fcajump

OK... should have known better... I was curious to hear about the folks that won't suck it down low (

"Nano Just fits Kleenex" PS -thanks for the "clicky"... useful chart! Always remember that some clouds are harder than others...

I dunno... Exactly how much recoil is there in that strap you're about to release in the direction of his nuts??!!!!! (does look like fun right up to that point) I understand that doing this with a bungee makes the recoil issue a BIG problem. JW Always remember that some clouds are harder than others...

Ok... lets put a little real world to it. You current are HOT to jump. You have your choice of rigs for the given conditions. (you don't have to take the sniveler or spin-rocket) Weather is fine, except for the hard ceiling of clouds (no busting ). Pilot will only go x high. How high do you need to be comfortable with a H&P? JW PS - I am always amused at the "low pass" at 5,500-8000', and the looks I get from jumpers who have never jumped anything but the Otter at 14k.

Yea... when you have to replace the PC and D-bag because they handed with 1/2 your center cell, it might be time to replace from risers up... Always remember that some clouds are harder than others...

Actually... that sounds fun!! J Always remember that some clouds are harder than others...

The way I look at it is... Main - well, as long at the PC and cutaway components are in good working order, I can air-test it to see if its good. Reserve - makes me a little more nervous, but with a clean inspection, including acid test, pull test and porosity test this might be given a clean bill of health... Best for the factory to check it... (how old is it... aren't there better out by now... this is your "last chance") Harness... well... there is no pull testing this. What exactly was in that water? If you don't check the reserve (more fragile) than we don't have that baseline to give us a warm fuzzy... And the way I see it, with any other failure there are things to fight with on the way down... a failed harness... well that just leaves me with time to think about it. But the good news: most mfgs will reharness your rig for a small fraction of a new system. With that, you could still use it and be secure that the harness will take those hard smackers... JW Always remember that some clouds are harder than others...

I like this idea. Providing that the ones that do gear check, know what the hell are they doing. I suspect that having this be common practice, the least experienced learns better and quicker than at DZ's where this is not done. JW Always remember that some clouds are harder than others...

For many the "self check" is much more extensive and might, more appropriately, be called a "pre-flight inspection". You start the pre-flight before donning your gear by doing at least the following; check reserve pin, AAD is on, main pin/bridle routing, etc. Once you have the gear on, check routing, handles, all straps and connectors properly fastened, check to make sure you have your helmet, audible and visual altimeter, all are properly set and on, etc. Much like pre-flighting an airplane. For some, the check of 3s might also be done 3 times; after putting on your gear, before boarding, and prior to exit. There are lots of variations. Recommend ALL always get a good gear check and do it the same way, every jump. If you prefer, do it as you learned as a student; it's good procedure. Gear checks can be done without assistance however, should you choose (and with proper training). When I started doing airshows, I found that this ritual of doing a thorough preflight of the rig (and accessories) can also have a very calming affect on nerves. While the nerves are considerably less after 18 years at the airshow, the ritual puts me in the right "show" frame of mind. There are many things that might happen during a dive that you can't predict, others that you can only practice and reherse. Its very reassuring to KNOW that everything about your rig was (doubled)checked for the basic (stupid) problems. JW Always remember that some clouds are harder than others...

Hate to say it, but its been done... Reportedly landed a nervous wreck because the they had the exact same condition on the reserve!! Glad it worked out for you. Kept your head about you. JW Always remember that some clouds are harder than others...

Assuming for the moment that the photo wasn't 'shopped... WTF!!! JW Always remember that some clouds are harder than others...

I saw one of the tightest penny-pinching DZO's ever, shutdown a plane and ream out the pilot and staff for 1/2 hour when he caught an instructor rushing for a plane and board without leg straps done up. REALLY made an impression on me that if HE thought it was that important that he would shutdown to discuss it, it MUST be a big deal. JW Cheers Harry!! (ya ol' fart ) Always remember that some clouds are harder than others...

Well... there it went... purchase order is in. My hat's in the ring now... While I have always liked Vectors, and my friend's JavOdy is very comfortable, I'm going to try the Racer. Not a reflection on the Vector/clone crowd as much as wanting to extend my knowledge as a jumper and rigger... I've heard (and REALLY listened to) strong impassioned arguments on both sides from people whose opinions I respect. Figure its time to get one and learn for myself. The one thing I am fully expecting... 50% of my advisers to tell me "told ya so"... just not sure which 50% JW Always remember that some clouds are harder than others...

You weren't the first... you won't be the last. Always remember that some clouds are harder than others...

While you might get some good-natured grief over loosing it, and ways to hold on to it, I congratulate you on doing the most important part. In-air-rigging is an easy way to loose track of time/altitude. As you gain experience and a better internal clock, you'll see ways to have kept it, but at this stage you did the right thing IMHO. JW Always remember that some clouds are harder than others...

