fcajump

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fcajump last won the day on April 23

fcajump had the most liked content!

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Gear

  • Container Other
    Jav Ody
  • Main Canopy Size
    230
  • Main Canopy Other
    Spectre
  • Reserve Canopy Size
    246
  • Reserve Canopy Other
    Angelfire
  • AAD
    Cypres 2

Jump Profile

  • Home DZ
    Skydive Orange (http://www.skydiveorange.com)
  • License
    D
  • License Number
    15598
  • Licensing Organization
    USPA
  • Number of Jumps
    1700
  • Years in Sport
    29
  • First Choice Discipline
    Airshows
  • First Choice Discipline Jump Total
    400
  • Freefall Photographer
    No

Ratings and Rigging

  • Tandem
    Instructor
  • USPA Coach
    No
  • Pro Rating
    Yes
  • Wingsuit Instructor
    No
  • Rigging Back
    Master Rigger
  • Rigging Chest
    Master Rigger
  • Rigging Seat
    Master Rigger

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  1. 110% pure speculation - the mfg sees less liability in tunnels than in the sky?? (added: watching this thread myself as I would like to see an educated answer to the OP)
  2. Ok, I know what I do, but wanted to hear other thoughts on how the harder to reach/see areas of the harness are inspected, such as: Leg strap - under the pads Confluence Wrap under the mud-flap back straps within the harness Now, I know that every rigger here inspects every inch of every rig, every time. But how well do you expect other rigger's check there areas? How confident are you that they can be completely inspected? What design changes might you suggest to make them easier to check? My biggest personal desire is to not have the leg padding bar-tacked to the leg straps. Some rigs are easier to see/feel the back straps than others... For components that are structurally critical and yet inaccessible (difficult access) for inspection, how confident are you that they are always done correctly at the factory and that they are not having any issues through use? What do you do to ensure they are still in good shape? JW
  3. "AAAAANNNNDDDD, He's BAAAACK!!!!" Long time, no see Nipple Boy. Hope you've healed up well. Blue and Black ones, JW
  4. I do agree you have a point. I started in the middle years (students had ramair mains, but round reserves, Cypres was just being tested and our big plane was a twin-bo, and everyone over B license opened at 2k unless they did CReW). Seatbelts in the plane, sure... the pilot has one... But as to the activities being done... I think its both. There were always the extremes ('chuteless jumps, low pulls), but the run-of-the-mill jumper was doing RW, some CReW and a 'high performance' canopy was not very much over 1:1.2 that I knew of... ZP canopies were not built much different than the other 99% of the canopies made out of F111. The activities (canopy loading, swooping for distance, playing tag with airplanes, mixing of wingsuits/canopies/belly/freefly to make new hybrids, proximity) are all working to push their respective limits. We get new toys or ideas, we try to see how far we can push the new ideas, technology, techniques, and activities. Unfortunately, the limits are usually found in blood/bones/bodies. JW
  5. I prefer Dacron lines, but they do cause the canopy to fit as one size larger. Also, I use the standard rubber bands (NOT the shorter ones for microline), and double stow. Usually loose around one per jump on average (I also take them off if they are showing that they will break in the next few jumps). Remember, you need them to: - Hold when they should (good condition, right size band, right size bite, and tight enough - double wrap helps this) - Release when they should (right size band, neat bits and stows) - Break when needed (rubber bands or tube stows*. NOT castration bands, O-rings, or other solutions to "save you money and time") Its the difference between changing a rubber band and having a high-speed malfunction/reserve repack/finding that lost main that's still in the bag... yea... good luck with _that_ needle in a hay-field. *I like tube stows, but I know many folks don't... not trying to start _that_ flame war here... Having said that, TALK TO YOUR RIGGER. (s)he should be able to show, instruct, teach, demonstrate, and double check your work on this... if they won't or can't, TALK TO A DIFFERENT RIGGER... Blue skies!! JW
  6. As the OP indicated they were talking of a "UT-15 complete system", I would amend that to read, "only reserves, harness, and containers" require a TSO. IIRC - if it is a complete system, legal in its home country, and jumped here by someone _from_ that country, then it is legal. But to be jumped here by anyone else, it must be US-TSO'ed. JW PS - here's where Counselman steps up and corrects me... for which my failing mind is, in fact, grateful.
  7. ...as long as the canopy behavior is not going to impair your ability to retain consciousness, altitude awareness, and cutaway at your chosen altitude. Better a lost canopy, than landing a bad one while blacked out. Just $.02, JW
  8. UNLESS: you have a Racer that is equipped with a dual sided RSL. In which case you better know your system better than 99% of the people on this forum. Just sayin'. JW
