fcajump

IF you are honest and not a Troll... You should learn about and understand fully the term "DiGIT" before you make another jump. If you continue with your (for the record: "VERY BAD" plan) despite the recommendations provided here, it applies to you. Please listen to those attempting to advise you from years of experience. If not, we will be once again discussing your canopy choice in another forum on this site. Guys - what more is there to say JW Always remember that some clouds are harder than others...

Almost 25 years since I got this shirt. Its gone now, but I got get a pic before it went. I didn't know any of the individuals, but their story always stuck with me. Their spilled blood was some of what it took to write the seatbelt policies we have now. (Oh, the laws predated it, but it seems that we needed proof that we needed them) My own DZ's didn't really do anything with seatbelts until after this, and after the FAA and USPA pushed the issue. I am sure some of you knew one or more of them. To their friends and family, just as I know you have not forgotten them, please know that the lessons learned on their worst day have not been forgotten either. For those that don't know/weren't around, you might look it up... its our history and our lessons, and all too often its gained at a very high price. BSBD JW Always remember that some clouds are harder than others...

Replace. I think I'm the only one around here that does stiffeners in National PEP's, but yes... replace. Sometimes because it is what the PC launches off of, sometimes because it holds the form, sometimes because it keeps the broken pieces from cutting into the fabric, sometimes it keeps the stray line from hooking around the flap, but always because that's how the mfg designed, tested, refined and built the system. Might be out of sight, but that doesn't mean it can't be the first link in the chain. JW Always remember that some clouds are harder than others...

Although I've owned a couple of Racers, it was before RSLs. Is that really the SOP, disconnect after canopy check? Darn, then you have a canopy collision, a low cutaway, and no RSL to back you up when you made need it the most. Please correct me if I misunderstood the recommended procedure. (Unfortunately short on time today, but I've cobbled together a couple references that support and undermine my statement above...) Long discussion including some participation from Jump Shack personnel on the issue here: http://www.dropzone.com/cgi-bin/forum/gforum.cgi?do=post_view_flat;post=4711835;page=1;sb=post_latest_reply;so=ASC;mh=25; An unscientific poll on the issue: http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=4734272;search_string=racer%20rsl;#4734272 I think this is the current manual: http://www.plabsinc.com/resources/Racer+Owners+Manual+PDF+2015+smaller+file+size.pdf The statement in the manual that I can find on short order: While I am not finding it as the recommendations for all jumpers on every jump, it was my recollection that that was the bottom line from the factory during that discussion. I have my own opinion on the issue, and have no problem with others who disagree. But I think everyone who jumps a Racer should know and understand how they are different and what proceedures will endanger you on this rig vs other's the jumper may be familiar with using. JW Always remember that some clouds are harder than others...

Which should be second nature for you, since you've disconnected your Racer RSL (both sides) after each and every confirmation of a good canopy (if I recall the mfg's instructions correctly)... Riiiiight?? JW Always remember that some clouds are harder than others...

OP -> I don't see anything here that speaks of Troll... your statements have been consistent to a careful reader. Unfortunately many who post here (including some who's opinions I usually respect and value) are sometimes quicker to fire than to aim... I am in a similar situation (almost 50, stopped tandems in early 2000's and wanting to do _some_ again). So your posting reads completely straights to me. Bottom line answers as I've gotten them... - If you are in USA and USPA ( to meet the 'D'/Master FAR requirement) than you must meet the USPA and Mfg licensing and currency requirements. For us, due to the long lay-off, that means retaking a complete recert course for the dual rating. Talk to a TI/E about your background, experience and expectations. - To take the class, you'll have to show sport currency (100 jumps in the last 12 mo for UPT). - The class 3 medical is not an FAA requirement, but part of the USPA/Mfg requirements (which we have to follow). There is discussion of lifting it, but I don't see that anytime soon. - Jumping at your own place does not change the USPA requirements unless you drop your USPA membership as the BSR's apply regardless of where you (we) jump. You'll also need to brush up on the airspace notifications/authorizations required to jump there (always a concern to me being close to DC ;-) - Part of the recert will be your phase 2 (experienced passenger) jumps which would either need to be at your place or with the cooperation of a DZO. - Liability (as others have mentioned) is a major concern, not only for you but also for the mfg/pilot/plane owner... hence the reasons for the emphasis on certifications and currency. Unlike pilots, we are either fully qualified or not... the FAA views us as commercial level operators whether or not we are in the business as such. They don't make allowances for TI's in the same way as a private pilot. I haven't pulled the trigger on my recert (nor thrown in the towel), partially because I know what it takes and that once I'm in, I've got to be all-in, even if not planning a full-time/staff level of operation. Good luck with your choices... whatever you decide, be safe. JW Always remember that some clouds are harder than others...