FWIW - I was visiting a DZ and a young jumper asked me for a pin check (rental gear)... with all the look of "I was told to get a check, but don't want to bug you". Well, in 2 minutes we had a second opinion from the DZ's master rigger, and in 5 we were on our way with the jumper in a different rig... While it might have been OK, I spotted a well worn closing loop, and neither I nor the DZ's M.R. like working with "might-be's" It took a little reassurance from both of us to the student to convince them that this was neither his fault nor was he being an inconvenience. This was about keeping everyone on the load safe. I never turn someone down that asks. If for no other reason than how I would feel it there was an issue that I could have caught, but was "too busy" to help you out. JW PS - to all: when was the last time you offered a gear check to your pilot?? Many non-jumping pilots know less about their gear than our students... and I have caught a "likely-would-have-been-fatal" error (mis-routed chest strap) on a DZ pilot about to fly. He said no one had ever told him he was doing it wrong. Remember, they're part of our team too!! PPS - Riggers/DZO's (& other interested parties) - come see me at PIA Symp 2011 talking about "Preparing Pilots for Bailout"

What most folks do at my DZ, is to tap the spotter and point to the green light. A nod of the head from the spotter acknowledges that the pilot has turned it on. Beyond that, for the most part, the spotter is left to their own judgment, especially when they're spotting for themselves or just a few others (i.e. a long spot won't hose the last out) Much nicer way to assist the spotter and not pressure them. To me, the only time one should shout (commanding) to "exit" is when the pilot has ordered an evacuation. As to the word "GO"... poor choice of word. (except maybe following "Ready" and "Set") It is too easily confused with "NO" which also might be said in an urgent commanding tone and need completely different actions. At least SF_B seems good natured about the reception here. As to "haven't landed the 190"... at that wing loading, I am surprised that SF_B has ever actually landed anything >=190!!! Should just be floating around forever I'd say that I'd jump with you when I'm next in Mil (never been there yet), but the dive would consist mostly of me looking up at you, and you wondering how anyone could fall that fast. Blue ones, JW Always remember that some clouds are harder than others...

BTW - at my home DZ, I often do h&p's and noticed a very smart policy... IF there is a student, A-license or unknown jumper doing the H&P, the pilot always runs jump run straight... (level/cut/etc). IFF (and only if) the pilot knows the jumper and they have an agreement with the particular jumper, the exit can be made while still in a climb. AND the pilot will level/slow upon request by any jumper leaving on the H&P pass. Personally, I have no problem leaving in a climb from this plane (Otter)... healthy respect for the tail, in a plane with a high tail and experience with such exits and freefall stability. But the default is slow/level (much safer when unsure what the jumper is expecting/doing). As to the "GET THE F OUT"... there are many ways of dealing with these folks. But unless there is fire (or similar emergency) they can wait, or they can go ahead of you. We had one spotter back away from the door and indicate that the next group could exit ahead of her, but she also pointed to the traffic at our low-'6'... They shut up... JW Always remember that some clouds are harder than others...

Agreed. Now... 240 student canopy to 190 sport transition at 30 jumps? Seems a bit of a step down to me too. Now, IF the jumper is me (253.9-lbs out the door)... that's a heck of a change. If the jumper is my wife (190-lbs out the door)... not so much. But with 30 jumps, ANY jumper should also be counseled on the differences to expect with the different canopy. All of this is better left to the instructor working with the new jumper that any advice given here (positive or negative). But... that's just my $.02 JW Always remember that some clouds are harder than others...

It does seem that if a new rigger following an older manual (or one used to packing such systems that did not have a Cypres) that missing the Cypres cutter would be easier on a Racer/Reflex type. But at least it is visible from outside a closed rig of these types. Personally I prefer packing rigs like the Jav, where once the closing loop is (properly) installed, you don't have to fuss with the cutter during the packing. But I think it would be nice if it was something the owner/jumper could see/verify. JW JW Always remember that some clouds are harder than others...

Naw... she was wondering if its true what they say about what a man wears under his kilt ... Always remember that some clouds are harder than others...

CONGRATS!!! Don't let these verbose-challenged folks diminish your sense of accomplishment!!! My first reserve ride was at jump 23 and I likely wrote a book about it at the time. Had a similar issue to yours a couple years ago and wrote quite a bit less. Brevity will come later. Don't let anyone rush your exit, but you already figured that one out. Don't spend to much time sorting (mid-air-rigging), but sounds like to didn't. YES YOU CAN!!! BTW - that reserve ride of my at #23... without hesitation in my actions, it struck me that my reaction was disbelief that I was actually having to do this, NOT a question of what to do... so I completely understand. JW PS - to newer jumpers, when your reserve is due for repack, ask your rigger to let you pull the ripcord. Also look at your reserve setup while he has it open... Little things can be weird distractions... For me it was the red steering toggles (rather than yellow)... Caught myself looking at them and not being sure what they were at first . Always remember that some clouds are harder than others...

But your post, in what it didn't say, did bring to mind very entertaining imagery... but come to think of it, your typing was a little too good for the party we all envisioned... Always remember that some clouds are harder than others...

Might also call the harness MFG for their take on it. Always remember that some clouds are harder than others...

I think the consensus here is to put the gear away and get the right parts to do the job right tomorrow.