fcajump

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Everything posted by fcajump

  1. Kinda, but not quite... it is not TSO'ed, and they don't exert any other control over it other than stating that if present, you have to follow the mfg requirements. (since we're all getting picky) FWIW - I take a middle road on the question - I agree that the rig is airworthy until the moment it leaves my loft. Then it is 100% up to the owner/operator. BUT, in the interest of protecting the health (physical, mental and legal) of both myself and my customer, I work with them to ensure we don't need to put the Cypres in if it will go out of date+6mo, within the next FAA mandated I&R cycle. (it helps I'm mostly working with repeat/regular customers who believe that this is a life-saving device they might need on a bad day, not a DZ mandated money pit) JW
  2. Not when some manufacturers are no longer servicing their own gear past 20 years. For myself, it became as much a question of where I drew the line on liability as much as function. I jump with a reserve that's over 20, but I've also had a long talk with that mfg and its on my back (no one else's). And FWIW, while I have helped folks purchase gear, and technically Strong has me on their books as a dealer, I am not in the business of selling gear. Just my $.02 JW
  3. Not strange at all. As others have said, after a few (dozen/hundred) you'll not need such aids, but when starting it is a great help. A couple thoughts: - don't do anything to a canopy that isn't yours, and strongly discouraged on any reserve. - accept that if you do anything, it can have unintended consequences. - while I like the notion of marking the attach tabs (I bought a used canopy marked this was with sharpie and have had no issues), I note that the line itself is more easily changed than the attach tabs, lines are often changed during the life of the canopy and takes the same strain as the attach tabs... so maybe marking the top end of the lines would be better?? (different color sharpie stripe on each line set?) That way if there is a problem it can be corrected at less expense. (I have NOT seen this, just speculating) - DO talk with your rigger before doing anything. Finally, on a related notion: IF you are buying a NEW canopy as I did for my first, your choice of color pattern can be a great packing aid... for mine I designed it to have: no two adjoining cells the same color, symetrical colors left and right, and a unique color for the center cell. Made knowing where I was at from cell to cell VERY easy. It might also be possible when ordering a new canopy to request that the attach tabs be different colors for the A/B/C/D/br lines... (at least asking questions is cheep) _I_ wouldn't have any problem using a sharpie on _my_ canopy this way... but I won't tell you what to do with yours. Just my $.02 JW
  4. Vectors (at least pre-MARD) didn't tack the handle end. JW Always remember that some clouds are harder than others...
  5. True that. But I think a useful discussion... Hey MODs, how about slicing off the NOVA and related canopies part of this discussion off into a "Flight Concepts/Glide Path" thread... JW Always remember that some clouds are harder than others...
  6. Purely speculating here: the installing individual may have reasoned that; given the left side's longer run and the possibility of channel stretch/compression, the left side may release after the right (given equal amounts of "extra" cable above the riser loop). I believe it is the case that, prior to MARDs/RSL's/Type-17 risers, the RSL location was far from standardized... inboard/outboard/left-side/right-side/both-sides were all used by various mfgs. Once you add the Collin's lanyard, it seems to me that one standard (inboard/right-side) should suffice for everyone... but maybe not. RIP to your country-mate. JW Always remember that some clouds are harder than others...
  7. Mind you this is my recollection of what was being discussed at the DZ at the time about a "high performance ZP" canopy about the same time that I had
  8. My recollection is that the market's perception of the company response to the Nova problem was unacceptable and sales crashed for all of their products. Bankruptcy followed. To resolve the issue, the company closed and all assets other than the Nova were sold to a newly formed company which happened to be largely comprised of the former employees. The reserve lineup included* the FCI (130), Cricket (145), Firelite (170), Maverick (200), Fury (220), and Sharpchuter (245). I found the Fury to be a very reliable canopy that I’ve had the good fortune to safely land twice on what had suddenly become challenging days. They also had the option to be hooked up as a main if you wished (to save that expensive investment in ram-air canopies in case you decided to revert to the tried/proven round reserves like the rest of your sane friends). *the current company lists them all together, and my recollection is that this entire lineup was from GlidePath, but I’m open to be corrected… JW Always remember that some clouds are harder than others...
