pchapman

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Gear

  • Main Canopy Other
    75,88,135,154,265,265,282, & some rounds
  • Reserve Canopy Other
    2* PD143, 2* Phantom 24, Baby Cobra
  • AAD
    Cypres 2

Jump Profile

  • Home DZ
    (Ontario, Canada)
  • License
    D
  • License Number
    1014
  • Licensing Organization
    CSPA
  • Number of Jumps
    3700
  • Years in Sport
    25

Ratings and Rigging

  • Tandem
    Instructor
  • Pro Rating
    Yes
  • Rigging Back
    Senior Rigger
  • Rigging Chest
    Senior Rigger
  • Rigging Seat
    Senior Rigger

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  1. pchapman

    Argus SB AMMO130514/1

    This is largely ancient history stuff, but this reply is based on what I see in my notes from the Argus war era: There were 5 incidents or accidents that I have records of. All but one of which involved the early cutter design. All those cutters should have been removed from service by a service bulletin. The only new cutter involved in an incident was the San Marcos, Texas one, where the investigation found a steel ball such as from a shot bag within the cutter, and with a damaged cutter. The conclusion was that it was the foreign object that prevented the cutter from fully cutting the loop. So the new style cutter with a harder cutting edge never seems to have had any issue cutting the loop (when no steel foreign object was involved). It just seems like nobody trusted the Argus folks any more by that point, so many rig companies (and the occasional DZ) didn't want to give them a chance any more, new cutter or not. It didn't seem to based on any evidence from the track record of the new cutter. Who knows what would have happened had Argus' remained in more common use. It is up for debate whether a device should be banned without evidence of issues with the new system, while at the same time there is a lack of trust of the company as a whole. As for "letting go on climbout and taking down the whole airplane", I'm not sure why the Argus would be likely to activate unexpectedly on the way up. The chance of something going bad on climbout is in my opinion much much higher from other things -- multi-way climbouts, poorly packed BOC's, newbies in general, whatever. I wouldn't be much concerned about some Argus inexplicably deciding to pop while in the plane, and then have the new style cutter for the first time ever hold the rig closed until climbout...
  2. pchapman

    Color the line attachment points on the canopy

    I say no big deal, color the attachments if you want. Yes there is some concern about acidity of markers. At least get a brand name like Sharpie. But I've never heard of canopies falling apart or fatalities from this. Maybe it's an issue if you're trying to get 3000 jumps out of your canopy rather than just 2500, who knows. It's just not high on the list on concerns in skydiving. Although I already had thousands of jumps and was an active rigger, I coloured the attachments on one canopy of mine, as it made packing just a little faster.
  3. pchapman

    AAD fires

    And to be clear, discussion of the BSR rule itself seems to be going on at https://www.dropzone.com/forums/topic/265231-uspa-board-meeting/
  4. pchapman

    AAD fires

    I looked up what seems to be the topic of discussion, for anyone (like me) who isn't closely watching USPA board meetings: Ref: https://uspa.org/Information/News/uspa-board-meets-in-dallas Edit for sarcastic comment: Although the rule hardly seems to be a BASIC safety requirement at all. Seems to be an administrative / data collection / reporting / paperwork requirement. Fair enough if the USPA is curious about the stats. (Is it just put into the BSR's because few bother with doing other incident reports? Are incident reports supposed to be mandatory in the USPA?) 'Before your jump, make sure to have some reporting forms stuffed in your jumpsuit, to make sure you have a safe jump! '
  5. The original poster may have better luck with some of the WWII recreation groups out there (or whatever they prefer to be called). Liberty team etc. Or someone who supplies them, like NPTC at Dunnellon Florida. Pretty silly 25 year rule though that the Daks over Normandy group have, whether it is their own or some European country's regs.
  6. pchapman

    182 gear leg failure

    The DZ I'm at had it happen once, about 15 years ago to one of their C-182's, late 1960's vintage I believe, while taxiing out. Bent the wing and horizontal tail but was fixed up. At the time the DZ was rocking as many as 6 182's . After that the DZO did start cycling airplanes through maintenance to have the flat-bar gear legs removed and inspected. I vaguely recall x-ray inspections were planned, but on the other hand I helped with stripping paint so some Magnaflux style test must have been on the agenda. So I don't know if it was one or both or what makes sense. In any case, repetitive jump ops on grass at near max gross weights must use up a lot of fatigue life, and you never know if there's a hidden nick or scratch somewhere. I know the break point was near the fuselage, but I don't recall if it was hidden within the heavy gear 'box' structure that holds the gear leg as it goes into the fuselage. Those gear boxes get a beating too and I guess can be partially inspected when the floor boards are unscrewed or unriveted? Not sure. I'm saying all this just as a jumper, not as anyone with 182 maintenance experience.
  7. pchapman

