chuckakers

Not to mention technically a Senior rigger can't legally modify a canopy. I know....I know...riggers do it all the time....blah blah blah. That's why I said technically. I may be incorrect but I don't think that applies to main canopies or other non-TSO'd components. it absolutely does. I don't like it any more than anyone else but only a master rigger, the manufacturer, or any manufacturer deemed competent by the FAA Administrator can alter a main canopy. Edited to add the text of the law.... So I can design, build, and jump my own main canopy but if I want to alter it I need a rigger. Perfect. Or if I build my own main I am considered the manufacturer and therefore can alter it even though I may have no idea what I'm doing? Does the FAA distinguish between a modification and alteration? Would a slider swap be considered an alteration? What if the manufacturer provides more than one slider with a main canopy from the factory? What about RDS systems? Are swoopers altering their canopies by removing the slider during flight? I'd like to hear a fed's take on the above regulation. As usual, it seems a bit ambiguous. Chuck Akers D-10855 Houston, TX

Not to mention technically a Senior rigger can't legally modify a canopy. I know....I know...riggers do it all the time....blah blah blah. That's why I said technically. I may be incorrect but I don't think that applies to main canopies or other non-TSO'd components. Chuck Akers D-10855 Houston, TX

I'm guessing you didn't get my meaning. My point was that most mals have little or nothing to do with how the canopy is packed, while nearly every line over is induced during packing. Chuck Akers D-10855 Houston, TX

Contact the manufacturer. Only the manufacturer can say for sure whether modifications like slider size changes are safe. Some canopies behave well with mods, others don't. BTW, your rigger is very likely not a canopy designer and thus probably not in the best position to modify your canopy. The manufacturer is in the best position to help you. Chuck Akers D-10855 Houston, TX

The question isn't what to downsize to, but whether to downsize at all. Do you have a reason for wanting more performance or do you believe you should downsize because you see others doing it? Before downsizing I suggest you consider all the changes you will face and not just the changes you seek. When you downsize you will do more than increase forward speed and overall performance. You will also: - reduce available reaction and maneuvering time when avoiding a collision with canopies and obstacles - increase altitude loss during maneuvers, including those performed at low altitude - experience greater dynamic forces and more rapid loss of altitude during malfunctions - reduce the time and distance to getting mentally "boxed in" - increase the risk of injury during all landings - reduce "hang time" that brings you home from a long spot - decrease the amount of nylon overhead during worst case "land what ya got" scenarios The list could go on and on. The point is that many jumpers don't consider all the things that will change when downsizing. The truth is we only need a wing loading sufficient to generate enough forward speed to penetrate jump-worthy winds. Performance beyond that is performance for performance sake. Extra performance isn't a bad thing. Just understand that in most cases it's not necessary and in all cases it increases risk. In all my years of skydiving I have never met a single person that got hurt or killed because they didn't downsize. Chuck Akers D-10855 Houston, TX

Line overs are almost always induced during packing by allowing a brake line to come off the top of the line stack and end up on the wrong side of the nose, often during the "cigarette rolling" or compacting of the canopy before placing it in the deployment bag. This causes the canopy to inflate with the brake line over the top of the fabric. That said, I agree with another post that it's probably best to have a deep understanding of packing and the causes of various mals before packing for others, paid or otherwise. Going a bit deeper, I wonder why this type of mal (and others?) wasn't covered during your basic packing class. The line over is typically covered in detail because it's the one mal that is almost always caused from packing error. Chuck Akers D-10855 Houston, TX

Yes, flat packing. Very few people do it these days and it's not really taught to the noobs any more. Chuck Akers D-10855 Houston, TX

Adding to what TK said, be sure to line up the drifting canopy in a straight line with two stationary points - the way you would aim a rifle - if possible. That's the best way to be sure you have a good line that can't change. Chuck Akers D-10855 Houston, TX

Not that I know of. My best guess is fast enough to fire and low enough to get an ass chewin'. Chuck Akers D-10855 Houston, TX

Start by buying the brightest freakin' canopy you can find. Cut away canopies are notoriously difficult to spot, even from above, and especially in areas with woods or tall weeds and brush. As mentioned earlier, there are several ideas on tracking devices but none that I know of that are offered turn-key for our purposes. Best bet is to get a visual on it, and for that you want something annoyingly bright. Also helps reduce the possibility of a canopy collision on all jumps. Chuck Akers D-10855 Houston, TX

Anything dangling from a jumper can be a risk. It's more a matter of what kind of trouble and how severe the possibilities. That said, I don't see a big risk with a bit of plastic tubing dancing 6 or 8 inches above a jumper's head/neck. But then again.... Chuck Akers D-10855 Houston, TX

I have see plenty of stowless bags in use and have never heard of a pattern of premature line wear. If you are in doubt, call UPT. If there have been any issues they will know about them. Chuck Akers D-10855 Houston, TX

Did it differ much from saturating it with Scotchgard or silicon spray? Yes, by a big margin. This stuff made the fabric behave like extra crispy zp. He sometimes had to tweak sliders to accommodate changes in opening characteristics after treatment. As far as I know there were never any major issues with treated canopies. Chuck Akers D-10855 Houston, TX