  9. Not that I've seen. It would sort of be redundant now. They have not been made in at least 10 years. For the record, I have no particular problem with that aspect of either container. The Reflex was a very good rig, with a company problem. IMHO - It was not any aspect of the design but the company response to a (potentially fatal) manufacturing flaw that turned the buyers away and subsequently killed the product/company. Its one of two example that come to mind where a sport skydiving company failed (and failed fast) due to its response to a problem, rather than the overall design of their product line. As to the field adjustable loop, yes the Reflex did have one. And its the ONLY aspect I didn't like as the rigger (after I made sure my customer's grommets were seated correctly). I only packed one or two, but I KNEW/TRUSTED the customer and he agreed not to have it adjusted by anyone but myself. This is also when I came to understand that my signoff that the rig is airworthy is ONLY valid at that day/time... everything after that is up to the customer. As to the seal... I don't believe that either the Racer nor Reflex can be opened and reclosed without busting the seal, though as mentioned above there are some PEP's that can be. The seal is a good faith effort to indicate prior to deployment who the last rigger was to close the rig. There is no guarantee that it will be there after deployment. I believe that they keep the mostly honest, honest. I.e. the “helpful” individual that’s just going to open it to do some small thing and then close it up for ya. (the truly honest don’t need it to affect their behavior) There will always be those who choose to pencil-pack, seals haven't stopped that, but it makes them a little easier to catch. And if someone really wants to damage the system without leaving evidence, there mystery-writer's mind explodes with options. JW Always remember that some clouds are harder than others...
  10. ^^^^^^??? really? Which rigs use Lolan cables on their reserve ripcords... never seen that.... FWIW - Had a chance to ask Booth a few years back what HE cleans/lubricates his (Lolan) cutaway cable with and he told me that he cleans with Ronsonol Lighter Fuel, and then lubricates with Ace Hardware Silicon Lubricant https://www.williamsacehardware.com/products/13oz-silicon-spray%7C12293.html*. Don't know if he's changed to something better/different, but he has more experience with the stuff than I ever will, so that's what I do. *he did warn me that the Ace Hardware Silicon spray adhesive can looks very similar, but is... um... not recommended for this application. Hadn't heard of cleaning the housings... anyone else up on that? JW Always remember that some clouds are harder than others...
  11. I've got to say, of all the "Racer" threads I've seen over the years, this one has the most meat and least fire. Don't know if Para-Labs will choose to make any of the changes suggested, but I know they are listening. Those considering the Racer will have a better resource for evaluating the pro's/con's of the industry outlier. I'm NOT against them, but you definitely need to be a more-informed owner/jumper with one. Thanks Guys! JW Always remember that some clouds are harder than others...
  12. Sure I'm forgetting something... but these come to mind... Not saying these are exclusive to the Racer, but things I don't see on some other rigs: - Comfort of the harness - pop-top - the ease of freebag extraction once activated - Use of type 13 webbing (not simply strength, but I've had issues with other rig's legstrap hardware slipping... not with the Racer) - harness junctions designed to hold despite hypothetical stitch failure. - main bridle pin attachment design and bridle routing - open bottom corners of the reserve container (dont' think flat open like some main containers, but openings with tuck covers that allow the reserve risers to be snugged down after the contianer is closed/pinned) - pin location - price Things I don't like: - speedbag hasn't gained my trust (yet?) - adjustable reserve loop - double-ended RSL - lack of MARD option - reserve ripcord design doesn't facilitate use of a pull tension tester to validate pull force (especially on a field adjustable reserve loop) - discussing Racers with cult members (not everyone who jumps a Racer is one, but they are the most vocal...) JW Always remember that some clouds are harder than others...
