Kevin116

Another thought, now that your medical records are being digitized by the medical providers, and your prescriptions are reported by the pharmacies, make sure ANY meds you're prescribed are OK with your flight-surgeon. Non flight examiners won't know what your permitted to take, but your list of medications will be in the Fed's database. I think the Fed's used to have a non-approved list on their website somewhere or maybe USPA can get a current official list to keep on file for reference. AOPA has a program for member pilots to assist with these issues. If you fill out your exam ap and sign your name but have taken disqualifying meds you'll have some splain'n to do . . probably have your current medical suspended immediately and a new hobby corresponding with the Fed's medical section to clear things up. Did I mention you won't have a medical while working out this misunderstanding? The Fed's site the applicant for falsifying federal forms, a felony, for omissions or falsification of info on your medical application. 35 - 40 pilots got busted in the northwest when a doctor was investigated and turned up errors. There have been more . . . Many pilots have had TWO doctors for years. I think your going to see a real drop in the pilot population soon.

Worth a look. Manned square reserve test jumps and he stands it up! Riggers might see one of these. http://www.youtube.com/watch?v=M8kVUMrjCLI

The sort of history I was thinking of would be along the lines of that PC spring bulletin on RI rigs that came out years ago. A record of compliance is good for both the rigger and the customer. It removes doubt about which part is installed without opening the rig. The good thing about parachute systems is it's pretty hard to have hidden parts or non-inspectable items in them! At repack the knowns are reset to 100 percent.

I don't think it has anything to do with "cutting corners". I don't see a required system or guidance to record work done to parachute systems. After 40+ years as an A&P and lowly senior rigger I just see a hole in the documentation process for work performed. There are a lot of work a-rounds that have been done by conscientious riggers to try to show work performed but from the far end of the paper trail they aren't predictably traceable. I don't know if I'd be comfortable with someone else recording work done and siting me as having done it - (copy all that rig-related record onto the new pack data card) A conscientious rigger "could" provide copies of work done to be included with the rig. A conscientious owner "could" provide paper to another rigger, showing compliance with S/B's, etc. and include it with sale of equipment. That's a lot of coulds, none of which are requireds. Aviation works on knowns and requireds. So do the courts. A lot of people are trying to do the "right" thing. Maybe the PIA could address this in the rigging group.

Then the packing data card goes away with the canopy and the work to the rig is undocumented. It should be in your log book but there's no traceability from the gear and no record for the inquiry. I'm not crazy about regulations but this not good.

Seems like there's a hole in the regs, imagine that. You've posted the packing & data card would go with the "parachute" if removed from the assy. The reg's seem to refer to actions taken on the "parachute", pack, repair, assemble, etc. The verbiage on a packing card I have says "This log should be kept with the parachute assembly . . . ". I haven't seen where this is in the reg's but it makes more sense than sending it with a canopy removed from a rig. Part 1 describes "parachute" as a device. Big help! In aircraft, there is an airframe log (rig) & engine log (canopy). Engine log goes with removed engine. How would say, the addition of an AAD modification to a rig be documented if the data card went away with a reserve canopy? The riggers log entry would not be traceable without the data card. What am I missing?

Having experienced pitching head down attitude also after trying to minimize vertical speed, the solution I've found is to increase forward speed with more leg effort. I get a pitch down as things get quieter (slower forward speed). In flat flying, with a more head down attitude easing legs would return to level flight but in wing suit flight slowing to minimize vertical speed (getting quieter) we're loosing forward speed thus decreasing arm wing power. The legs then out balance the arms and your more head down. Increasing forward speed with legs and keeping a good arm position (see Ed's post) results in more arm lift and return to a more level attitude. I've also found that by keeping the leg wing taught with heels but un-pointing toes a bit aids in directional stability. Think of your feet and the suits bootie effect as your vertical stabilizer (think airplane vertical tail surface). Add just enough to stop yaw instability. I found my GTI was less stable and more prone to potato chipping than my S-3. I got to fly the GTI smoothly after a bit by relaxing more but to max the suit it was a fine line between performance and squirrely. My S-3 on the other hand has been great right out of the box with a much larger performance range than the GTI. The S-3 legs are more powerful than the GTI resulting in more natural forward speed. I feel the S-3 is the much better balanced suit for me (my $.02) Fly safe - Kevin Morris

A cut-a-way every so often keeps it interesting. Are you more confident in your em proceedures working? Good ! Might try some hanging harness time to review kicking out a line twist at your leisure. Watch your altitude. Stay calm - Ha - Ha. Get rid or a problem before 1800 ft. Say high to Sceff. Kevin in LVQuote

Sounds familiar. At Perris Memorial Day weekend I dumped at about 4000 and had 2-3 twists and a stable canopy over my head. Unzipped arms and cut away right leg with LQRS, then kicked leg out as usual. As I slowly unwound after leg kicks with a twist and a half remaining I ended up flying backwards in a stable mode. No problem, lots of altitude left. Tried several different leg and arm position while trying to help with kicks to finish unwinding. 2500 feet left and I'm starting to run out of ideas! Hadn't released brakes and didn't want to upset canopy by pulling on risers, oh yea and had been flying away from the DZ's south corner of wingsuit area the whole time! While thinking, I must have relaxed whatever I was doing to hold my stable backward flight. The last of the twists came out like the others I've had thru the years. Turned to face the DZ and thought very light thoughts hoping to get closer to home. I could see the wind blades at the DZ and hoped it was the same out by the levees. Didn't like the speed I was able to slow to over the soft ground and PLFed the landing . A lot dirtier but none the worse for wear. 250 lbs out the door on a Sabre 2 210 and flying my wonderful S-3. Anyone else played around and discovered how to get into and more importantly OUT of this situation?

There's no such thing as an aircraft accident...They're all well planned if you look at them. Kevin

Had a couple of line twists above me after opening several weeks ago. Bag might have touched foot on the way by? My Sabre 2 waited patiently for me to unzip and all went well after that. After thinking about my situation hanging there with the lines hour-glassed above me, in hindsight I was wondering if opening one wing at a time to the relative wind would have developed an unspin of the lines? Anyone tried this?

Can I play too? Kevin in Las Vegas - GTI 15 flightsQuote