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It has been three weeks since ripcord manufacturer Capewell Components issued its mandatory service bulletin for reserve ripcord pins. The mandatory strength testing came about after four pins were broken during routine use and packing. The pins broke near the shoulder, which would leave the reserve closed and handle in your hand. Several riggers questioned the validity of the Capewell tests on rigging forums such as on Dropzone.com. While none of the 60 plus pins we have tested at Chuting Star Rigging Loft have bent or broke, there are reports of bent pins by other riggers. One of our regular customers had her reserve pin tested by another rigger and it bent at 5 pounds. The test calls for a 15-pound pull force for three seconds when testing a closed rig, so this pin was even below the 8-pound Mil-Spec standard. It is that 8-pound Mil-Spec requirement that has some riggers questioning the test. Capewell has issued a follow-up question and answer page to its service bulletin at this link. According to Capewell, “The Mil-Spec of 8 pounds is a minimum. We wanted make sure that we had an adequate margin of safety. The TSO requirement of 22 pounds is the maximum allowed for the release of the pin. In developing the test protocol for test #1, it was felt that we needed a test that applied a significant force to the pin to give as great a safety margin as possible. It was determined that in the random sampling of ripcord pin/cable assemblies, we consistently started to see permanent deformation at 19-22 pounds. In using a calibrated scale for the test, we did not get any deformation at 15 pounds. Using these numbers, we felt that the 15 pounds was a practical number to ensure safety.” Capewell also is providing test blocks to riggers for testing ripcord pins during repacks at an 11-pound force. For the complete text of service bulletin CW03-01, click on this link. Make sure you get your pin tested before your next jump.

Skydivers recently had a chance to get an inside look at what riggers look for during an inspection process thanks to a two-part article published in the June and July editions of Parachutist. The first part of rigger Dean Schlemmer’s article focused on main canopy and container maintenance. Many wear issues on main canopies and containers can arise in-between the 120-day reserve repack cycle. It’s important to know what type of wear to look for to prevent an unnecessary reserve ride or worse. Four of the photos in the first article deal with steering line, toggle and riser wear. Most skydivers easily recognize when lower steering lines are showing wear, but one of the most critical areas of wear is the cateye. When getting your steering lines replaced, make sure your rigger replaces the middle and lower portions. In most instances, replacement of just the lower steering lines does not solve the wear issue as the cateye is connected to the middle portion of the steering lines. The cateyes take a tremendous amount of abuse and wear from the toggle during packing and deployment, as well as friction wear in flight from the guide rings and slider grommets. Make sure your steering lines are attached properly to your toggles. We highly recommend a sewn fingertrap over a knotted fingertrap. Using a knot located below the steering toggle can cause the line to hang-up in the guide ring. The condition of your Velcro or elastic keepers on your risers and toggles is critical to prevent premature release. Your toggles should stay secured during deployment until you are ready for full flight. When packing you can also check the condition of your links and the line wear near the links. This is a high-wear area due to the slider. For a more detailed list of items to check on your main canopy and container, see our “New Rig Owner Information” checklist at this link. Ask questions if you are in doubt to acceptable wear; we are here to keep you safe.