  13. (edited to add: sorry its long, but mine is not a simple experience/opinion, and I don't think that short "sound-bites" would due it justice) I have mixed feelings about the Racer, and they are not made better by some of the responses from the company... I grew up with Vectors (and like them), I own a Jav Ody (and like it alot) as well as a Racer 2k3. I have been a rigger for almost 20 years and wish all the good items could be combined in one rig (haven't found it yet)... IMHO - The Racer has several good points: - comfortable (very) - heavier webbing and locked in construction (less/no hardware slippage issues) - poptop with adjustable loop* - main pin bridle design And the rig has several points that raise concern: - double ended RSL with its out-of-sequence deployment/cutway failure mode when the jumper follows industry standard training. Owners with a double ended RSL MUST educate themselves on this issue. - loaning the rig to other jumpers can be problematic. - poptop with adjustable loop* - somewhat non-standard reserve closing proceedures - very non-standard freebag that will appear to bag-lock during floor deployments.** - a non-rigger owner MUST ensure they have a rigger who is experienced with the differences in this rig. - manual is a patchwork of the very old, old, new, vague, specific, etc instructions and pictures. Yes, I know doing a completely revamped manual is work (I've assisted on some, done others), but its long overdue. (the video they provide on packing the reserve is reasonably well done) * the poptop itself is, I believe a good thing in that there are NO flaps restricting its movement. The adjustable loop means that its length can be tailored to the pack conditions after its pinned, rather than reopening the rig and adjusting the loop as with other rigs. The problem I have is two fold: One is that someone other than the rigger responsible for the repack can cause an impossible pull without having to open (break seal) on the rig. Second is that it is very hard to test the pull force without poping the pins on this rig. These two issues combine to make for a bad situation. **I'm not the only one to experience this, but the factory says while they've seen it on the floor, it doesn't happen in the air... My bigger problem is with some aspects of the company: #1 The public impression of their attitude - by definition, its not our rig/ staff/ packing/ design/ manual/ attitude/ website that is the problem, it is the jumper/ rigger/ packer/ someone else that is the problem. - our way is the only way to do it right, all others will kill you. (I think Nancy is a moderating force in this, much of the time, when you talk to her personally...) #2 Personal customer experience: As a rigger, I wanted to learn the Racer and after talking at length to Nancy placed an order. I emphasised that as I was new to the Racer I specifically wanted them to provide me with one of their own reserves with the two sized for a light packjob. (i.e. NOT tight pack) The rig arrived from the factory with their reserve packed in their rig by their staff with a pull force over twice the legal limit. Upon inspection it was found that one of the pins had been bent. Sent it back. When it returned, the pull force was still in the upper 20's. Subsequent repacks by the local Racer experts (including long-time riggers, Masters and a DPRE) the conclusion was that the reserve/container pairing was a VERY tight combination, and the best they could manage was a marginal 22-lb pull (after it settled for a few days) with the pop-top rim lightly seated. Due to personal/family issues, the process of determining that this was unresolvable took way too long on my part to insist on a refund. But the factory feedback was always "its fine, it just needs to be packed correctly... try again" Ultimately I've paired the rig with another reserve that fits it properly and put the AngleFire in a new Javelin. PS - When the Javelin arrived, packed with the AngleFire to which Sunpath was ask to build it, it was again a very hard pull... Sent it back to Sunpack and got a VERY swift response. Their senior staff communicated with me directly about how they analized the packjob, (videoed the opening/unpacking), determined the fault was one of their staff, took corrective action to ensure it never happened again and packed it several times with measured test-pulls to ensure there was no fundimental issue with the rig or reserve pairing. This was a very different experience and gave me great confidence in continuing to use the Jav with the AngleFire. Bottom Line: - I REALLY like many things about the Racer over an above other rigs. - I will NOT pack a rig with an adjustable loop unless I trust the owner not to F with it, but bring it to me if there is an adjustment that needs to be made. - If you are getting a Racer, first make sure you have a trusted rigger that knows the Racer. - 90% of the issues I have with owning a Racer are corporate response and attitude/customer relations/ public facing issues. These are the same issues that have killed other parachute companies and I believe is keeping this one from being the major player in the market that it once was, and could be again. Just my $.02, JW [Firesuit] Always remember that some clouds are harder than others...
