riggermick

Your right I forgot about the rear risers, my bad. It's been a while since I've either packed or built one. Mick.

Are you sure it's a Racer and not a clone? The reason I ask is Racers use type 13 webbing (7000 lbs)in their harnesses, the webbing pictured is type 8 (4000 lbs). Type 8 is thinner and therefore more susceptible to abrasion and / or tearing. I would check the link for trapped fibers in the barrel and any rough spots on it's surface also check the container for objects with sharp edges (raised grommets, exposed stiffener plates, etc). Mick.

....the different colored thread fpund in some webbing is called a 'rouge yarn' and identifies the manufacturer that made it. Um, actually it identifies the type of webbing and thus it's tensile strength. Black centerline- type 8 4000lbs. Yellow selvadge edges- type 7 6000 lbs. Black selvadge edges- type 13 7000 lbs. There are more but these are the main ones for harnesses. Mick.

Yeah.... poor guy.. saw the rest of his 12 way falling away after the reserve opened..... Could have been much worse (it was a Caravan and the tail on these things comes up in a hurry!) this wasn't the only case of this happening. it happened on a reflex I own to the previous owner (10-way speed, out of an otter). apparently if you hit the pop-top just right it will shear the loop, without too much force. you should be careful on exits (and moving around in the plane, for that matter), no matter how secure you think your rig is. Just a clarification here, I was hanging on to the guy in question, Mike Discoe of black sheep(he was #8 and I was #9 in the line up) and I can tell you the the force of a door strike at that speed is a whole lot of force, I have the scars to prove it. I damn near went through his reserve as it was deploying and we ended up with a 9 way. We examined the video extensively and it was determined that the pilot chute dome struck the floater bar at just the right angle to drive the pilot chute back and sheer the loop. Needless to say we all stayed lower on future exits. Mick Cottle, formerly of Elsinore Black Sheep.

The 5010 ring (circular, the old base ring on early 3 ring systems) is rated at 2500 lbs as are cadmium or nickle plated RW 8's. Type 7 webbing is rated at 6000 lbs, type 8 webbing at 4000 lbs, the thread is rated at 40 lbs and a standard 3" stitch pattern is aproxamatly 5500 lbs. All of the destructive testing I have done and witnessed on harness segments caused failure at the edges of the stitch patterns not the hardware. Oh I almost forgot, the MS22040 leg strap buckles are also rated at 2500 lbs. Hope this helps

Technically, anything that changes the functional design of the TSO'd pieces of the system (ie- if you do something to radically change the harness design or how the reserve system functions) you need to re-TSO. Of course, a lot of the changes you might put into a rig are already "industry standards" so the changes can be passed through with that notation on them and they may not require anything more than confidence drops. Keep in mind, a TSO is issued to a process and location, as well as a functional design. The FAA wants you to show them that what you've built will meet the standards they put out, but what they're actually certifying is the process by which you built it. What the TSO is saying, is that if you always use these specific materials, cut using these patterns, assembled in the manner you set forth in your MOS sheets, inspected using the Inspectors and methods you lay out, you will end up with the same product every time, and that product has been proven. Even if you change physical locations of your shop, the FAA has to come out and look your new location over. Because the physical layout is part of your TSO package. So when you talk about a TSO'd piece of equipment, what you're really talking about it the process it went through to be "born". It's all traceable, certified and can be reproduced. Ryan is exactly right with this description of the TSO process/ product cycle. If one looks closely at a TSO label one will notice a set of parenthesis at the end of the TSO version. This is done so that modifications and / or different versions can be made utilizing the the same TSO certification, version A, B, C, 1, 2, 3 etc. Minor changes can be "bundled" and sent to the FAA every six months or so ( at least at the Long Beach MIDO). This is also how manufacturers "grandfather" new versions (some of which bear little or no resemblance to their predecessors) on to existing TSO's. Some area MIDO's are much more strict about bending or stretching the the modification criteria. Current TSO cost.......usually far more than it's worth for some years to come. Mick Cottle.