THANKS Terry!! J Always remember that some clouds are harder than others...

I am always up to hearing new ideas/information... please clarify which part of this you object to... Front Risers when flying into the wind to increase penetration and distance covered seems to be a sound choice in general. There are of course several things that should be considered such as not landing while still on fronts, proper handle technique so as to not loose your toggles, practice at altitude, the technique is not similarly useful when flying with the wind, etc... All those caviots and ways to safely practice would then naturally lead (especially when discussing online) to the recommendation that the reader should talk with an instructor about the details in this technique. Was it the technique you were objecting to, or the notion that an instructor could assist? Just curious, JW Always remember that some clouds are harder than others...

An often Parachutist published writer recently wrote an article discussing NOT buying the canopy you will want later, but get the conservitive canopy you need now... Ah, how times have changed ... 20+ years ago, he was also my DZO/Rigger/Instructor, and pushing me the same way that you are being pushed. In those F-111 lower-performing days and weighing about what you do, he wanted me to get a 210, but I wanted a 260. Said I would be quickly frustrated/bored with it... he was right... kinda... I did learn all it could do and got bored with it after 10 years. You will not get the same penetration. You will not get the same speed. But you will be more likely to get through your early years with fewer injuries and fewer occasions where the canopy is flying you (rather than the other way around...) I have since moved to a 230 and 210 (Spectre) and also... um... increased my wingloading... But I've never regreted starting conservative. It really helped when my spotting was still rough or my luck needed a boost to keep me out of a tight spot. Just my $.02, JW PS - still work with that former (to me) DZO/Rigger/Instructor... nice guy, and has shown me that even experts can learn and evolve their way of thinking. Always remember that some clouds are harder than others...

If I remember correctly, that jump was supposed to be a funjump, an intentional personal downplane. Now I've been in my own personal downplane (not on purpose, duh) and in 2-person ones (very much on purpose ), but a downplane with 2 rigs I would very much avoid . 2 harnesses pulling in 2 different directions sounds painful. If I also remember correctly that jump almost killed him, by choking. Through the fog of memory, that shoulds about right. Most of what we (individually) think up to try has already been tried before... not always with the best of consequences... Always remember that some clouds are harder than others...

I have also heard of one situation where someone wore a second harness with a ram-air reserve... Bottom line was a two out (one front, one back) flying opposite directions with his body being the attach point between the two systems... NOT Fun. Other tersh systems have proven to have their own unique failure modes (sometimes with fatal results). If you plan to setup a rig for this, definately work with an experienced rigger and consider all possible situations, including out-of-sequence, and how they might devolve. I've had two rigs setup, and its alot of fun, but it is NOT just another skydive. And planning to use your last canopy in a non-emergency... not my idea of smart whether legal or not. JW Always remember that some clouds are harder than others...

Absolutely.

I'm curious why you feel this is wrong. Did you see this is a manual somewhere, or is it just something someone told you? The theory on the grommets direction is that the smooth side should face the direction of motion (i.e. down the lines, towards the container) so that any irregularities, bumps, ridges, etc are on the 'back side' and not causing drag, extra friction and/or wear on the lines. Taking both of these notions in mind, if you find a conflict (i.e. binding up but not smooth grommet down), I would contact the canopy mfg and ask which they want. They designed, tested and certified it. So it should be their way. JW Always remember that some clouds are harder than others...

