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Everything posted by mark

  1. I know people like that, too. A label that says "put lines here" is not sufficient for stupid. Twice, eh? DIdn't figure it out the first time?
  2. Not exactly. Depending on when the disconnection occurs, it's possible to launch the bag with enough momentum for the lines to pay out and for the bag to open without the help of the pilot chute.
  3. No. You get to the "V" stage when the reserve bridle is first stretched from the bag to the MARD, as the bag is lifting out of the container. The MARD needs to stay connected until the canopy is out of the bag. After that it doesn't matter much if it remains connected or releases, except it's nice if it remains connected to the main -- easier to find everything.
  4. During a MARD deployment, just as the bag is lifting off, the MARD device is pulling on both the bag and the more-or-less inverted reserve pilot chute. The bag/canopy has mass, the pilot chute has mass, and both legs of the inverted "V" of the bridle stretch and recoil repeatedly. The masses are different, and the legs are different lengths, so the magnitude and period of the recoil oscillations are different. If the pilot chute leg loads while the bag/canopy leg unloads, the MARD device disconnects. This is the case for all MARDs in common use, except the Infinity MARD.
  5. So after a week of back-and-forth emails, here's what I have: A porosity test is required. Anybody with a porosity tester can do the test. There are no special qualifications for the tester, no calibration standards for the equipment. The porosity test must be done at least twice (to get a "mean average"), but maybe more, one of which must be the center cell. All the tests are "normally" done 12" from the nose on the top surface. If there are normal places, there must be alternative places, but these are not specified. The center cell reading can be an indeterminate amount higher than 3 cfm, as long as the average is 0-3. If the average is higher than 3, there's nothing to prevent you from doing additional tests until you can get the average down to 3 or lower. If you are happy with the results of your inspection and the porosity test, you can put the canopy back in service for at least one pack. After that, additional packs/jumps might be authorized, but I never got an answer to repeated questions about the correlation between porosity test results and additional packs/jumps. No new scorecard on the canopy required, so no way for the next rigger to know if the porosity test was done or what the results might have been, or how many additional packs/jumps might be authorized. Findings should be recorded on the data card, even though there is no data card retention requirement in the US, and the data card is not a maintenance record in the US. Findings should also be recorded in the rigger logbook.
  6. Ok, I could do that. How should I translate their results into additional packs/jumps? And do I need to sew another scorecard on the canopy?
  7. Please share email address. Thanks.
  8. Parachute Systems Decelerator reserve scorecard is full. If it were PD, I'd send it back for recertification. What to do with Decelerator?
  9. Maybe for some people (though the OP considered it and decided against). Just know that landing on rears with intact brake lines is different from landing on rears with no brake lines.
  10. Actually, I was thinking of $500 as the down payment. Your time is more valuable than that. In your area, see what Chuting Star charges, and consider what MEL, Dave DeWolf, Kirk Smith, Tom Dolphin, et al, charged or charge, closer to $1500-1800 exclusive of testing.
  11. I'm happy to share all the materials I developed for the US Academy of Parachute Rigging, no charge except for acknowledging the source. As for "mentoring," consider asking for, say, $500 per interested student, as a way to screen for those who are willing to make a commitment and will be a joy to teach.
  12. PD, Icarus, and Parachute Systems all have "bowling score" boxes for 40 packs/25 jumps before factory inspection/permeability check. Aerodyne allows 40 packs/10 jumps before a permeability check, but doesn't have a way to record except maybe on the data card. PdF allows 40 packs/25 jumps, but no marking on the canopy. Precision and Flight Concepts do not specify. I don't know about ParaTec. These are not life limits. Most canopies can be returned to service after inspection and permeability test.
  13. The XL Cloud did not have lower surface vents. The Strato-Cloud did.
  14. The stabilizers use rings as slider stops. I know ParaFlite used plastic "poker chips" in my Cruisair, but I don't remember whether Strato-Clouds had rings or poker chips.
  15. The label then was most commonly ink-stamped on one of the ribs, just inside the nose of the canopy, either on one of the end ribs or on the center rib.
  16. I vaguely recall double pilot chute rings on the top surface for a Viking (predecessor to the Viking Superlight) but just a single ring for a Strato-Cloud. So if a guy was going for a cheaper knock-off main canopy, I'd guess he'd go for the cheaper knock-off container as well. But I could be persuaded that it's a Strato-Cloud (distinctive bottom vents) and Wonderhog.
  17. Do we get to speculate? Here's my guess: Reserve: Navy 26' conical, military surplus Main: Pioneer Viking (copy of a Para-Flite Strato-Cloud) Container: Pioneer (don't remember the name) (copy of RWS Wonderhog)
  18. Glide ratio is numerically equal to the lift/drag ratio. Adding weight increases the forward speed, but also increases drag in the same proportion, so the ratio remains the same. You can google "glide ratio is independent of weight" and see any number of articles on the subject, and none to the contrary. The flight path angle with respect to the horizon depends on the glide ratio and winds. When flying in a headwind, a more heavily loaded canopy will have a shallower angle than a lightly loaded one. When flying with a tailwind, it is the more lightly loaded canopy that will have a shallower angle. In both cases, the glide ratio is the same. The airspeed is different, and the amount of time of exposure to the wind conditions is different. Do not equate glide ratio with the flight path angle with respect to the horizon.
  19. I agree with nwt. Before the 2001 rule change, the regulation was unambiguous -- skydivers were required to use single-harness, dual-parachute systems. Because of poor drafting, the 2001 change addressed only what a single-harness, dual-parachute system consisted of, to distinguish it from a tandem system, instead of requiring its use. But it doesn't matter. It's been litigated, and the commonly-held (pre-2001) position prevailed against us barracks-lawyer types (or sea-lawyers, if you prefer). The incident was Dwain Weston, Royal Gorge Bridge, 5 October 2003.
  20. No. In particular, in your photo, pulling the red handle detaches the pilot chute pouch with the pilot chute still inside it. If you pull and throw the red handle, you'll have a pilot-chute-in-BOC in tow.
  21. It should have gone to your rigger for a complete inspection before you paid money.
  22. Is your secondary character a nice guy? Does he actually intend to catch her, or is he going to just step out of the way? One way they both get badly hurt; the other way only she gets badly hurt. The second story window in your house is about 15 feet above the ground. Imagine jumping out and being caught by someone standing on the ground.
  23. What the O.P. doesn't realize is that his friends and family are already skydiving. He just needs to meet them.
  24. No. The first 10-20 pound stretch is for marking. I didn't mention: cutting must be done with a hot knife, not shears or scissors, so sheath and core are both tensioned the same to share the load.