fcajump

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fcajump last won the day on October 20

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. (this might be a moot question, but...) Any idea if Rick had a "soft" reserve ripcord or silver handle? JW
  2. I'll have to take a look for the pic. Obviously the handle location you indicate in the pic is unacceptable, you'll get no argument from me on that no matter how it happens. I've got both chest and hip rings and can't envision how you get the MLW back there ('course I'm a bit sleep deprived, so I'm not envisioning much but a bed right now...). I will point out that I buck the trend on two items when it comes to harness adjustment that may make all the difference: 1. I prefer my chest strap (over?) snug. (and no, I don't loosen it until I'm on the ground or approaching a water landing... to me the marginal canopy performance is not worth security in the harness if sh!t goes bad low down... one of these days we're going to have an incident of someone coming out of their harness that was loosened under canopy and then they had a low collision/cutaway/issue... </soapbox> 2. Years ago I heard an interview with Bill discussing his liking belly bands (not for discussing his original throw-outs, if you're that old) but simply a belly strap like the chest strap which helps keep the harness in the correct location on your body. To that end, when I got my new rig with both rings, I also got an aftermarket belly band (https://www.chutingstar.com/swooper-belly-band) and put it through the lower rings to see how it changes the feel of the rig. Again I like it snug. (FWIW - I really like the feel and when my rig is next at Sunpath, I'll ask them to install a permanent belly strap that matches the chest strap and harness.) With those adjustments, a correct sized harness, and the leg-strap bungie*, I have great flexibility and yet the harness doesn't feel like its wandering around... things stay where they're supposed to be. *btw - for the inter-legstrap connector: a friend pointed out that if you already have the attach tabs on your leg straps for this purpose, the Vector Sigma staging loop (https://store.uptvector.com/parts/tandem/sigma/) is GREAT for this... larks head the loop on one leg, feed the free end through the other and secure with an overhand knot. Done. Just my $.02, JW PS - PEP: agreed... none of this is needed/advantageous on a Pilot Emergency Parachute. They don't need to be worried about turning points, freefly or head down flying (other than that the container should be secure with wind loads at any angle). They need to be secure in their harness. <period> And the heavier/more complicated/expensive you make it, the less likely they are to buy and wear it. IMHO
  3. Alright Jerry, I'll bite... why would _you_ not want to offer them on a sport harness? JW
  4. Call SE. (407-859-9317) Generally speaking, the problem can be a problem regardless of brand. JW
  5. Or is it pre-stretch, let relax, then tension for marking/cutting? (real question/speculation) JW
  6. What bothers me _most_ is seeing jumpers who have recommended to them gear that "just happens" to match what the local rigger/DZO happens to have on the shelf... As to looking on the Internet, I think some of that is the same caution instructors give over students listening to other (non-instructor) jumpers... often the most vocal/eager sources of information ARE the 50-200 jump wonders... you're right, there is some GREAT information on the Internet, but there is also some dangerous stuff out there. I would suggest to a newbie, go out and look/learn, then come back and talk through all what you think you learned. JW
  7. Been there, done that. Most notable when I got my first Rx for astigmatism... it visually "raised" the ground ~5' when I first started wearing them. Let us assume you are flying fine now with out them... Let us assume you are coming up on the winter season and jump much less during the "off season"... Then I would suggest, keep wearing them day-to-day, but NOT for jumping for now. When you come back full time in the spring, THEN follow our colleagues advice on how to get used to jumping with them and use them on EVERY jump from then on. That way, your eyes will get used to how they perceive stairs, curbs, etc... before you need to "see" when to flare (over the winter). Personally, unless you are already using a full-face helmet, I would also recommend something like "Bugeye Bobster" from SportRx. (I can't hit their site right this sec, but I think mine are the 2). Good luck and refresh your PLF training. JW
  8. I prefer the cheep foam plugs myself. Only weirdness was that in an older plane I jump, I'm very used to the pilot pulling throttle back after initial takeoff. Well the first time with them, the reduction in engine noise with the plugs after takeoff made me seriously wonder if we were about to head-back and land... One key point is, don't wait until you've been jumping for years (and have tinnitus), start with them early. JW
  9. I've learned a term to describe this type... "DiGIT" - Dead Guy In Training. Fortunately from what I've seen (on the outside of training), there aren't all that many and most get encouraged to go somewhere else. JW
  10. Recollection is that back in the paper catalog days, they had one that was about 2/3 of the Paragear catalog... a far cry from the dozen things on their current website.
  11. IMHO - its like the swoop mode on AADs... the image (or imagination) of the jumper is much more likely to drive their decision than any actual need. Don't get me wrong, there are the <1% who are at the top of the game for whom it may make a difference. But unless you are pushing the industry's envelope (not your own, but the sport's at large) you are more likely getting them because you WANT them, not because it actually makes a difference. Just my $.02 JW
  12. (understanding that the OP was not in the USA, just for sake of discussion) IIRC - In the US - 91.121 Altimeter settings. (a) Each person operating an aircraft shall maintain the cruising altitude or flight level of that aircraft, as the case may be, by reference to an altimeter that is set, when operating— (1) Below 18,000 feet MSL, to— (i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft It is waverable for airshows and low-level aerobatics where you can set it to AGL. But you also need the pilot to understand that jumpers (except those planning a water landing) don't care flip about the sea level... we do care very much about the ground under us, and how far that is... JW
  13. I know of at least one person who builds (built) risers to spec for an unnamed factory, but would build his own Type-17 without the reinforcing strip for exactly this reason... he'd rather face the problems of a broken riser on opening than the overload situation. Years ago we figured out how to build parachute systems where the weakest link is the body in the harness. While I am grateful that we're not breaking/falling out of harnesses, as long as we are going to have the possibility of openings that overload the jumper's body, we need to figure out how to put a weaker link back in... I agree with Bill that the risers seem to be the best place for it. JW
  14. Not something I'm aware of currently in use, but my thinking is this: - With unreinforced Type 17, it would act as a weak link in the case of a very hard opening. - Currently, the Collin's lanyard is provided (mostly to my knowledge, in concert with Skyhooks) to ensure that, should the RSL side riser break, the other riser would be released prior to reserve activation. - If we had a release system similar to that on each side, such that a break of either riser would result in the release of the other, having weak-link risers would not be as bad a thing. (it would avoid the bad situation of single riser failure and the reserve being deployed prior to the second riser being released). No, I don't know how this would be setup as I'm now saying the "long" side riser needs to pull the "short" side cable... but we've got smart people here... JW
  15. "Well, in all my years I ain't never heard, seen nor smelled an issue that was so dangerous it couldn't be talked about. Hell yeah! I'm for debating anything. " - Stephen Hopkins (RI) "1776" As others have said before, don't let our nay-saying discourage you from trying (carefully) to find a new way... but also look at what has been tried before so as to not relearn lessons (especially those we've paid blood to learn). That having been said, I'm thinking that the simplest solutions usually are the best... how about this: Learn from the: Type 17 risers pre-reinforcing strap. Collin's Lanyards. Solution concept: Dual Collin's Lanyards with main risers designed to fail on overload, where the Collin's lanyard connection point is above the weak-link on each riser. If either riser experiences an overload, it fails, releases both risers and the reserve is free to be deployed (if not all ready by RSL/MARD). (notice, I said dual Collin's lanyards, NOT a single dual-connected strap like the Racer RSL) Hang-on ...let me get my kevlar on and adjusted... OK, FLAME ON!! ;-) Debate! JW