This one is covered there. And it's complete rubbish. Why do you think it's rubbish? What do you believe the proper response to a jumper entangled with your drogue should be? While I think the chaos of the situation may require some quick thinking and adaptive behavior/actions at the time, any other pre-plans seem to be frought with greater danger... as a plan getting rid of the entabled bridle/drougue/main AND falling/tracking clear of the mess does seem like a good idea. I would not want to be the entangled vidiot... but I'm not sure what the TI could to that wouldn't make it worse for all three of them... Open to additional ideas if you have one. JW Always remember that some clouds are harder than others...

All the processes I've see and used have been... frustrating, so your post got me looking (again) for more info... The only thing I found was this: https://www.youtube.com/watch?v=kfs-Tgc4Vr8 Which shows the dremel removal method (mind the heat build-up). (yea, its on a sail, but the parts/process is the same) JW Always remember that some clouds are harder than others...

Date the day I inspect/repack/seal. I will work with the (nice) customer to give him a later date if possible, but its still when I do the work. One word of warning though... it is usually the rig that I sit on the shelf for weeks awaiting the "right" date to start work, that ends up needing repairs or parts I don't normally carry... I've learned to pop it and give it a quick once-through and then put it in a storage container if I'm delaying the actual work for a later date. Sucks to have a rig for weeks and then be late because of something you could have found earlier. J Always remember that some clouds are harder than others...

Nicsoew - please don't do that while the plane is controllable unless/until the PIC says to. Your departure can be the thing that causes the plane to loose control, endangering all the rest of those on board. For those that question the use of seat belts (including those discussing the issue in Canada), please note the difference in the outcome here to others in our past.

Because my shop does all MFG recommended work and takes a hard look at all suggested work. JW Always remember that some clouds are harder than others...

Without getting into the rest of the discussion, to answer the question from the OP, for me and my customers: They will be sent in on the published schedule. JW Always remember that some clouds are harder than others...

1. What percentage of the PEP rigs that you repack/maintain have a square canopy in them? A: 0 2. Have you never packed a PEP with a square canopy in it? A: yes, but for PIA prep/talk only. 3. Do you ever recommend a square canopy to your PEP owning customers? A: rarely, but I have very few pilot-customers with jump experience. Always remember that some clouds are harder than others...

(years ago) The heavier students convinced me to get a new main for my personal rig... I was having more fun flying a SET-400 with full load than I was flying my ragged out F111. JW Always remember that some clouds are harder than others...

The second case, newer 3-closing/full stow diaper was an option for packing the Strong 26' LoPo/Mid-lite in a container that did not have container line stows as part of its packing procedure. In the Strong Paracushion up to the present day, the 3-stow diaper is used with lines split to use only the left side to close the diaper and all the rest stowed in the container. The diaper/canopy can be used in either type of packing method, dependent upon the needs of the container. Where we see the problem is when people use all lines to close the diaper and then stow the remaining lines in the container. This will cause great trouble. JW Always remember that some clouds are harder than others...

Said it before, say it again... DZ.COM needs a "Like" button... Always remember that some clouds are harder than others...

I know that things can be different in the air than on the table, but when I unpack a Type II (1/2 line locked diaper) system, I want to see all the full line stows in the pack release before the diaper. If not, you need to use fresher/snugger bands on the diaper. Failure of this diaper stowage design is the deployment equivalent of bag strip for a ram-air canopy. Canopy (opening) is exposed to the air and starting to inflate prior to line stretch. Either a very hard opening and/or lines knotting on whatever they want to as they flail around... Either way, your gonna have a bad day. JW Always remember that some clouds are harder than others...

Been there, seen that... from an older rigger whom was known to disregard the manual and "knew better" than the mfg. (my DPRE and I had a chat...) Walk on road, hm? Walk left side, safe. Walk right side, safe. Walk middle, sooner or later get squish just like grape. Here, rigging , same thing. Either you full diaper stow "yes" or full diaper stow "no." You full stow "guess so," sooner or later get squish just like grape. All lines on diaper (in an appropriate container) - safe. 1/2 lines closing diaper, all lines in container) - safe. all lines closing diaper, all lines in container - squish. JW Always remember that some clouds are harder than others...