That's what I like about this forum; even with disagreements and differing opinions knowledge is passed on without it turning into mud slinging match. Unlike a certain public forum where not much of anything in the way of skydiving gets discussed. Mick.

Y'know "sid" if you're going level an acusation at someome be an adult and back it up with some facts. If I said " I heard that "sid" packed a couple of totals on some reserves he was working on" and published it in an open forum without any supporting data, my credibility not to mention my professional demenour would be in serious question. In fact the Catapult is certified and has had several saves and no reported fatalities. The fatality in NJ (Denise Daddio) was the result of an out of sequence main deployment that ended with a bag lock. The main was never jettisoned prior to the reserve deployment resulting in a main/ reserve entanglement.

One of the reserves that I use has about 40 jumps on it, some terminal some sub-terminal.It's one of the canopies I used for live drops on the Reflex TSO program. It works like a champ, lands just fine and is in great shape. I feel VERY comfortable with it on my back. I don't think 5 jumps on the canopy that you are looking at means it is history. Mick.

Having built and jumped several canopies over the years my suggestion to you is back engineer an old 7 cell f111 bigger canopy. This will give you several advantageous things. It will give you seam construction detail (there are several) , it will show you the best sequence in which to build (which and how many sub assemblies you will need),a greater understanding of the enormity of the task at hand, how much room you will need, how much time you have to devote to the project, a great supply of template material to make your patterns from, line trim specs and a proven design that is relatively simple to construct and jump. If you can accomplish this at least once (preferably more than once) you should be ready to start on a more ambitious project such as the one you describe. old strato clouds, units, raiders, ravens etc should be relatively cheap to acquire. This is the best way to learn just how much work and patience it takes. It takes even more work for a harness/ container. Mick.

Was that for me? I have no clue. Came with my used Reflex but I doubt it's the original. No label or markings that I can find. Dave If it's a kill line and it's not attached (sewn) to the top of the bag it's not an original Reflex part. Mick.

Riser covers. Generally speaking the more bulky a pack job, the less likely the riser covers will stay closed even during normal use. Free bags with a triangular yoke emanating from the top of the bag to the bridle are less likely to hesitate in a closed riser cover situation (main total) than ones that the 2" bridle terminates directly at the top of the bag. This arrangement forms a "tee" junction with the bag top. Under extreme conditions it might and I say might, hesitate momentarily as the upper corners of the bag are still trapped under the reserve side flap/ riser covers. The triangular shaped yoke has a tendency to pull the upper corners of the free bag to the center of the container as the bridle comes under tension thus allowing the bag to leave the container unimpeded by the reserve side flaps/ riser covers. Pilot chutes. A few years ago some containers were designed for a narrow fit (for narrow people). Manufactures found out that not everything remained equal with this type of design, especially the reserve pilot chute. Some older style internal spring loaded pilot chutes had hard plastic tops covered with parapack. Due to narrow container/ pilot chute geometry the edge of the plastic top of the pilot chute could and sometimes did catch the reserve side flap stiffener edges stopping the pilot chute in it's tracks IE: a total. Elbows came in handy here to deploy the reserve. After several incidents of this type manufacturers started padding the tops of the reserve pilot chutes to smooth out any hard fixed edges, also better stiffener plastic covering helped eliminate the condition. Hope this clears it up for you. Mick.

Buy him drinks!!!!!!!! Mick.

QuoteAccording to FAA rules it is every 120 days unless one of the componenets in your system is made of natural fibers (highly unlikely) then it would be 60 days. Not so fast. Although no one thinks of this and it is widely ignored by everyone, the safety stow on your reserve free bag has rubber in it. IE: a natural substance. But like I said it is ignored (good thing). Mick.

All Reflexes ever produced came standard with an RSL. Contact Bomber Mfg for a replacement. If you still have your original risers it'll be a no brainer for your rigger to install. The left riser has an RW 4 ring mounted inboard at the confluence wrap. Javelin risers will also work. Mick.