  14. There is no argument that with a no-pull fatal, the only difference made by such a system is reducing (maybe) the time to find the body and know that there is nothing else that can be done for that jumper. KNOWING where they are and that there is nothing else that can be done can be of high value to friends and family. There is little agrument that impack of someone not checking in after jumping at a location with such a system is costly to the DZ until the culture is changed and everyone checks-in out of habit. For me, this topic is VERY similar to seatbelts. When I started, (almost) no one had them, they were going to be expensive to install and impossible to enforce. Now (most places in the US) has them standard and most jumpers understand that having such a system in place helps to increase their OWN safety. Your inconvenience of being belted helps keep me safter since you are less of a meat-missle if we have a hard landing. And a couple years after their use as made standard, we were (mostly) all using them all the time without issue. AAD's - same basic issue... They're bad -> you should -> you must use them. If _I_ don't make it back, I'd like SOMEONE to take a look as to why, and as many of my jumps are solo, there has to be someone who would notice... If its fatal, well, I'd like to think that they could tell my family why I didn't show up that night. But MUCH more important to ME is if I'm hurt, it would be nice to think someone might be looking to see why I haven't returned. Don't we tell students that if they're hung in a tree or powerline, wait for help, don't try to climb down on your own? A tight out-landing years ago sent me to the hospital (not bad, but could have been)... fortunately it was near a road AND the DZO sent drivers out to find us because he paid attention to the loads and who did/didn't make it back. I have been at DZ's where they wouldn't even ask for drivers when they KNEW someone landed off. And yes, I've left DZ's because of attitudes like this. So, like seatbelts and AAD's. I'd like to see this kind of system, not just because I worry about you, but because I'm selfish!! I want someone to look for me when I'm having a bad day. All this system needs to succeed, is for more people to realize that its in their own selfish interest to have it, and insist on everyone using it (the only way its going to work). ?Maybe a voluntary self-service board at first... "if my tag is on this board 15min after the load lands, please look for me" type system?? Just my $.02 JW Always remember that some clouds are harder than others...
  15. It would help to know which plane you're jumping... And your instructor is a better first resource... but meanwhile, here's some thoughts... FIRST: If larger plane (otter/king/queen/porter/etc) - face forward and while initially bracing with the inner foot/hand, "move" your body into the wind, leading with the outer foot/hand. Smoothly extend yourself into the wind, letting go just before full inner arm extension. If Cessna with a wheel step, a full hang from the strut usually works. If tailgate (my experience) learn to enjoy to a full flip on exit. :-) Why else would you jump a tailgate anyway? (unless you're launching a chunk) Second: learn to briefly ignore your eyes and their perception of which way you "should" be falling... because you're not... FEEL the wind and extend your belly/hip arch into the wind. It was thinking about this aspect of "the hill" that finally got me to the point of making controlled turns on the hill.* Finally on a personal note - I've recently been to DZ's that have Cessna 206's with rear doors (my least favorite door setup) and I'm just rolling/falling out from positions that innevitably are complete de-arched from being in the tail of a small plane... With the tail right there, I'm not all that eager to get too efficient too soon anyway... So I get to fall/tumble/flail and work on sub-terminal unstable exit recovery... *PS - for slightly more experienced jumpers: next time you exit solo try this... controlled left and right 360's stoping on each 90, start immediately after exit and try to finish within 8-10 seconds (within 1000' of exit alt). Fun little exercise to start a dive. To do this, one almost has to completely ignore what their eyes say and start really feeling the air. Keep practicing... each and every exit/jump/deployment/flight and landing is a chance to learn and improve. Have fun too, JW Always remember that some clouds are harder than others...
  16. I've seen that, I've done that, and I've yet to see/concieve of a problem with it, but always wondered if anyone's ever had an issue with it... JW Always remember that some clouds are harder than others...
  17. I was taught one hand on each, to ensure you know where that reserve handle is before chopping. And that's exactly what I did during a spinning mal. After this long, I am not going to change my engrained proceedure. That having been said... on another occasion I had PIT and brought my hands in to "right-pause-left", but before I could pull, my main slammed me HARD. Looked up and found a good main, then heard my reserve inflating behind me. The opening had been hard enough with my left hand hooked on the reserve handle that it had been dislodged. Two out. Just as with total mal (chop first or not), two-out proceedures (do you land both or do you chop), I think this is one of those issue that will always have credible/possible situations (and fatal examples) where both options are either good, or go very baddly. For me, its a matter of learn one way or the other, then stick with it. Indecision is likely more fatal than either method. Plan the dive, dive the plan. Adjust only when things aren't following the script. JW Always remember that some clouds are harder than others...
  18. I'm kinda hoping that PD (and any other canopy mfgs) will jump in here... we'll see. JW Always remember that some clouds are harder than others...
  19. If you could (or pics if they're clear), I'd like to see that.
  20. Fair enough. I'm not 100% comfortable with the older style drawstrings on my Spectre for exactly that potential (though I've not seen it happen) and note that PD has since changed the design to be less likely to hang up. JW Always remember that some clouds are harder than others...
