riggerrob

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riggerrob last won the day on January 11

riggerrob had the most liked content!

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Gear

  • Main Canopy Size
    168
  • Main Canopy Other
    Ariel 150
  • Reserve Canopy Size
    172
  • Reserve Canopy Other
    SOS 180
  • AAD
    Cypres

Jump Profile

  • Home DZ
    Victoria Skydivers
  • License
    D
  • License Number
    14840
  • Licensing Organization
    USPA/CSPA
  • Number of Jumps
    6200
  • Years in Sport
    40
  • First Choice Discipline
    Formation Skydiving
  • First Choice Discipline Jump Total
    1000
  • Second Choice Discipline
    Wing Suit Flying
  • Second Choice Discipline Jump Total
    48

Ratings and Rigging

  • IAD
    Instructor
  • AFF
    Instructor
  • Tandem
    Instructor Examiner
  • Pro Rating
    Yes
  • Rigging Back
    Rigger Examiner
  • Rigging Chest
    Rigger Examiner
  • Rigging Seat
    Rigger Examiner

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  1. Agreeing with Gerry Baumchen, The first freebags had no through loops (e.g. Strong Dual Hawk Tandem) and short closing loops were tied to internal flaps. Second generation freebags had through loops, but they still rubbed against reserve fabric (e.g. Talon 1 and all Vectors). loop length varies widely depending up the rigger's experience. I have only sewn patches on two reserves, but one of them was in a NARO. The reserve center cell suffered a small tear because a rigger used more muscle than skill in pulling the closing loop through the free bag. Even if I only have to patch one reserve every 1500 repacks, that is too often. Third generation free bags are pinched in the middle they are easier to with only a single grommet through both layers of the freebag (Javelin, Talon 2). They are easier to pack because they need fewer tools and have a consistent loop length. While working at Para-Phernalia, I managed to convince them to switch Softie free bags from second generation to third generation freebags. EOS, Atom and Icon are between second and third generation in that they have grommets in both the top and bottom skins of the free bag, but they also have fabric channels preventing the closing loop from ever rubbing against on reserve fabric. Fourth generation free bags have more secure lines stows to properly stage higher speed openings (Icon, Racer Speed bag). These are mostly found on tandem and military rigs that deploy much heavier and faster than solo rigs. If you have read this far, you understand why I clearly prefer third generation free bags.
  2. Extremists are also far more likely to pay someone else to do their thinking for them e.g. Rush Limbaugh.
  3. Also remember that 1980s vintage reserves were barely designed to land softly at a wing-loading of 1 pound per square foot. Mainly because no one was jumping mains loaded more heavily than that. Parachutes de France were the first to introduce modern zero porosity fabic that yielded consistent landings until canopies had more than a thousand jumps. Performance Deigns was the first American company to introduce ZP fabirc and they soon developed a series of reserves designed to land softly at similar wing-loadings to their mains. That shift occurred circa 1990. IOW If you jump an old reserve (pre 1990), you are not very bright and ...er ... should pay up your medical insurance. All the older 7-cell, F-111 fabric reserves fly like 1980s vintage mains, considerably different than modern mains.
  4. All that low-altitude toggle-whipping caused an un stabilized approach. He finished his last turn too low to get a parachute overhead before touch-down. I see plenty of TIs do low turns to increase (horizontal) speed and provide more lift during the flare .. just before touch-down. I used to work at a DZ where one obnoxious TI consistently spiraled in the pattern (below 1,000 feet) and liked to to do 90 degree turns close in front of me just before landing. This put his landing direction 90 off of what all the other TIs were flying. Guess why I don't jump at the DZ any more???? However, I have never felt the need for more than a 90 degree turn even under an Icarus 330. A simple 90 degree turn makes it easy to judge height and land with a parachute overhead. CAVEAT Lawyers are allowed to quote anything I write on dropzone.com provided they pay me $1,000 per word. Rob Warner rated on Vector, Sigma, Racer and Strong Tandems Strong Tandem Examiner
  5. Rush Limbaugh's demise reminds me of a road trip that I took with Manley Butler. Back in 1993, we drove together all the way from California to Oshkosh, Wisconsin. The goal was to sell pilot emergency parachutes at the big Experimental Aircraft Association Fly-In. Manley was an arch-conservative who subscribed to the "Limbaugh Letter", bought cassette tapes of Limbaugh's commentaries and knew when every radio station in the USA broadcast the "Rush LImbaugh Show." I knew almost nothing about Limbaugh at the start of the trip, but a week later had listened my lifetime quota of LImbaugh! P.S. We sold a record number of parachutes that year at Oshkosh.