There were some other issues(possibility of the chrome chipping off I think?) with chrome plated hardware that made it unsuitable for use in parachutes though. A few years ago (1980's) curved pins were chrome plated. the plating would chip and wear after a while. If you did not pay close attention to your main loop the pin could cut through, it resulting in a horseshoe. The same thing happened at the pin attachment point leaving you with a total and a pilot chute in tow. Tony Domenico of SQ 1was the first to introduce stainless steel pins ( I worked for him at the time) others followed suit. Going back even further in time, the very early pins were constructed of bent wire welded in to a loop at the attachment point. Broken welds were not un common. Mick.

The hardware it's self is not TSOable it just has to meet the technical requirements of the system that is TSOed. If a manufacturer wants to use it he has to seek and be granted approval from the "administrator". The material that approval is being sought for has to come from a supplier listed on on a document originally submitted to the FAA when a TSO is applied for.This document is called "an approved materials supplier list" it is just one of many that are part of the TSO package. If the manufacturer/ supplier is on the list then a simple paperwork change is all that is needed. One thing that TSO holders have to do is, batch testing of all critical materials received. If the manufacturer/ supplier is not on the list then further approval up to and including re-dropping will be required. So, if you want colored hardware go lobby the forge companies or start your own. Parachute equipment manufacturing is an expensive proposition. Mick.

The hardware it's self isn't TSO'd, neither are any of the other components. It's the entire system or if needed just a part of it that has to obtain TSO approval along with the process to build it. A rig manufacturer can use just about anything they care to in rig construction as long as it is within the operational limits of the approval being sought. Having said this, manufacturers would have to re-certify their equipment in order to utilize this new hardware. This is a very expensive and time consuming process. The real issue here, is the forge companies themselves. There is not enough of a profit margin in the civilian industry to justify the expense of designing, testing, marketing and forging colored hardware. Building "approved " equipment is a very expensive pastime, you should try it sometime. I did. Mick.

Try DJ associates in FT Smith AK. They are a very good scource of everything you will need to build or repair equipment. Mick.

Both are good machines. I personally have had great success with the Brother 42 stitch tacker. It has a great range of stitch widths and lengths. If you go with the Brother Get the optional extra wide foot (it'll save you a few needles), additionally if your primary work is suspension lines you will want a custom foot with a line recess built in. It will save you a lot of aggravation. Mick.

A Reflex R460 Will comfortably accept a Sabre 170 size canopy, and a Sabre 190 size at the high end. By contrast a Sabre 150 size will be soft. A Raven 2 with only two jumps on it should be ok. have a competent rigger check it out. Mick.

First and foremost the sewing machine needle(s) need to be sharp. Sharp needles don't puncture the fabric but rather part the fibers that make it up. Dull or damaged needles will destroy a canopy seam with little effort by tearing through the fibers. When doing canopy work you need to be very careful with your seam ripper in the wrong hands it can be used like a chain saw. When the patch or re-work has been completed all the relevant seams are lined up using clamps and/ or pins and carefully re-sewn. If you are very careful you can match most of the existing holes back up with one another, although desirable it is not critical. If damage has extended to and along a seam that portion of the seam fabric will need to be replaced. Hope that helps. Mick.

I just found this thread, I'm off for two weeks R&R in NZ and OZ'.I'll comment when I get back. TTFN. Mick.

My concern would be one PC going on one side of the board, and the other PC going on the other side of the board, then they fight each other. Hook That was what all of the Catapults' detractors said. Well it has never happened even after thousands of deployments some stable some not so stable. As I stated before it has five saves so far. Mechanically the pilot chutes produce different amounts of drag. As long as there is a direct line between the Catapult and the free bag, the drag on the assembly will start the deployment sequence. Although remember that nothing is guaranteed in this sport (except for landing)so there will always be people on either side of the issue. Mick.

If you are unstable, cannot ditch the board and need to deploy your reserve the Catapult could help you out. If your reserve pilot chute should become entangled with the board the Catapult would take over the deployment sequence. To date there have been five saves that I know about (not with sky boards though). Hope this helps. Mick.