JohnSherman

Yes it is that simple. You should fire your first rigger for not tucking that cord back between the top of the pilot chute and under the hat; back through the hole from whence it came. It is the last step before sealing the rig. The cord is part of the "Quick Loop" assembly and is used to adjust the tightness of the closing loops and the ripcord pull force. You could have jumped it that way but it is always best to be sure. Additionally, the person who told you that dribble about having to open the reserve should not be counted on. They didn't know what they were talking about. It certainly is not necessary to open the reserve. If properly stowed according to the manual it won't come out. BTW: Like has been said, READ THE MANUAL. If you had read the manual you would have know this. There is a number of other items you will have missed by not reading the manual, some might save your life.

Not necessarily, See: https://www.youtube.com/watch?v=ze0Rcp7E0to

This is not true. All of the variables may be established if you study the problem. If a rig is activated on the ground, on its front, laying on the pilot chute side, the pilot chute should throw the rig off of it. Any form of trapping the pilot chute is deadly. The MA-1 Spring has 28 pounds of force when compressed to within 1 inch. That much force, when released, should flip anything over which is properly designed. Additionally, no reserve container should require more than 18 pounds to extract the bag. If more than 18 pounds is required then a pilot chute with more effective drag surface than 6 sq. ft. must be used. I don't believe any are in service. One more thing: All manufacturers should identify the "Effective Size" of their pilot chutes as well as the extraction force. For more info see: http://www.jumpshack.com/default.asp?CategoryID=TECH&PageID=18pounds&SortBy=DATE_D Additionally see the video:https://www.youtube.com/watch?v=Q4KArjdfBEA

Tim Mace currently of South Africa, formally of Great Britain has been/will be awarded the FAI Gold Parachuting Metal for his overall lifetime achievement in the sport at a ceremony in Dubai. Tim has lived a life in the sky. British Military, Helicopter/Jet Pilot - Special Ops. Soviet Cosmonaut with sub orbital flights, Currently Helicopter Test pilot. Racer Tandem Instructor. Racer Test Jumper, Racer Jumper/Dealer. We are very proud to call him “Friend”. Tim is also on the USA Para Ski Team with Nancy to compete in the indoor ski slopes of Dubai. The article tells more: http://www.fai.org/ipc-events/ipc-news-of-events/36808

This is all handled by Treaty. Any country with which we have an treaty covering aviation includes a resoprosity agreement where Equipment Certified by the government of each country is honored by the other country. Most other countries don't have certification mechanism for parachutes. Citizens of Countries who are not signatories or who do not have any governmental certification and have National Aero Clubs who approve equipment for local use may use that equipment while visiting other countries but it may not be used by anyone else. The reason for the Euro TSO -- So they can sell equipment to other countries, like the U.S.

Looks like they left it out. Go here: http://www.ipc-wcresults.org.uk/Mondial_2012/Accuracy+Style_Senior/_Senior_Results.html

No, I can't. I haven't quite figured out why. But I know that canopies which will still flair and land well but open very slowly have high permeability on the bottom skin. I have seen this on a variety of canopies both ZP & F-111. The canopy in question has very few jumps so it colud have been just a bad batch or color, all of which I have seen.

Line twists occur as a result of asymmetrical body position, specifically when you drop a shoulder. This causes the air to spiral above you and when the bag is caught is the spiral you get bag rotation and line twists. The first rule of deployment is to keep your shoulders parallel to the ground. It is difficult to look over your shoulder and keep your shoulders level to the ground. That is why I teach; look up over your head to clear a burble or check your pilot chute.

Have the bottom skin permeability checked.

Dan Abbott of Security Parachute. He designed the first piggyback.

Yes! What maters is the direction of the air flow to the presented surface, your body. It is actually going in the same relative direction over your body whether you are tracking or diving.

I don't think so. In a track you have about 2.2 square feet frontal drag area at minimum. If you exit and descend for 25 seconds to 9000 feet (2793.5M) where you are taking your measurement. You have a Dynamic Pressure of 121.53 pound per square foot. That means that your exit weigh must be at least 267.4 pounds. Can you confirm the exit weight or a lower frontal drag area? Science tells us than anything over about 218 MPH is difficult to impossible.

Breakage of rubber band line stows are very rarely the cause of "Line Dump" but the location of the line stows and the balance of the mass are. I have seen many line dumps with no broken bands, twisted into a roll but not broken. The ability of the rubber band to break and the force at which it breaks is based upon the drag capability of the pilot chute. If the pilot chute goes into tow and the bag has begun to drag it, any rubber bands which might be involved in the lock will break, giving it a chance to clear. Another good reason to know what your pilot chute drag capability is.

