masterrigger1

Yep. You were all over it anyway. The feed eccentric is out about 180 degrees. It is in "permanent" reverse until you rotate the eccentric back into correct timing. The way a machine with reverse works is that the reverse lever simply flips the eccentric 180 degrees when you depress the reverse lever. If you have a Singer 7-34 parts manual look at plate 9633, part #11367. This is the eccentric. Simply set the stitch length for the longest stitch possible. Loosen the two set screws and rotate the eccentric about 120 degrees. Snug the screws down. and check the feed. Repeat as needed. A correctly set feed eccentric can be checked like this. Cycle the machine and watch the feed dog. Just before the needle contacts the material, the feed dog should already have been at it's highest point and starting down into the machine, not moving forward or backward. The main objective is to move the material before the needle makes contact and not to move while the needle is in the material. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

The Argus issue was a bit different in flavor. I think all of that changed when PIA started writing the TSOs. Since they submitted the standard, one would think they had some say in it later on...i.e. if a product was in fact meeting the standard or not. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Mark, We might have to skip this incident, but the fact remains that we have other incidents that show problems with this H/C system. We could at least recommend more testing by the manufacturer or issue a public notice. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Sorry,I missed that point in the OP's post. But a fully developed PC should have enough force to pull the guy back belly to earth one would think. Well given the past issues, an increase in size would not be out of the question.Not 60" though... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Were you aware of the "Issues"??? http://www.dropzone.com/cgi-bin/forum/gforum.cgi?do=post_view_flat;post=4840136;page=2;sb=post_latest_reply;so=ASC;mh=25; Yep, it is time to do something about this... Mark Baur, you probably need to address this with the PIA rigging committee. It has gone on long enough. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Call Onik at Jado. This is where you want to go. JADO Sewing Machine, Inc. 40-08 22nd Street Long Island City, NY 11101 Tel: 718-784-2314 Fax: 718-784-2411 E-Mail: [email protected] I have the cam number that they make for me in the shop, but I believe it to be SZT-2001-42. I can check and post later to be sure. You will need 42 stitch gears also. These can be bought through Henderson sewing or I might have a set lying around. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Yes, Just contact me. MEL 864-429-8428 [email protected] Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

It's because you don't want to rip your arm off going 80MPH. You can always increase the speed after you get it inflated and trailing behind the vehicle. Again; go do this test and come back with the results. It is easy enough to do. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I don't think I would publicly admit that. Was this the same master rigger that supervised the main line work? A line on a reserve is made, installed, and final inspected just like a main. there is absolutely zero difference between the two. So in your past experiences, how many mistakes were made by senior riggers vs master riggers in work that you found? I find mistakes/errors by senior riggers all of the time on canopies that come in my shop. I have quite the photo collection to prove it. It is very rare to find the opposite in my past experiences. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Totally not true. They both are subject to airworthiness conditions.Anything that flies and the FAA has to deal with has airworthiness standards. From FAA 8900.1 8-476 ALTERATION OF THE MAIN PARACHUTE. A. Requirements for Main Parachute. The main parachute of a dual-parachute pack to be used for intentional jumping may be altered by a master parachute rigger, the manufacturer, or any other manufacturer the Administrator considers to be competent. The alterations are not required to be made in accordance with approved manuals and specifications (§ 65.125(c)). Master parachute riggers are not required to comply with §§ 65.127 through 65.133 (relating to 7/24/14 8900.1 CHG 0 3 UNCONTROLLED COPY WHEN DOWNLOADED Check with FSIMS to verify current version before using facilities, equipment, performance standards, records, recent experience, and seal) when altering the main parachute. B. Main Pack and Reserve Parachute Alterations. Any changes to the configuration, method of operation, method of packing the main parachute, including the main canopy attachment links or the male ends of the quick-release fittings, is a main pack alteration. Any main parachute alteration that affects the strength or operation of the reserve parachute, including the harness, must be regarded as an alteration of the reserve parachute and handled accordingly. Also from the old AC-105-2C which was a good reference for years: AC-105-2C, paragraph 12; 12. REPAIRS. Parachute repairs can be classed as major repairs or minor repairs. A major repair, as defined in FAR Section 1.1, is a repair **...that, if improperly done, might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness.” (Balance and powerplant operation do not apply to parachutes.) A minor repair, as defined in FAR Section 1.1, ...means a repair other than a major repair." Major repairs to parachutes may be made by a master parachute rigger, an appropriately rated parachute loft, or a manufacturer. Examples of major repairs are replacement of a canopy panel or suspension line, or sewing a large patch on a canopy. The parachute manufacturer’s instructions should be followed when completing repairs to any portion of the parachute. I have copies of the regulations back into the 1930's that show the same principals and statements that the above states. Unless the regulations change, line repairs to a main parachute will always be a major repair. Again not true! While I was not on the Technical commitee, I did submit a revision as did others. It fell on deaf ears..... The motive is to follow and teach the regulations.This is something that you stray off course on a lot. I would say that I am probably the most vocal, and it's not about the money on my end. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