The first tuck tab was the Talon "Tongue", a friction grip tab on the main pin cover. 1986. Chuck Akers D-10855 Houston, TX

Leonard Morehead - Bryan, Texas Leonard invented a process dubbed "Leonardizing" in which a tired old F-111 canopy can be given a second life with a coating he developed. He charged $1 per square foot and it worked. Chuck Akers D-10855 Houston, TX

the so-called 'pro-pack' used to be called 'trash-packing' back in the day... be interesting to know just who was responsible for re-naming it... I don't remember who gets the cred for pro packing, but whoever it was originally named it for the acronym for "proper ram-air orientation". I guess it sounded better than trash pack, which BTW can also be done with a side pack. Chuck Akers D-10855 Houston, TX

Sandy Reid, Rigging Innovations.... Velcroless pin covers and riser covers (tuck tabs) Articulated harness (chest and hip rings) Bio-curv Bio- yoke Chuck Akers D-10855 Houston, TX

Throwout. If you don't like the pull forces sometimes on your throwout, you'll hate them on a pullout. One of the primary advantages of the pullout was to avoid premature deployments. Those risks were greatly diminished when the sport moved from leg strap mounted p/c's to BOC. Also, with more modern rigs that employ freefly friendly throwout handles, the advantage of pullouts is even less valuable. Besides, if you get a pullout you'll have to wear a silly straight pin necklace. Chuck Akers D-10855 Houston, TX

At our DZ we teach "grab both handles" to our students. Seems to work well. Most hard pulls are caused by poor technique, IMO. I agree, John. Things like failing to peel a cutaway pillow before pulling it cab cause the sensation of a hard pull. I have never peeled a pillow in 10 chops but did have a hard pull on one. That could have been the issue. Chuck Akers D-10855 Houston, TX

Given the altitudes you discussed, I wouldn't consider a chop without checking the brakes a bad move under the circumstances. Understand this: line twists on a large, docile canopy flying straight ahead are quite different than line twists on a spinning canopy of even a moderate wing loading. Your responsibility is to get a controllable canopy over your head and to do so at an altitude that will still give you survivable landing options. You saddled at 1800 and at least by USPA standards that's pretty much the bottom. I have yet in my nearly 30 years in the sport had to bury a friend that performed EP's with sufficient altitude or higher, but have buried several that for whatever reason did not or could not. PLEASE do not get it in your head that you would be better served to screw around looking for brake releases and other crap when the sh*t hits the fan. You performed well. The wad over your head was going to kill you so you did exactly as you trained to do and you lived. Bravo. Chuck Akers D-10855 Houston, TX

No. Supplex is a light cotton-feeling fabric that isn't actually cotton. It can be woven in a variety of ways, but that used for jumpsuits behaves like typical cotton fabric - not stretchy or elastic in construction. http://www.invista.com/en/brands/supplex.html Supplex used in jumpsuits feels like a light "cotton-like" fabric. It's durable but stays fairly cool in warm conditions because it's light and breathes. Chuck Akers D-10855 Houston, TX

Wendy - the Tony Space Suit is a freefly suit. My guess is that the OP wants the suit for that purpose, but just in case.... To the OP - if you are wanting this suit for freefly, the supplex is fine and other than a proper fit there isn't much else to consider. However, if you want an FS suit, Wendy makes a good point. You might want to consider a suit designed for it and built for your needs. My personal favorite for slow falling belly flyers if the Tonysuit Pit Special. It can be customized for the fastest possible fall rate by doing the following: * Snug fit (see an experienced dealer to make that happen) * Nylon front - fastest fabric for the front yet still the greatest range when flown correctly * Spandex lower arms * Supplex wherever else that is an option (except booties) as it has slightly less drag than 4-ply * Smallest grippers made from supplex - again less drag by being small and using lighter fabric * No inside leg grippers and no back of arm grippers to reduce drag * Booties - yes they increase drag but they are essential for maximum performance for belly flying. Get the regular size bootie made from Parapac. Supplex or 4-ply aren't "draggy" enough for true performance and cordura creates more drag than a slow faller will typically want. Regardless of freefly or belly, get used to the concept of wearing weights. That's a different conversation, but one I suggest you have. The right suit can do a lot to help speed you up, but most really slender/small people need weights to allow them to fly naturally with greatest efficiency. Chuck Akers D-10855 Houston, TX

Supplex is a good fabric and the fastest thing you will find in a Tony suit. Supplex looks very light and doesn't look durable, but it's every bit as strong as 4-ply. The most important thing for you to get the right fall rate will be getting the measurements right. Jumpsuit measurements can be tricky, so be sure to get a Tony dealer with experience to take your measurements. Chuck Akers D-10855 Houston, TX

So those stories about the ghost of Andy Thornton are true. Go figure. Chuck Akers D-10855 Houston, TX

Thanks! Chuck Akers D-10855 Houston, TX