  21. Space, Thanks for your input. The question at hand is: Is there a simple, reliable method to help ensure that the slider will remain high and in place to restrict the opening both during packing and the chaos of opening (including the reported occurance of a slider dropping through the burble of the jumper), that would be applicable/effective in both terminal and sub-terminal deployments on a skydiving main canopy? BASE jumpers suggested that there might be solutions from that side of the world that could improve the freefall equipment. (all of which is new to me... so I'm askin...) Some suggested that a slider attached tailgate might work, others mentioned stowing the slider on the center 'C' lines and others brought snaps to my attention (OK, the comp velo is not BASE, but still outside my toolbox and I don't know if BASE uses anything similar or not.) Someone also suggested magnets at the slider stops and slider, but personally I'm not sure that more magnets on the rig (in addition to some people having them on riser covers, post-deployment slider stowage, D-bags and for all I know holding the jockstrap on) in the chaos of opening couldn't cause more issues, so I'm personally discounting that option... I have been told that BASE jumpers use the tailgate to avoid lineovers during slider down deployments (not what we're addressing here), but I've also been introduced to some that attach it to their slider which implies using it slider up... which lead to the question of their applicability here... I get your notion that as a slider attached tailgate wrapped around the lines would be able to slide down the lines too easilly to avoid the problem being considered... though it seems to me the friction between the tailgate and suspension lines would keep it up until canopy expansion clears it... dunno. I wouldn't mind trying the bite of slider in a stowe band at the center 'C' lines, just wasn't sure if that would wear holes in the slider as the rubber can be abrasive over time. As to snaps, I'm willing to think on that too, but have only seen the one video on the comp velo. And of course, anything that would be designed to retard the slider might have the unintended consequence of keeping it up there too long for a low H&P. While the occurance of exceptionally hard openings is rare and often the cause is hard to prove, the impact on the jumper is very bad (fatal in some cases) and it seems to me that collectively we should be able to reduce the chances. Hence my desire to get y'alls opinions, experiences, etc. Just my $.02 JW Always remember that some clouds are harder than others...
  22. The hangups to which I refer would be non-release or slow release. 1/2 my jumps are H&P's and usually below 3'k (nothing on BASE folks, but then I've always be a chickin-sh!t skydiver) In (mentally) comparing banding the slider to a 'C' attach point vs banding it (by use of an tacked-on tailgate) to the C/D/brake lines, it seems to me that either method would act to keep the slider up but that the canopy/lines spread would ensure that the tailgate disengages at that point. As to banding to the C attach point (Slider Control), has your experience been only with mesh sliders, or with solid (skydiving) sliders? Several have mentioned snaps, not familiar with where they're used... Can someone post video/manual/pics/links pointing to examples? Thanks, JW PS - I'm NOT set on one method or another, mostly trying to get/keep the discussion going for this off-label use. Always remember that some clouds are harder than others...
  23. Thanks for that... Yes its slider control (concept not necessarily industry term... yet...) we're after. For me (having not used either technique) of a slider attached tail gate is it would seem less likely prone to hangup on subterm h&p. Also concerned about wear on the slider fabric of constant rubberband stowage.... Any problems w either of these issues using slider control bands? Jw Always remember that some clouds are harder than others...
  24. Yep, my Set400 did that, but I think it was only to ensure the excess brakeline on the inner line didn't do anything of concern during the chaos of deployment. Though maybe a tailgate would have helped ensure that both sides released at the same time. (not that I ever noted an issue with that, just noted the potential) JW Always remember that some clouds are harder than others...
  25. I numbered your questions to make it easier. 1. No not really. Snappy openings are part of BASE. 2. People have gotten them that didn't release/took too long to release. This has only really been seen on slider off objects with static line or pilot chute assist. 3. No, unless you were rapping the rubber band 1,000,000 times. 4. I use mine on hop and pops when I take my BASE canopy out of the plane. 5. umm, how you would install it on a slider? I dono, ask your rigger. Tailgates are designed to control your control lines. The inner C-D lines and the break lines go inside the tailgate. I suggested it in the other thread as a way to prevent the slider from coming out before the canopy is expanding. In my opinion snaps would work better and be more simple. 1. understood... my main is a spectre (800' snivel is normal) my motivation is rooted in thinking of how to minimize the chance of a slider induced hard opening (whether you argue that they get loose/lower during packing, or due to the random chaos of opening) Spectres, despite their normal opening reputation are included in the canopies that have hurt jumpers on opening. 2-4 OK, thanks for that. 5 For me, not a problem after refering to the video provided above. For readers who are not riggers, consult a rigger. Anyone else work with these things want to add more data-points? JW Always remember that some clouds are harder than others...