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Everything posted by riggerrob

  1. Clarification - Parachutes de France holds TSO s on most of their current production items. They stopped selling on the North American market because they do not want to have anything to do with low down [email protected]#$%^&* scum-sucking, bottom feeding California lawyers.
  2. Guys date blondes, marry brunettes and have affairs with red heads.
  3. Only had one horseshoe type malfunction myself. It was early in the season. I was wobbling when I tossed my pilotchute. It was a lazy toss to boot! I waited a couple of seconds and nothing happened. So I looked over my shoulder and saw my pilotchute trailing behind me. I traced the bridle with my eyes, concluded that it was wrapped around my chest-mounted altimeter, grabbed the bridle and tossed it a second time. This time my main opened at about 1500!" Lesson learned: throw that pilotchute all the way out to arm's length! USPA recommends pulling both the release and reserve ripcords. That way the reserve has less of a chance of entangling with a long skinny mess, as opposed to trying to fight its way past a loop. And besides, most of the time when you take the pressure off the main container, the main falls out anyways. Far better to have your main fall clear.
  4. Geoff's last post reminds me of a jumper at California City who was too cool to tighten his leg straps before boarding. He was also too cool to tighten them before exit. In freefall, he could not reach his main handle, so he had to pull his reserve. That's cool!
  5. Triple risers are used by the top canopy pilots to reduce friction on steering lines and allow the tail to spread a bit wider. Spreading the tail improves stability and slightly flattens the glide. Triple risers were originally developed by accuracy competitors back when parachutes were square. Now they are being revived by top blade running competitors for the same reasons. Since triple risers require an extra minute to pack, you should only spend the extra money after you have tried all the other tricks: pulling the slider down to your shoulders, loosening your chest strap and spending a few hundred jumps learning all the corners of your canopy's performance envelope.
  6. Conclusion: 1.46 pounds per square foot is too heavy for a Spectre.
  7. Pollution is the main reason the parachute industry is shifting from cadmium plated to stainless steel hardware. Traditionally, parachute hardware had a cadmium plating to prevent corrosion. Unfortunately, the cadmium plating process produces nasty toxic waste that is very expensive to dispose of. Another disadvantage of cadmium plating is that cadmium is comparatively soft and easily abrades off hardware. Corrosion is not really an issue unless you jump in a highly corrosive environment like the ocean or the Amazon basin. Then the reddish-brown corrosion of regular steel starts to abrade nylon webbing. Webbing will wear out long before the strength of the steel is significantly affected. Stainless steel is not corrosion proof, it just corrodes at a slower rate and the corrosion residue it produces is a harmless black/grey powder.
  8. Skydive University publishes "Basic Canopy Flight 101" and 2 videos on on "Body Flight." Pier Media sells "Pack Like a Pro" and "Fly Like a Pro."
  9. Today, I stopped three people with mis-routed chest straps! All on the sunset load!!
  10. Fellow skydivers, My original point was that the key to surviving under any canopy is curiousity (aka. continued canopy instruction.) And it has to be a series of phases of instruction. First jump courses only cover the bare minimums of how to survive under a docile student canopy, because that is about all that a first jump student can absorb. Sadly, the first jump course is where canopy instruction ends at most DZs. As they progress to smaller and faster canopies, all skydivers need a series of blocks of instruction, with dozens of practice jumps at each block to understand all the corners of the performance envelope of any canopy. A few DZs provide little bits of advice for free. Bless their souls. Some smaller DZS simply may not have the experese to teach advanced canopy techniques. For example, if the chief instructor still does low altitude toggle hook turns, ignore most of his advice about high speed landings. The bigger more progressive DZs provide formal blocks of instruction (ie. Skydive University's "Basic Canopy Flight 101) but charge for the coach's time. BCF provides valuable advice, but some skydivers are too arrogant or cheap to pay coaches. In a capitalist economy, DZS cannot force lazy skydivers to learn anything. Skydivers who are not willing to pay for formal coaching can always read the textbooks, watch the videos and practice the canopy exercises on their own. In the end, the length of your skydiving carreer is directly proportional to how curious you are about your canopy. The key word here is CURIOUS!
  11. Start at the rubber band. Take 6 inches of line, loop it back on itself. Wrap the rubber band tightly around the lines. You will end up with a 3 inch long lbight of line hanging outboard of the rubber band.
  12. Rendezvous - the wide leg pads were only uncomfortable when I walked to the plane. I didn't notice them in freefall and was barely conscious of them under canopy. Instead of a pull-up-cord, ask your rigger to sew a small piece of bungee cord between your leg pads. This will prevent them from sliding too close to your knees in a sit fly. Freefly bungees are fast becoming standard on all new harnesses.
  13. Most of the people who hook turn themselves into the hospital never planned to hook turn, they just arrived at low altitude without a plan! The key to reducing landing injuries is curiousity and a long-term commitment to learning canopy skills. Many of the individual blocks of instruction have been perfected. I have drafted a chart connecting these blocks of instruction that SKYDIVING Magazine will publish some time this year. Curiosity. Folks the key is curiosity!
