riggermick

Pilot chute spin ups are usually the result of a manufacturing issue. Things to look for: are the support tapes parralell to the mesh or 45 deg biased across it? Piolt chutes with tapes running paralell to the mesh have a tendency to warp at the seam causing an uneven edge. Is the pilot chute collapsed all the way with no inflation points visable?. Does the pilot chute start to spin up on deployment or under canopy? Lay the pilot chute out flat and check for symetry using a ruler it could have been built "out of round". Also check the length of all the support tapes, are they all the same length give or take 1/4"? Check the length of the bridle, is the correct length? Is it too long or too short? Check with the manufacturer. Hope this helps. Mick.

Like anything it depends on how well you take care of it.

Came pretty close to nailing one in freefall once. High birds and a low break off around 2000 or so. That would have been ugly.

I posted this in a thread re: Perris Valley Skydiving Society, but some of you may have missed it. does anyone remember these? Gary Cobb (BCRW pioneer) designed and produced them. I've had this one for years. Mick.

Rob, Do you remember the Safety Flier we tore apart at Ron Horescrofts loft in Elsinore back around 92 or 93? If memory serves it failed under minimal pressure even though it looked normal. Mick.

Remember this one?

I still have my PVSS card. Turns out that PVSS #s were the basis for the "new" Perris manifest numbers (still used today, that's why mine is so frickken low). I'll try and find it (the card) this weekend along with a whole bunch of the N 817 (areo costa neuva)/ 150 photos'. I have a great pic of the pilot (and his girl friend) looking bloodied and pissed off (probably at me for taking his picture at that time). Ahh......... good times. What a year that was. Also have a great shot of the SCAT otter (anyone remember that?) with it's nose in the ground after an aborted take off: Circa Thanks giving 1983. Mick.

No self respecting rigger I know "likes" working on booties. Booties are usually nasty smelling huge waists of time resulting in the person doing the repair never getting paid what his or her time is actually worth. Every one wants the 5$ repair when to do a really good job will usually take an hour or more. Filthy disgusting things. Mick. $5 bucks an hour...shit! I'd do better then that working at McDonalds

Is there a "common" usage that is generally accepted right now? If so, what is it? No. That's why I gave the explanation. If you ever decide to design, build and test your own equipment you'll understand just how difficult it can be. More importantly you'll find out just how uncooperative your competitors will be when it comes to getting experienced advice and/or tips on doing things. It's a very small market and these guys are very protective of thier "secret stuff". Been there done that. Mick.

it must deploy in 3 seconds or less after a cutaway. If you don't cutaway, don't count on having a reserve out in 3 seconds. The term used is: functionaly open within 3 seconds. In typical FAA parlance it looks prety cut and dried on the surface but if look inside the meaning of the phrase it can be interpreted in different ways by different people. IE: is "functionaly open" enough to slow you down and damage you a little bit or even a lot? Or does it mean open to the point of no damage to you at all? Both are correct as no clear definition is ever given, but that is typical for the 8015 b and FAR's. I'm just sayin. Mick.

Tony Domenico started making skydiving jewlery around 83 or so (before he bought Mark Marks parachute sales and service and turned it in to SQ 1). I remember him using regular closing pins on necklaces before making his own in gold. He also used to make these little swooper jumpers on a hand made small beaded necklace with an alagator/ roach clip clasp, I still have one. Probably a collectors item now. Mick.

Dude, you didn't need the shirt. If you ever forget, you have plenty of friends that will remind you. Snicker..........hehe..........bwaaaaaaaahaaaaahhhaaaaaa...........guffaw........snort........mmmmffff.......ahem.

Harness design is somewhat of a trade off. Strength and joint effeciancy are always paramount, but style , comfort, application and asthetics must also be considered. Your basic harness hasn't changed that much over the years even with new comfort and flexability innovatons incorporated in to most if not all current designs. That being said let's look at the physics relating to your average sport harness. The load during opening shock (weather it is the main or reserve) is transmitted down the main lift web (this is known as a single point load path), when it reaches the legstrap junction it splits pretty much evenly in both directions (this is known as a dual point load path)diminshing the load by about half. A persons leg acts very much like the large diameter device used to reverse a rope that you mentioned in a previous post. On a normal deployment and opening the load transmitted to the harness is distributed evenly between both lift webs, 1/2 each. When the two halves of the load reach their respective leg strap junctions they 1/2 again, effectivly leaving 1/4 of the load for each leg strap. One must also factor webbing elasticity in to the equation which further attenuates the load. If a chest strap is pulled tighter than just enough to keep the main lift webs in place, it will assume some of the vertical loads being transmitted down them. How much load will be distributed across it will be dependent on how tight the chest strap is fastened and consequently how much distortion from the vertical the lift webs are displaced. Under extreme chest strap overtightning situations the webbing can be severed by the chest strap adapter or the sliding bar can be forced out resulting in the user faling forward and out of the harness. Don't over tighten your chest strap. As far as strength considerations go your harness is way over built, you will fail long before your webbing, hardware or joints will. Different types of webbing, hardware and thier various configurations are purley a matter of style, construction trade offs, comfort and intended application of the finished article. Mick.