  9. Looking back on this, I'll bump it up with the question as to whether anyone else has recommendations beyond Paralog. While I now have my jumps over to it from JumpTrack, and it is (mostly) working, the lack of documentation, inconsistencies in how some of the features are supposed to work vs how they actually seem to (mostly not) work is frustrating. I'll keep using it for now, just wanted to see what other software y'all are using (if any). Among other features I'd like to have would be something that would link my video to the decent graph so as to easily see the graph move with the video. JW
  10. Ok... I'm familiar with pull out, and throw out... is there a pic/diagram of the hybrid setup?
  11. Anecdotal story told to me by a DPRE when working on my Masters rating was of a Master Rigger that had just done the major repair of replacing main lift webs/risers on a rig with the proper thread (cordage) only to have a catastrophic harness failure. Cause was traced down to his thread being stored where it was exposed to daily sun through a window. Testing of his thread found it was brittle/degraded with the conclusion being the degradation being due to UV. But when properly stored, does it breakdown in the absence of UV/chemical/heat sources... not that I know of... (and yes, for many reasons I am one that refers rigs over 20-25 years to other riggers) JW
  12. I don't recall who it was, but one of the sport mfg's was offering (a few years back), a very quick turn if you would take a stock container size in all black except for a custom center star-burst flap. Meant they could produce them 90% done in bulk and during slow periods, and you still got the custom center and harness sizing. JW
  13. This discussion originated on another site, but it seemed as though it would be appropriate to post here as well. My e-mail to SE: The question is: As SE has long placed non-reusable heat shrink covers over the French links on its PEPs, which once removed could only be replaced by disconnecting the line-to-riser connection to thread on new heat-shrink tubing, is it SE's intension that the rigger: - only inspect the links through the existing cover, - remove the cover, decouple the system, thread on new covers, inspect and reassemble, or - remove the cover and inspect as per industry standard practice, and leave them without covers? We specifically note that (as an example), the 304 Manual dated March 2021 indicates that one should: Section 5. Pre-Packing Inspection • Check the barrels on #6 Rapide link for cracks. • Check that links are tight. This would imply that the covers must be removed in order to perform this inspection. If the cover is not supposed to be removed, does this mean we must ground a rig that comes to us without the heat shrink cover? Do you allow other types of link covers (such as the slide-able vinyl tubing with a retaining tack loop, common on main skydiving canopies utilizing hard links)? As a follow-up/related question: Some who understand the instructions to mean that the covers are to be removed, and who have concerns that the then loose lines on the links could slide around the link exposing them to uneven loading during deployment, have suggested that, as with other manufacturers instructions on similarly rigged PEPs, the lines should be tacked as a group. (see pg 9 of the Butler "Personnel Canopy Packing Instructions" for example) Does SE endorse, allow, or not allow the tacking of the lines into a group for this purpose? --------------- The response from SE: In order for the links to be properly inspected you must remove the heat shrink. While the heat shrink can be replaced in the field as mentioned by decoupling the system we do approve that the heat shrink be left off. In this case we recommend that the link be hand tacked as close as possible on the riser end to prevent side loading and that the lines be tacked into groups preventing them from sliding out of place. We also approve the use of the mentioned vinyl tubing with retaining tack loop as an alternative link cover.
  14. According to this: https://www.msn.com/en-us/news/us/a-woman-mowing-the-lawn-at-a-canadian-airstrip-is-struck-and-killed-by-a-small-plane-making-a-landing/ar-AALQtk7?li=BBnb7Kz The plane was a Nanchang CJ-6, which looks like it is not a tail dragger. JW
  15. One airport I jump at, all we have are taildraggers (and most without radios) and a grass strip that needs frequent mowing. So, standard procedure is a pass down the bean field next to the runway prior to making your final landing pattern. It was done that way when these planes were new (1930-40's), and it still works for the most part. Your pass both allows for a pilot's visual check of the entire runway and to visually announce your intention to land on the next circuit. The visibility for a tail dragger on landing is not much different than in a tricycle, but on taxi, initial TO, and roll-out the visibility can be from limited to completely obscured depending on the plane. If you are around them, remember if you can't see their face, they can't see you. (I've known of one case where one taxi'ed in front of one just starting it TO roll and they met nose to firewall to nose.) Best wishes to those involved... RIP. JW