  14. Clarification, Jedeis were designed by Brian Germain and built by Air Time Designs (a division of Tony Suits) back when Air Time built canopies. Germain licensed his air-lock patent to Performance Designs for their Vengeance line of canopies. Icarus is a completely different corporation that has never installed air-locks in any of their canopies.
  15. My theory on wide versus narrow leg pads is directly related to the size of your thighs. People with wide thighs seem to prefer wide leg pads. People - like me - with narrow thighs, seem to prefer narrow leg pads. For example, I had wide leg pads on my '94 Talon, but was never comfortable, because the hard inner edges rubbed my "naughty bits" when I walked to the airplane. My Talon 2 has narrow leg pads that are very comfortable. Part of the reason my current narrow leg pads are so comfortable is their rounded inner edges that gently push my "naughty bits" out of the way.
  16. What do you expect to gain from over-loading a canopy? If you over-load a canopy, it will be more responsive/turn quicker, but the glide performance will suffer. When a canopy is so over-loaded that glide performance suffers, so do your ankles on landing! It is difficult to determine when you start over-loading a canopy. The numbers published by manufacturers are based on engineering data and hundreds of test jumps. Unfortunately those numbers are clouded by so much legal garbledegoop that some of them are useless. To protect themselves in today's sue-happy society - curse all lawyers - some manufacturers publish conservative numbers knowing full well that customers will exceed those numbers. The only hard numbers come from balde running competitions. For example, Sabres max out at about 1.5 pounds per square foot. Stilettos max out at 1.7. Icarus Extremely Extremes max out at around 2.2. Only one woman has medalled in the Para-Performance Games with a Spectre. I don't know her wing-loading, but guess that she loaded her Spectre at 1.3 or 1.4 psf. In conclusion, yes you can over-load any canopy, but what is your goal? If you just want the fastest turning canopy on the DZ, then over-load anything. If you want the best glide, then compare numbers from blade-running competitions.
  17. Remiand Karen 375 pounds sounds like your combined weight. In which case I would recommend a SET 360 or EZ 384.
  18. Your total number of jumps is a minor point. The real question is how much you learned on each jump? "I DON'T HOOK" is such a cop out! Half the people who die while hook turning did not plan to hook turn, they just arrived at low altitude without a plan. If you ask any of the top canopy pilots on the Para-Performance Circuit, they will tell you that hook turning went out of fashion a few years ago.
  19. riggerrob


    Remi & Karen are correct, Lots of other containers had loose grommets, but only one brand got a bad reputation. Before this whole "grommet mania 2000" began I reset loose grommets on a regular basis. Since the Reflex Service Bulletin was issued I have reset loose grommets on almost every type of container. The thing that I don't understand is riggers who will do the service bulletin on the Reflex top flap but leave other grommets loose. Will someone please explain this to me?
  20. Sure it can be done outside the factory, ... contact one of the R.I. Service Centers. Any other Master Rigger should be capable of doing the job, but it may take them a little while to find an exact color match. A reasonable compromise would be to order the new leg pads from R.I. and ask your local rigger to sew them on. Rob Warner R.I. Customer Service Manager Emeritus
  21. If tandems don't count, then I only have 1500 jumps. If tandems do count, then I have 3500 jumps.
  22. Dear Skymonkee, The FXC that fired at 2,000' fired within its normal window of operation. The FXC factory recommends leaving a 1500' margin of error above the activation altitude. In other words, if your FXC 12000 is set to fire at 1,000', then you should plan your dive to be hanging under a fully inflated canopy above 2,500'.
  23. Dear mattb, It was caused by an incident Monday evening AND I needed to vent. I was an "extra" on the load. They invited me on the load at the last minute, but I had a gut feeling that I would have to cover AGAIN when the young guys [email protected]#$%^&ed up! The intentional cutaway went as planned. I saw #3 circling the freebag, so I just hung out in deep brakes above everyone else. After the main and freebag landed, I looked around and there they were GONE! More precisely, they landed near the bowl. So I dutifully landed beside the cutaway main. When the pilot taxied in I stuffed the cutaway main and my gear in the plane and waded into the weeds to find the freebag. Sunset was rapidly approaching, and I was the only one wading through the weeds. The more drainage ditches I stumbled into, the more angry and frustrated I got! Eventually I found all the parts - by my self! Afterwards I asked #2 and #3 why they didn't land near their assigned tasks. #2 said that his canopy was too fast to land in anything but smooth grass, so he changed the plan - without telling anyone - to land by the bowl and walk out. Then he didn't follow plan B. Why the [email protected]#$%^& he was on the load is a complete mystery to me! It seems that lately I have been the one expected to clean up after the new guys [email protected]#$%^ up and I am getting tired of cleaning up!
  24. This silly attitude has chased several good riggers out of Southern California. Eventually the irresponsible Orange County yuppies will have to sue each other because none of them can find a decent rigger!
  25. I jump a variety of rigs. Most of the time I jump a SET 400 packed in a Dual Hawk with a Master 425 Reserve, RSL and Cypres. Sometimes I jump a Talon 2 containing a Sabre 170, Amigo 172, Cypres, but no RSL. My third rig is a 1985 Mirage containing a Super Nova 150, S.O.S. and an RSL.