canopy. See the pic from his service, you'll notice his handles are already up to his arm pits in normal flight. If you feel like it. Loosen your legstraps to simulate how Shindigs gear fit him and do the test again. Let me know if you learned anything from your test. Let me know if it was a waist of time for you, once you've done the test. Unashamedly faulting? Shindigs gear had the top part of the reserve handle peeled.QuoteTo answer the poll I have to vote #1. I stow my slider, loosen chest strap, release brakes. That is overly simplified. First upon opening I clear my airspace, harness turn toward the landing area and clap for the tandem video I most likely just shot and turn off my camera. All the while determining that I have time to complete all this stuff.
After the chest strap and before the brakes I also unclip my wings and slip off my booties.
Once I unstow my toggles I will likely be in some degree of brakes until I am flying my landing pattern. (Velocities don't glide very flat in full flight.)
I feel this poll to be unashamedly faulting a loose chest strap alone for a very tragic incident. The skydiver seems to have been very competent and qualified so I doubt any one thing is to blame.
As a jumper who almost always flies large camera wings, I would suspect interference between the wing and handle to be much more of a contributor here. My chest strap is often pretty loose from the start and many RW jumpers still leave them loose to make it easier to arch.
Is there anyone here who cannot see their handles once the chestlstrap is loose? I can tell you first hand that as soon as you lower your elbows the wing material is flapping in the breeze. If you are more or less on your back then it covers your handles and must be swept out of the way before you can grab your handles and it can be tough to grab one without a handfull of the other.
As we strive to learn from the past we have to avoid narrowing down the details and blocking out distractions and interferences you may need to deal with. This is a high speed activity we have chosen boys and girls. Good luck to each of us in dealing with an inevitable array of circumstances.
Flame 'em if you got 'em,
Robin
Hmmm. Have I got a good reason to loosen chest strap before popping the brakes? Not in the past 10 and a half days and nights. Have I got a good reason to unstow my brakes shortly after main deployment prior to loosening my chest strap? Yes. Do I have a good reason to have a tight chest strap while doing any kind of Canopy Relative Work, even flying close under canopy? Yes. In heavy traffic? yes. Maybe i'll get to be old some day if I can just continue to survive each helluva experience. I've over 6,400 helluva experiences, many more to come. If I could just quit getting banned from dz's my skydiving experience would be even greater. I'm up to 3 now.QuoteI just can't find a good reason to loosen the chest strap before popping the brakes.
Anyone have a GOOD reason? I think this fatality in Elsinore should make our choice pretty clear.
Anyone have an Argus?
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