fcajump

Did read it carefully. And I very much agree that we need a method... But the BMI would put me as questionable, when I am fit to jump (and was this weight as a TI), and my wife would be "fine" and yet is not fit to jump... The problem with general guidelines is that once given to the public (or non-instructing manifest personnel) is that people take them as absolutes. Fit people turned away, unfit people still in line to go... Mind you, you've presented an idea to work with... where-as, as much as I have contrary examples, I have no specific idea other than 100% reliance upon the judgement of the TI. While this is great, it is heavily influenced by inappropriate factors (money, management's money, out-of-shape friends/family, etc...). I commend you on your suggestion... just concerned about how I think it would be (literally) implemented. You've also done one other very good thing here... you've gotten the discussion going. Maybe someone here has better ideas or refinements? Thanks Karenmeal! Blue skies and soft landings, Jim Always remember that some clouds are harder than others...

As a former TI, and one who VERY much wants a good answer for this, I must agree with those that discount the BMI... My wife and I are both 5'9". She has a slender build and we both agree that she really needs to loose weight and get in shape... She weighs 165... BMI: 24.4 - "normal" I have a very large frame, however I do NOT work out. While I have lost some weight this year, I jumped for several years without issue at 240... BMI: 35.4 - "obese" (while I would still like to loose some weight, it is generally considered that I would be pushing unhealthy if I got below about 190... still a BMI of "overweight") So, at least in my mind, just with my wife and I as examples, I see the BMI as somewhat useless. BUT!! This does not mean there isn't an answer... and the non-TI's that work at manifest, and our promotional material (web sites, etc) needs some guidelines to tell people that the couch potato needs to stay home and watch the video. I know that my greatest fear as a TI and rigger is to be even remotely responsible for someone else's bad day. Best hopes to all... keep brain-storming until we have no more issues... we can always do better!! Jim Always remember that some clouds are harder than others...

Might have missed it, but have you had someone check the line trim on the canopy? (Use PD's method to check it correctly.) Check the trim, fix the bridle, watch your gear, careful in packing and enjoy. Jim (~400 jumps on my Spectre 230) Always remember that some clouds are harder than others...

A deadly one. (Just a quess would be something from RI... but not sure with the lateral design...) JW Always remember that some clouds are harder than others...

I jump a Vector II and my other rig was a Vector I. KNOWING the risks, and maintaining my own gear (rigger), I occasionally sit-fly... BUT, if you are serious about freeflying or less than exacting about your maintanence and packing, get a rig designed for it. There are many better designs for "modern" flying, including the Vector III. Jim (currently deciding on my next rig, partially for THIS exact reason.) Always remember that some clouds are harder than others...

I've had two out (fortunately no down-plane) and it was not from an AAD fire... a pilot-chute in tow turned into a slammed opening as I had hooked the handles. Shook me hard enough that I dislodged the reserve handle... As to disconnecting the RSL: on my rig, it was not an issue, but on some rigs is it an act of prevention but on others it is an ABSOLUTE before cutting away from a double due to the configuration. KNOW YOUR GEAR! If you don't, talk with your rigger or manufacturer. Students (or newbies) review this with your instructor on ANY rig you jump. Jim Always remember that some clouds are harder than others...

On the other hand, some of us (even guys) are built such that seeing an out-board MLW handle is hard without breaking their arch... and ROL or BOC... (for me) forget it... not until we install rear-view-mirrors Jim (And I still believe that even if you like to look, you should also be able to find, identify, and pull all handles by feel even when the harness has shifted. Makes it easier when the cause of your emergency also included a bloody nose or loss of goggles.... just a thought...) Always remember that some clouds are harder than others...

Glad to hear your situation came out ok... good you had the canyon. I don't remember where I read it, but a few years back read of a similar situation without a handy canyon and several of the jumpers did not get open in time. I would suggest that given the canyon you were effecitvely at 2000' AGL... This sounds more like a reasonable time to bail-out of a C-182... Thanks for the reflections for us to consider! Jim Always remember that some clouds are harder than others...

My student rig (Hartwood, VA 1990) was setup that way... SOS handle on the inboard left MLW, main ripcord w/ Martin-Baker handle outboard on the right MLW. Older setup, works just fine for its own setup, but most instructional sites are moving away from it because it REQUIRES significant practice to transition to BOC handle location. JW PS - I pack for a former US Army Golden Knight XO who has a conventional cutaway handle inboard, and a main ripcord outboard on his right MLW... He has the exact same setup on each of his 5 year old Javelins (custom order)... Its what he learned and does NOT want to change his procedures after all these years. And why should he? Always remember that some clouds are harder than others...