.and they all violated the regulations. Non-TSO'd equipment still requires the same standard of repair, repairman and certificates. From the 65.111 clarification: "...This rule clarifies that the FAA requires that a person must hold an appropriate current parachute rigger certificate or be under the supervision of an appropriate current certificated rigger to maintain or alteration of parachutes...." MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

1.It is a master rigger's job. It is a major repair. No matter what the liberals on here say that is what it is. 2.There is absolutely no difference between a major repair on a main versus a reserve. That claim is total hogwash! It was discussed and documented during the re-write of 65.111 3.AC-1052E is loaded with errors or liberal views/statements. This BS about repairs being different is total nonsense. 4. The regulations stand over any statement in a AC BTW. With that said, major repairs or for master riggers or someone under their supervision. 5. One certain rigger on here should understand this totally. He put on a line set backwards/incorrectly and the guy died. So with that said, is it a major or minor repair!? MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

He made a couple of fun jumps in Darlington,SC while filming Days of thunder though. He got his A license in 1991 or 1992 IIRC. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Rob, Yes sir I did. But I also noted that your "something like..." was actually "nothing like...." the correct measurement. Seriously Rob, you should never just throw out misinformation like that. You are smarter than that. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

ROB, WTF! The slider would be all screwed with those measurements.It would be standing on its nose and not offering the same resistance as if it where laying flat where it was supposed to be. Jesus.... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I could not agree with you more. Responsible riggers/rigging is what makes the difference. Riggers like you that care more about the customer than "offending" the manufacturer makes the rigger world a better place. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Jerry, Agreed IF it was a simple non-life threatening issue. But obviously in this case it is not. Also, there should have been a stand-down on this H/C right after the first reports of PCITs. Something that needs to be discussed in SLC this week. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

I was not aware that they did that. We simply treat them just like OPT reserves and Racers with speed bags...We do not pack them in my loft anymore. I just checked and do not see an equipment update bulletin, news release, or Service Bulletin anywhere out there. Also there is not a recall on the old ones. It will be interesting to see if it works any better than the old one. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

-QED You have proofed nothing- In fact I proofed the opposite of your claims with the video. As with most problems or incidents, it is not just one single factor. And in this case it is two, the pilot chute and the container. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

The Vector IIs are really close to the Wings in the amount of capture at the top. Lastly, if the Vector Pilot chute was crappy (which it is not by any stretch of the imagination) you would see a lot of reserve PC in tows on the Vector III; which BTW I have never seen or even heard of. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Negative. The Vector II-III (not the Vector I...) Simple to test BTW. Take a fish scale that goes to 150lbs, find someone with a sunroof, and go down the road @ about 40-45 mph and test both with a freebag and bridal at full length. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

They all need to be opened up some. When I said "corners" I meant all in my previous post. The bag cannot rotate because of two factors. 1. The pilot chute simply does not have enough drag 2. The bagged reserve is captured by the upper corners. If you watch the video, when the jumper extracts the upper part of the freebag out of the top, notice how slowly the parachute is deploying. If you open up the lower corners it will allow the container to open up more and in this case, more is always better. I and a lot of other people/riggers would beg to differ. It is the worst PC out there IMHO. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Yes,I think it needs more opening at the corners and a new pilot chute. The pilot chute just sucks eggs.... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Since you guys asked... Yep! They are great to look at, one of the worst to pack, and the only H/C that has had multiple reserve pilot chute in tow incidents. Not just one might I add, and a couple that had video footage. Here's one: https://www.youtube.com/watch?v=vaYQ6iP8zlg Lastly; http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=4850013;sb=post_latest_reply;so=ASC;forum_view=forum_view_collapsed;;page=unread#unread From that thread: "....She chopped almost immediately after opening according to other people on the same jump. She was seen trying to manually deploy her reserve by pulling on the bridle. And fired , but pin was already pulled. Freebag was still inside the (wings) container after impact. Speculation is that either the freebag was stuck in the container or entanglement with the bridle. " MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com

Not a cop out. Just was in a hurry to get out the door for vacation.. This was covered in the deal when Cypres conversions first came out and also during the Javelin RSL issue. It also is covered in a document covering the definition of alterations across the board for the FAA. From FAA letter dated September 24,2001: The definition of "alteration" in the draft advisory circular entitled "Repair and Alteration Data" reflect changes other than those to an "original" product. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com