Line Dump or line strip or "out of sequence opening" are all the same thing. It is the phenomenon where the part of the line stow between the rubber bands, when it is given greater mass, will pull the bights, of the stows, out of their retainers. This allows the bag to open and the canopy to take air before the lines are completely extended. This in and of itself is not the biggest problem even though the lines aren’t accelerated and they are certainly not orderly. What is the killer is the slider, if it is not restrained, will be allowed to fall away from the bottom of the canopy. How far it falls is proportional to the severity of the "plate" inflation. The "plate" is the bottom skin initial taking of air. Its size is equal to the slider position relative to the bottom skin. This type of opening is to be avoided at all costs This is why I specify, in my owners manual, the slider be retained, with a rubber band to the "B" line (usually), even with the "SPEED Bag" which has never been known to "Line Dump".

One more thing, You might find the following interesting. They should be read sequentially as that is the order of development: http://www.jumpshack.com/default.asp?CategoryID=TECH&PageID=Rubberbands&SortBy=DATE_D http://www.jumpshack.com/default.asp?CategoryID=TECH&PageID=NEWSTOW&SortBy=DATE_D http://www.jumpshack.com/default.asp?CategoryID=TECH&PageID=Speedbag&SortBy=DATE_D http://www.jumpshack.com/default.asp?CategoryID=TECH&PageID=Reserve_Speedbag&SortBy=DATE_D Our conclusion was that if the line stows are balanced then only one size of rubber band is required, from small diameter line to heavy line and none require double wraping.

Long Live "The Flying Walendas" 4 Way team from the Plattsburg Nationals. RIP Raymon HIM

I had forgotten I had written this but some might find it interesting. Your comments are always solicited. "Does Your Gliding Parachute Really Glide?" http://www.jumpshack.com/default.asp?CategoryID=TECH&PageID=Glide&SortBy=DATE_D

We have actually set up a data acquisition system for measuring Glide Slope. It consists of a data logger with an altitude sensor and an anemometer. Data is collected at 20 points per second. We plot the two curves against a common time line and the software has a Rate of Descent indicator. We obtain ROD and Forward Speed in FPS and plot them into an Excel spread sheet. Once we get five or six points we apply a Second order polynomial trend line from the graphing function. This is what is known as a Polar Curve. To get L/D from the Polar Curve you draw a straight line from the 0,0 point of the graph and align it tangentially to the Polar Curve. This line is the Glide Slope of the device. I have measured some sport canopies, little fast ones, and I can tell you they glide like a rock. Slope soaring canopies manufacturers are reluctant to publish Polar Curves for their products but some of their organizations have released some data. Their secret to getting any kind of glide is wing loading. They load at about .4 to .5 to 1. We load at .8 to 1 and much higher. I have scheduled some additional evaluation jumps with low wing loading. A 396 Tandem main canopy with a 150 pound jumper. I will let you know what we get.

If your webbing, that is slipping, has yellow tracers along the edge that is the reason it is slipping. Webbing with the yellow tracer is Type 7. Type 7 was never intended for use with personel harness hardware. It is weaker, cheaper and less comfortable. Personel harness hardware was originally designed for use with cotton webbing. When Nylon was adapted to replace the cotton Type 13 (Black trace) was designed to be compatable with the original hardware.

Jump Shack uses all four of its tandem size canopies (298, 328, 350,396) as tatitical and solo canopies. It is done all of the time. The total weight is not the problem for AFF instructors but the pounds per square foot are. System strength is also not a problem as speed, not weight, is the driver behind opening forces.

Add more brakes! End cells closures and snivels may both be corrected with more brakes. In packing configuration with the brakes set, note where the shortest brake line is in reference to the "A" or "B" line attachment. If it is below the "A" line toward the risers contact the manufacturer with this information. If it is above then shorten it about 2 inches at a time until you get the opening you need. You may not have enough latitude to shorten it much. Dont go below the A without factory consultation. JS

You can't change a service life with a minor change. You might be able to get a pack job by as a minor change but you better be ready to demonstrate that there is no safety implications if asked by the ACO.

It must be done throught the AD procedure or by submitting a new TSO. Another point, to expand this ruling. Someone on this thread asked about a change in packing method in the manual. I would suggest it has to do with safety and airworthyness. If the rig/canopy was tested with one pack method and the manufacturer wants to change it to another type they must have a reason. If the reason has safety implications it must be done through the AD procedure or a new TSO. Of course the manufacturer could change from, say, "Flat packing" to "Pro packing" and declair that it has no safety implications. This would probably need to be explained to the FAA ACO who may require a Safety Bullitin. The Safetry Bullitin is the only official way for the Administrator to notify interested parties about any changes. If a manual were to change without a Safety Bullitin, how would know oficially.

You bet your buns. The Brits who bought the company didn't want the liability and they tried to dispose of it. It is the reason Truffer did the research.

No, just changing the manual does not change the life limit. They must apply for a new TSO with a revised Data package requiring a specified service life or they may do it by AD. But nothing done to the manual changes anything.