masterrigger1

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Everything posted by masterrigger1

  1. Looking at the measurements, it looks like the only suspension line that really stands out as being "of concern" is the Right A-4. That is the A line at the Stab on the right. It is -1 inch. What disturbs me is the fact that they have a -1" measurement of that line, but the attached B4 is +5/8". The A &C lines usually shrink because of heat from friction of the slider and most of that heat will be absorbed below the cascades. With that said, the B4 also should have been shorter than the other cascade measurements because the attached A line is supposedly shorter. If you look, the A4-B4 measurements fall in line with the other A-B measurements. Ask them to check it again for this purpose. The lower control line are showing -2 3/8" which is probably correct. Just have them replace those. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  2. A main is regulated as it requires a certificated rigger to assemble it or perform work on it. It also has the same regulated pack cycle as the reserve; 180 days.. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  3. Well someone has to keep you guys educated!! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  4. It is in Poynter's Vol I..Just saw it again this week while conducting a riggers course. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  5. Yep, That is when they had three classifications of riggers. It went from one to three. In In the document that I previously posted, you had only "rigger" and the manufacturers did all of the major repairs. They went to three and what was the Senior then is our Master now. § 25.00 Classification o1 parachute technicians. P a r a c hut e technicians shall be classified in the following ascending grades: (a) Parachute rigger; (b) Senior parachute rigger; (c) Master of parachute maintenance. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  6. Jerry, That document just shows the time line of it all. It started defining Major and Minor repairs. Ever since that time, I have documentation to show that was the intent, definition, and examples of major repairs of parachutes through the years.It continues all the way up to now, except in the current AC. ...and it has already been determined as good documentation by Legal, hence the re-write. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  7. Back to the original point of this thread... 3/8" is nothing for a Spectra lined canopy. Their manufacturing tolerances has to be around 1/4". So ask them to provide you with the out of tolerance specs as PeterC suggested. I could see the need of a reline if the lines are picked badly by the Velcro, but just 3/8" out is not a problem as I see it. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  8. Now you are mixing apples and oranges... I quoted the AC-1052E as being incorrect, not the FAR's. I also said that the knowledge gained by studying the FAR's as method to successfully pass the written test, not the other way around. Not really. The two week old rigger just studied his brains out to pass the written. The 30 year manufacturer does not care to remember anything about rigging except what pertains to his product. Heck ask anyone of them if a main is regulated and see what answer you get. I promise you that 95% of them will get it wrong... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  9. They may be experts with regards to their gear, but not the regulations. Hopefully the rigger retains the required regulation knowledge acquired during the written exam. If he uses that knowledge going forward, he or she should be able to determine for themselves if the work required is within their limitations or not. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  10. Sometimes. Especially with regulations pertaining to riggers outside of their facility. Yes again. 65.111 was a prime example when it came out with changes in 2001. It took 11 years to get it straight again as you well know. Yes again. It is the rigger's responsibility to understand the regulations pertaining to rigging regulations. Read regulations here; not SBs or manufacturer's instructions. Maybe in your eyes, not mine. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  11. Since AC-105 2E is scheduled for a re-write for that exact reason (or at least just one of them...); I do not recommend my students to actually use that document for reference. You will have the incorrect answer to test questions on the written if you follow the guidance in AC-105-2E. There are a few some good things in it like seat belts though.... The regulations in 1937 started addressing line replacement as a major repair. Since that time it has repeatedly been addressed in the written test questions and also in previous AC's. Unlike AC-105-2E, the previous AC's were written by the FAA; not some liberal people with an agenda, lack of knowledge, or both. I have attached a page from the regs in 1937 for you. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  12. Exactly my point. The manufacturers will sometimes produce a document that leads senior riggers to believe that they can do the work legally when in fact it would be illegal for them to do so. Sometimes it is intentional and sometimes it is not..... The onus lies with the rigger to understand his or her certificate limitations and not rely on a manufacturer who may or may not understand the FAR's correctly. For example, Parachute Systems just released a SB for a modification. It only spells out what equipment is required and that you should have the required certificate in the country that you are living in to do the work. It does not state that a master rigger is required here in the US. The riggers here should have enough knowledge to understand that this is a modification and only master riggers have that privilege. They wrote it to fit many countries, not just the USA. Now with the "it's all about me and I can do anything I want" attitude of some senior riggers out there; I am willing to bet that some have already completed this modification illegally. Their excuse will be that it did not spell out that it had to be a master rigger, when in fact they should know and respect/honor their certificate limitations. Riggers are tested on certificate limitations during the written test for a reason. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  13. It all goes back to their definition of a major repair. That definition is basically that a major repair is that done wrong that could affect airworthiness or the ability to properly maintain flight. For years, line work has been noted by the FAA as a major repair as an example. It was illegal for that rigger to reseal that parachute without repacking it. This rigger was also working outside of his privileges illegally unless he was working under a master rigger who should have recorded the repair in his own logbook. BTW, that repair is not required to be noted on the PACK data card. 65.131(c) is where the data card required and it only pertains to the packing of the parachute; not any repairs. The data card is intended to show that 105.43 has been complied with. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  14. Oh .... And there there is that option! MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  15. Jerry, He is only a senior rigger which cannot do major repairs unless under the supervision of a master rigger. Also a manufacturer cannot increase a rigger's certificate privileges with a " it's OK by us" which is believed to be true by a couple of people out there in rigger world. Just saying... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  16. "Pulling and Tugging" during the packing process will not usually affect the line trim. It is the openings that do it. Also if the canopy was left in a high heat environment will also do it. Spectra will start shrinking around 170-190 degrees fahrenheit. I have seen canopies left in a hot trunk in the summer, have line dimension changes that never had a jump on them. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  17. Pretty good memory there BTW... But the ribs were from a wrong/different canopy were actually sewn in by mistake. Dave DeWolf actually found this. He saw a guy properly flaring his canopy and just pound in anyway. He told the guy that something was wrong with his canopy. He sent it in and Para-Flite found the problem. Several canopies were never sent back in and are still out there somewhere. The affected canopy S/N's are listed in Poynter's Vol I. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  18. A larger reserve is not worth a dime if it is not open and/or flying properly. Just my 2 cents... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  19. When I get back to the shop in about two weeks, I will surely dig it out for you. 1.First, parachute openings are very complex. 2. The basic formulas that were presented were just that; basic physics in the simplest form that do not apply to the scenario at hand IMHO.I can draw a graph to represent anything and make numbers match the graph. 3.I do understand the above. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  20. Peter, Here is a paper that was produced a few years ago (2005) on parachute inflation and opening.It was for a space vehicle so it has way more info that is needed. Never the less, it is good info. http://www.mrc.uidaho.edu/~atkinson/IPPW/IPPW-3/Parachute%20Course%20Material/06%20Parachute%20Inflation%20Wolf.pdf MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  21. Because they obviously take longer to open. When Airtec tested systems to come up with a target firing altitude after extensive test drops, 750' was the answer. It gave about 100-200 above the deck on the systems tested on average. When the OPT came along, the openings were longer which made the buffer disappear in some instances. The openings are longer. 1. PD said so themselves in their first ads and then went kind of mum on the subject. 2. I have watched many of them in videos and real life. IMO that PIA study was the biggest the worst waste of time ever. The study was geared towards pilot chute load,etc. It had nothing to do with canopies. Once the canopy is out of the bag, the pilot chute is out of the equation? Also,the problem of slow opening reserves/parachute systems and people dying under them did not arise until after the TSO'd 23d and 23e gear came into play. As far as the line twist are concerned. Do you have your head in the sand or what FCOL? A Russian just died from them and they are on 75-80% of every OPT deployment video. I can think of about 3-4 more that got out of the twist just seconds before landing. Heres just a few: https://www.youtube.com/watch?v=FiJkwrsCbVs https://www.youtube.com/watch?v=ctim2aDfQJs https://www.youtube.com/watch?v=k8zFf6SfOYw https://www.youtube.com/watch?v=17pd_MgaA50 (See if you can spot the OPT. There are several reserve rides on this video) https://www.youtube.com/watch?v=4tF6iXI70-Y MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  22. It is not "the standard" is "a standard". The confusion is that the TSOs are the same. They are not. Riggers should know not to mix certain components to be safe. For instance do not install a OPT into a container with a AAD set for 750'. It probably will not work in time. Why do you think PD pushed for the higher opening altitudes with USPA? Not to mention the issue with line twist on most openings. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  23. Your theorem makes no sense if given the same time and distance traveled in both scenarios. The sniveling canopy would have to make up time and distance in the second stage of the opening to equal the other canopy. The result to equal the other would be a faster, harder deceleration at the bottom end. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  24. You would be right IF that were the case. The videos I posted was a PDR without a Skyhook and the second was a Skyhook and a OPT. So with that said, the OPT with the Skyhook should be faster; it is not! The YouTube videos are not anecdotal. The definition of anecdotal is basically a personal account of events without solid, verifiable facts. Video is/can be a true factual account of events, so they are not the same. Also let me be the first to tell you, video is the primary "Test Data" collected during test drops. I would have to say you are not looking! Just ask someone with a data logger that had a reserve ride with a PDR to download the data and one with a OPT. Then compare the data. It is that simple. But then again, you are jumping a OPT... MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com
  25. No, sir you do not. Here is a five minute query on YouTube that resulted in two somewhat similar types of malfunctions.The PDR one is spinning a little less, but the OPT is traveling at a higher speed also. One is with a PDR without a Skyhook. https://www.youtube.com/watch?v=T2ekBNYCk_s The other is with a Skyhook and a OPT. https://www.youtube.com/watch?v=ctim2aDfQJs View them and let me know if they open at the same speed or not. Better yet, get a stopwatch and some popcorn and watch a few videos.They are out there if you look for them. MEL Skyworks Parachute Service, LLC www.Skyworksparachuteservice.com