    Shippng AAD with USPS

    Yeah, what Gowler said, how does the guy even know?? Sure, now he does, so you have to get around him or fool him. And it's not an explosive automatic activation device. For customs purposes for example, for those of us who have sent such things internationally, it's an "aeronautical navigation appliance" in the harmonized tariff code system. I've never actually seen SSK publish much about shipping Cypres' internally in the US, which is a bit odd, but likely because normally it is never a problem. And don't start telling the post office guy about the lithium batteries!
  8. I saw some of the evolution of those designs. First there were really cheap Pakistani (?) made RW jumpsuits, then more sophisticated jumpsuits, freefly jumpsuits, wingsuits. Prices seemed to climb rapidly. Sometimes it seems simple to say, "Hey, I can get something built way cheaper than the stuff on the market at outrageous prices!" Maybe that works for some simple suit that isn't expected to be super durable, but as the design sophistication and build quality goes up, someone may start to find they have to start charging similar to all the other companies to cover all the development time & cost, time to keep customers satisfied, and other overhead. (It was one of those cases where an admirable effort was made to start a small company and provide some gear for people, but got bogged down as the company tried to grow, and ended up failing & pissing off people who didn't get what they had ordered or got something that didn't fit etc.)
  9. Just remember to use 1 little piece of the old gear in the new gear. Then, like an aircraft "restored" from the data plate alone, you simply repaired your gear, not copied it.
  10. pchapman

    Chest Strap Quick-Release Routing

    AustiAlpin Cobra quick release buckle? Still a chunk of metal but not as much as going back to '60s style skydiving quick releases. Something less hardware-intensive would still be better.
  11. pchapman

    Smart Altimeter

    Thanks for all the background detail on filtering and smartwatch components, Yuri. Your stuff is always interesting. Westerly - Nice work spotting the issue that did turn out to be a bug!
  12. pchapman

    Smart Altimeter

    "The elevator would stop moving and the door would be opening, but the altimeter elevation was still leveling out." Sounds much like simple averaging of the last few seconds of data to smooth out spikes and other random fluctuations in the data. Same applies for the 300-500 ft difference in freefall and 70-100 ft under canopy -- either way, subtracting a 30 ft static difference, looks roughly like a few seconds of freefall or canopy descent. The watch could use some other method than simple averaging, but in any case it seems like it uses a fairly wide time spread of data, and doesn't try to predict the current conditions based on some average using the past. At least the 30 ft difference over 10k (or even 2500 ft) ft isn't much in relative terms -- easy enough for any altis to differ that much. Of course we're using just a couple jumps as data but you weren't presenting the data as anything more than that.
  13. pchapman

    Collapsed Slider Still Noisy?

    @ the thread: I have always been a little skeptical about how much difference 'flattening the wing' makes, especially for non-high performance canopies. But it is the standard answer for want of a better one. Bringing the slider down can also change the 'feel' of the canopy, in cases where the slider is less wide and pulls the risers inward. Then there's the difference between 'dangling under the slider' vs. 'direct, widely angled connection from risers through lines to all of the canopy'. (To understand this idea, consider the extreme example of a slider 6" wide... you'd be swinging around under the slider almost suspended at a single point. Any turbulence or other canopy motions would be transmitted less directly to you; you would be less in-sync with the canopy motions.) This 'feel' thing becomes much more noticeable if loosening the chest strap where the risers do spread. The risers no longer are spread by the canopy 'from the chest' but 'from the hip' area. Loosening the chest strap can still have a benefit if you leave the slider up though. Loosening the chest strap won't make a docile canopy swoop, but it still allows one to move to a more upright position for landing when the canopy is flared back behind you. I've seen people with under a hundred jumps learn the technique of loosening the chest strap, and love it, allowing them to land better without almost tipping over backward. Loosening the chest strap isn't just for swoopers. (Although it should perhaps be introduced at a point where a jumper is getting comfortable as a licensed jumper, as it is a distraction after opening and increases the difficulty of finding handles in case of a canopy collision.)
  14. pchapman

    Is my D bag too large?

    For a crude, quick, ugly fix, I have sewn tucks in the seams of a d-bag to reduce it's volume. What I mean is to pinch an edge of the bag, and sew inboard of that edge. Getting a new bag might be better though, and then one still has the original to go with the rig when it eventually gets sold. (Of course one still has to be able to have good pin tension no matter what bag is used.)
  15. pchapman

    Strong Aerosport manual

    Sending by email. Bigger than the upload limit allowed here.