I was taught on this style system, but as the cut of the rigs placed the ripcord handle low on my chest it would have seriously broken my arch to see it. I just learned to know the handle by feel. I believe the seeing the handles is a good idea but should not be relied upon. There will come a day when your goggles slip or something else keeps you from seeing them. (I also teach pilots to practice both ways as they usually will not see the handle without goggles.) My $.02 is to practice both ways. HOWEVER, I AM NOT YOUR instructor, talk to him/her/them about ANY advice you read here. Blue ones, Jim Always remember that some clouds are harder than others...

Actually, there is a push to get mfg's to finger-trap a loop at the location where the want the toggle. The toggle could then be installed/removed easily enough as needed, but the set point would be factory determined. JW Always remember that some clouds are harder than others...

First - what Dino said. Second - even if endless practice doesn't make you better, it will remove the "new" from the canopy, which makes it a little easier. PATIENCE!! J Always remember that some clouds are harder than others...

I used to (and still do ) over analise things... On a similar student jump (hanging exit on a C-182) I looked at the wing and counted "ready-set-go" and just as I let go decided to adjust my body-position... but had already let go... My instructor said it looked like I was trying to swim back up to the strut!! After a second I recovered and just kept on with the dive laughing at myself. Tips: KNOW your gear (mental comfort) Plan your dive step-wise Execute each step one at a time 1/2 way through step 5 you will realize you are in freefall having a blast!! We all went through it, you will be with the rest of us shortly. Blue ones! Jim Always remember that some clouds are harder than others...

or...just ride your f-ed up mal down to a resonable altitude and then chop it. probably find your main, free bag and all that other good stuff Yea... sounds like a good idea...

Not true, and you are unable to cite any such federal law. Mark Unless it is specified in the STC, then it would be in violation of the STC and therefore an FAR violation... But as I have never actually read the STC's, I don't know if it is in there... (See the other related thread on this question) Jim Always remember that some clouds are harder than others...

READ CAREFULLY... All but the first and last answers ASSUME the observer wears a parachute (PEP or Sport rig). I have seen it HOTLY debated as to whether or not observers should be next to the door (also varies with aircraft) and whether or not they should keep their belt on with the door open. The later argument seemt to focus on two schools of thought: 1. just like the pilot, our observers wear an emergency 'chute and just like the pilot they should be strapped in to avoid falling out. 2. just like the pilot, our observers wear an emergency 'chute, BUT with the chance of an inadvertant deployment we don't want them strapped in while the door is open. What does your DZ/experience tell you? Jim Always remember that some clouds are harder than others...

Only variation I would mention to this was at one DZ where they did not have spare PEP's, so they used a student rig with the main PC shoved way in and briefed the observer to only use the reserve. Personally, I got a great kick out of doing a back-flip off the step after talking with the observer from the step... Its as close to directly involved as they can get without getting out.!! Though you have reminded me of another related thread I had wanted to start... JW JW Always remember that some clouds are harder than others...

Arbitrary, maybe but it is becoming more common (to my experience). My personal $.02... (as a rigger) Are there GREAT rigs over 20 years... yes Are there CRAP rigs under 2 years... yes However, with the changes in gear and the multiple (conflicting) responses I have gotten from gear manufacturers and fabric manufacturer on ACTUAL known aging of materials the answer for how old is too old is... "we don't know." Even worse (for me) is that while PIA and PD have published a (controversial) standard for testing fabric strength, there is little I can do in the field to prove that a harness (including the 5/6-cord thread) will take another 4month/6months/1year of your hard openings. So I look at a few things in considering what I will service... What condition is it in (that I can be sure of and test)? What is the history of this rig and its design? Due to its age (and age of the design) are the issues that the owner, user, packer, rigger (me), and/or those performing the pin-checks are not going to have a clue how to operate/verify? What does the Mfg say about it? (Butler and National don't service their own gear past 20 years, and GQ has disavowed continued use of their old designs for example) Finally, since many other riggers and several mfgs won't service old gear, and several fabric manufacturers have stated that their fabric aging is not precisely known, what would I say to justify putting something old back into service if it fails? (Even if we say the failure might not actually be age related, but that could be raised as a point of negligence since so many experts seem to have that position.) So, for me, I have drawn a few bottom lines: 1. Generally I do not work on rigs/components over 20 years. 2. For a closet queen, if the mfg will test and recertify the gear, I will discuss extending that to 25 years (rare). 3. When advising someone on buying used gear or planning for depreciation, I tell them to price based on a 20 year limit. (more applicable to PEP's than skydiving gear where wear/tear are more of an issue for limits) My single biggest item of concern: harness. It tends to have the most sun exposure, MUST not fail, and I can test it the least (to actual use levels)... especially on PEP's where I can't say that it was taken to terminal just last week and looks just like it did... Thats my thoughts, Jim Always remember that some clouds are harder than others...