Routing over the top allows the bridle to open velcro (and other) pin protecting flaps that otherwise may stay shut when the pin is pulled. Not so much an issue in this day and age but it was significant when throwouts (and large amounts of velcro) first hit the market. Additionally with this method it is inherently eaiser to get the "slack spot" needed above the pin to ensure a release and not a tow. This design pre dates curved pins and was used on bungee loop/ bridle segment closure systems, in which it was easier to get a tow situation in the first place. God bless the curved pin, it has so simplified things over the years. Mick.

yeah that's how it's supposed to work. thanks. Mick.

Ok I'm not doing something right. I can't get the link to work, the "url" button doesn't seem to do anything. The link address appears in the message but doesn't activate when the curser is moved over it. I've tried it several times and had to delete it each tine as it doesn't work, am I missing a step or two? BTW right click gives the option "create shortcut" not copy shortcut, any difference? Mick. Hope this works. http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=859279#859279[/url] [url]

Ok I'm not doing something right. I can't get the link to work, the "url" button doesn't seem to do anything. The link address appears in the message but doesn't activate when the curser is moved over it. I've tried it several times and had to delete it each tine as it doesn't work, am I missing a step or two? BTW right click gives the option "create shortcut" not copy shortcut, any difference? Mick.

I've found a great thread on this subject but I'm having trouble making a link to it. Can anyone tell me how to accomplish this task? Thanks. Mick.

Bill (fuckin) Delli, I thought you were dead!!!!!! It's been a long time no see or hear. How the heck are you ???????? drop me a line @ [email protected] I'd love to catch up. Best wishes . Mick Cottle.

I only have partial records of my old machines and the bernina model # isn't in there. Looking through my records though did jog my memory, I also had a Brother 308 cam driven zig zag and it was an amazing machine. Now that I think back to the aplications it was used for it truly was my favorite machine. I also had very good luck with the Brother 46 stitch high speed bartacker, but they are more specialized. The Brother cam driven zig zag is quite possibly the finest machine of it's type out there. Hope this helps. Mick.

Give me a day or two to look up my records and I'll get you a model #. You may wish to visit an industrial machine dealer not a domestic machine dealer, the industrial guys have a much broader understanding of manufacturing and related materials. Mick.

The best all around machine to get is a bernina with removable cams (I cant remember the model off the top of my head), this machine can perform straight sew, 308 (double throw) ziz zag and a variety of other stitch patterns. The stitch length and width can be adjusted all the way down to simulate a bartack (a much stronger stitch than an original bartack). One drawback, the simulated bartack is a bitch to unpick. This one machine can do the job of three different machines and can plough through some very thick material. I miss my old one, it was a great piece of equipment. Mick.

A "box" stitch is usually added across the top and sides of a four point stitch pattern at the three ring attachment point. this helps prevent the base ring from peeling and tearing through the four point stitch pattern during a head down opening. The use of a confluence wrap (wide webbing that wraps around the entire joint and is sewn in with the stitch pattern) greatly increases joint integrety and strength. If neither were present (as in the old days) a base ring could seperate the junction during a hard head down opening, causing the diagonal back strap to seperate from the harness and the wearer to drop out. Not so good. As far as how many times webbing can be sewn, that's a judgement call as there is no maximum set by law, but three sounds prudent. Mick. Ah I've finally figured out my new scanner try this: If the upload limit was more than 60kb I'd be able to show more of the drawing. Um..........I forgot to describe what it is. A 4 point box stitch found on three ring attach points, sorry. Mick. Mick.

A "box" stitch is usually added across the top and sides of a four point stitch pattern at the three ring attachment point. this helps prevent the base ring from peeling and tearing through the four point stitch pattern during a head down opening. The use of a confluence wrap (wide webbing that wraps around the entire joint and is sewn in with the stitch pattern) greatly increases joint integrety and strength. If neither were present (as in the old days) a base ring could seperate the junction during a hard head down opening, causing the diagonal back strap to seperate from the harness and the wearer to drop out. Not so good. As far as how many times webbing can be sewn, that's a judgement call as there is no maximum set by law, but three sounds prudent. Mick. Ah I've finally figured out my new scanner try this: If the upload limit was more than 60kb I'd be able to show more of the drawing. Mick.

Every single spring loaded pilot chute out there loosens up over time, it's just more noticable on external pilot chutes. Thats why they are adjustable. I did design and prototype an adjustable loop system for an internal pilot chute design some time ago but never released it as we sold the business and it didn't matter any more (to me). Mick.