  6. Plenty of good advice above. May I emphasize the important of good canopy control? First, you need to stand up your landings without injury. Secondly, stand up those landings in the correct field. With practice, your accuracy will improve. Even when clouds prevent you from climbing to 12,000 feet you can still practice canopy skills. Warn the pilot that you are opening high and ask a friend to video your landings. During a lull, ask a local coach to critique video of your landings.
  7. Those high-top army boots will provide a bit of extra ankle protection and the deep tread will provide better traction when hiking back from of out-landings. I have done hundreds of jumps with Canadian Army boots even after I left the army. Most of later jumps in army boots were done onto soggy landing fields and I am too much of a sissy to want wet socks for the rest of the day. OTOH, the little added ankle protection really needs an extra layer to wrap tightly around your tibia and fibula and clamp them together. Half the ankle injuries are caused by separating or dis-locating ankle bones. Over the years I have jumped in Teva sandals, army boots, light-weight hiking boots, and a huge variety of running shoes. I only jumped bare foot once or twice.
  8. Dear nwt, What is obvious to you and me may have never crossed a junior jumper's mind.
  9. People who jump BASE rigs out of aircraft, then open low rarely have the first clue about the physics involved. BASE jumpers pull low for two reasons. First, their fixed object may not be very high. Secondly, to experience ground-rush, they need to pull below 2,000 to see the horizon in their peripheral vision. BASE jumpers survive pulling low because they are usually falling at much less than terminal velocity. Pulling low, at terminal velocity removes the margin of error for slow openings.
  10. Dear 20kN, I will agree with your point ... HOWEVER ... there are only tiny differences between American Federal Air Regulations and Canadian Air Regulations. Lawyers may enjoy debating the tiny differences, but there is no practical difference. Besides, both countries are signatories to ICAO, so cannot differ significantly. CARs state Canadian-registered airplanes flying over another country should follow CARs except when that is repugnant to local air regulations. Like I said earlier, FARs and CARs are soo close that debating differences is as productive as splitting hairs.
  11. Dear sfzombie, Waivers only apply to jumps made outside the Federal Air Regulations and USPA Basic Safety Rules. Please confine this conversation to jumps done WITHIN FARs and BSRs. In older days, if USPA found out about anyone jumping outside of FARs and BSRs - even outside the USA - they suspended members and cancelled instructor ratings, etc. because USPA did not want to be connected to illegal jumps. USPA made extra efforts to distance the Association from BASE jumping after it was banned in US National Parks. The primary reason BASE jumping was banned in National Parks was because of too much litter, too much graffiti, too many difficult rescues and too many fatalities. Younger jumpers now get confused about regulations that are on the books, but rarely enforced. That is my pet peeve about Canadian laws ... too many on the books, but so few enforced that the general public has their own (amateur) interpretation of laws. For example, in Vancouver, turn signals on cars are only decoration. IOW Turn signals have no practical function because so few people use them, that they no longer hint about which direction a car will turn.
  12. Dear Wolfriverjoe, You are correct. FARs and TSOs were originally written for single parachute, pilot emergency parachutes. No one does intentional jumps with PEPs. Later versions of FARs added provisions to intentional jumps with equipment that must include an approved (TSOed) single harness and dual parachute container (e.g. main and reserve that was last packed by a rigger less than 180 days ago. FARs try to ignore main parachutes because there is too great a variety for gov't bureaucrats to keep track of. BASE jumping was only invented many decades after FARs were written. The FAA does not want to bother with BASE jumping because it occurrs below their (air traffic control) radar. IOW If BASE jumping does not interfere with airline traffic. the FAA do not want to hear about BASE.
  13. Dear Veis, Please explain how a belly-band increases the risk when freeflying.
  14. Dear nwt, it is illegal to carry a non-TSOed/non-approved parachute in an airplane cabin or cockpit. Even if your pilot emergency parachute is TSOed, it cannot be legally carried in an airplane cabin if it is more than 180 days past its last inspection. The FAA has never issued a TSO for a BASE rig.
  15. They best pilot-chute handles are the hexagonal carbon fiber tubing sold by a BASE manufacturer (Squirrel?). You can immediately identify them by feel.