(I know, this thread is a little old, but I'm looking at the same issue...) My company offers two health plans, one with a company I DON'T like, the other reads as follows: "Exclusions: 20. Charges for services, supplies or teatment due to an illness or injury that results from engagin in hazardous hobby. A hobby is hazardous if it is an activity which is chacterized by a threat of danger or risk of bosily harm. Examples of hazarous hobbies include, but are not limited to: skydiving, auto racing or any kind of organized vehicular speed or endurance contest on land, water or air, hang gliding, jet ski operating, bungee jumping, stunt driving, aerobatis demonstration or contest or scuba diving." Seems like this is a catch-all for not falling into line with the structured society of drones. If anyone knows of any supplimental health insurance available in the US, lemme know. Thanks, JW PS - last time I read the USPA supplimental AD&D policy, it excluded piloting planes, and AOPA's ADD&D policy excluded skydiving... Always remember that some clouds are harder than others...

Funny, that how a old girlfriend used to drive... then would curse about her car not braking like it should. Didn't ride with her much after the first time, but her friends liked it when I drove Always remember that some clouds are harder than others...

This is why you'd want to call the FAA ASAP and ask them what you want done with the gear. If they then tell you to hold it pending an investigation, then it wouldn't be theft. Until the rig is jumped, what crime has been committed? I can have any rig I want at the DZ, with or w/o TSO or properly documented maintenance. I'm not sure the FAA has any authority over the rig until I jump with it. I would disagree... something about misrepresenting information on government required documentation on TSO'ed gear. Got to be something they would charge somebody with... Just my $.02 J It's not gov't required until the rig is jumped, is it? Actually it is required if it is on the plane (same as with PEP's)... It might also fall into the charge of tampering with TSO'ed aircraft equipment, but now we are stretching my knowledge base... Besides, most Fed's can make something very uncomfortable when there is obvious attempts to deceive when it comes to aviation safety issues... J Always remember that some clouds are harder than others...

I agree with the statement that my work is held to the same standard on main and reserve. I do not usually pack the main, but if it is present I will do a line check and overall look to make sure nothing is out of the ordinary. I would offer the following recommendations to rig owners: KNOW your rigger Use the chance to perform your EP's, BUT do so at the rigger's location so that the rigger can take control of the gear... I've had some come in where the owner left the seal up at the housing, pilot 'chutes snagged in the gear bag zipper, etc... Request / ensure that the cut-a-way system be inspected and cleaned (see B.Booth for best practice here) LEARN how to inspect your own harness, main and everthing else that is visible when the reserve is closed. Just my $.02 Jim Always remember that some clouds are harder than others...

This is why you'd want to call the FAA ASAP and ask them what you want done with the gear. If they then tell you to hold it pending an investigation, then it wouldn't be theft. Until the rig is jumped, what crime has been committed? I can have any rig I want at the DZ, with or w/o TSO or properly documented maintenance. I'm not sure the FAA has any authority over the rig until I jump with it. I would disagree... something about misrepresenting information on government required documentation on TSO'ed gear. Got to be something they would charge somebody with... Just my $.02 J Always remember that some clouds are harder than others...

No experience with that brand, and Riggerrob has hit most of the good questions. Only thing to add is that Manley Butler (Bulter Parachutes) has always impressed me with his knowledge of gliders/sailplanes and the individual variations in the seat-pan configurations. You might give him a call (e-mail) to discuss your requirements. Jim Always remember that some clouds are harder than others...

I have heard that the UK and/or EU put a life limit of 15 years on gear. That coencided with a lot of 15-20 y.o. gear showing up on EBay... Some good, some not so. I would be cautious about buying gear that someone else knew they would not be using themselves after x number of years. Additionally, I know of at least one aerobatics team that has their gear condemed every year or so because they simply leave it in their open-cockpit planes exposed to the sun during the season. So age alone is not a good measure. Jim Always remember that some clouds are harder than others...