Thursday, August 26th 2002
Vectran and HMA Questioned/Becoming a Rigger

Parachute manufacturers continue to test and develop new materials for suspension lines on their canopies. Most all-around sport canopies today come with either Spectra, Vectran or HMA (an acronym for High Modulus Aramid fiber). Vectran and HMA were introduced to solve the problem of Spectra’s line shrinkage. The friction of the slider grommets descending down the lines causes the Spectra lines to shrink, most notably on the outside lines and control lines. Still Spectra is very durable and it is not unheard of to jump a Spectra-lined canopy for 600 or 700 jumps with a few line trim adjustments. Vectran was introduced next and showed very little line shrinkage due to its high melting point. This kept high performance canopies in trim longer and eliminated the need for retrims. But Vectran lines have been known to break with little evidence of wear. Chuting Star Rigging Loft has had to replace several outside lines and control lines due to Vectran lines snapping on opening. Line breakage with Spectra usually only occurs with heavy wear. Recently, HMA has come onto the parachute scene. Precision Aerodynamics exclusively uses HMA on its Ground Zero canopies, such as the Xaos, Nitron and Synergy. We have already had a HMA steering line break while under canopy at Atlanta Skydiving Center. We have since started treating HMA lines like Vectran and are recommending steering line replacement as wear begins to show around the cateye. Another rigger recently suggested the idea of Vectran- and HMA-lined canopies with Spectra steering lines. The durability of Spectra lines is proven. Shrinkage will still be a problem, but it would be easier and less expensive to lengthen the steering lines every 100 jumps instead of replacing the lines. It would also reduce the incidents of broken steering lines. Canopy manufacturers need to re-evaluate the durability of Vectran and HMA as steering lines.

Chuting Star Rigging Loft has recently received several inquiries about the qualifications necessary to become a parachute rigger and how to go about it. I am thrilled to see more and more people get inquisitive about their gear and the reserve system. A rigger may only have your gear in their hands for a couple of hours every 120 days. During that time we inspect, repair and repack the gear as needed. But there is much that can happen to your gear in-between inspections/repacks that you can keep an eye out for if you know enough about your gear. Becoming a rigger is one way to go about that. The FAA details what is legally required to become a rigger under Federal Air Regulations Part 65. You can become a rigger without ever jumping out of a plane. Basic requirements by the FAA include being 18 years old, being able to read, write, speak and understand English and comply with all federal regulations. To actually become a senior parachute rigger, you must pack at least 20 reserve parachutes under another FAA rigger and then pass a written, oral and practical test given by a Designated Parachute Rigger Examiner. The written tests are actually computer tests these days given at FAA testing facilities, but the oral and practical is usually done at a loft in front of a DPRE. In my opinion, the best way to become a rigger is to spend a lot of time with another rigger as he/she inspects, packs, repairs, sews, patches canopies, researches service bulletins, replaces grommets, closes reserve containers and the like. Start packing your own reserve under another rigger’s supervision. After doing that for a year or so, then you may want to attend a 10- to 14-day rigger’s course, which includes the required testing at the end. Check for ads in Parachutist and Skydiving for upcoming courses in your area. All the FARs for parachute riggers is now linked at the end of the skydiving section on our web links page.

Mike on 08.26.02 @ 03:33 PM EST

Thursday, August 19th 2002
BASE Jumping/New Strong Tandem Harness

A fellow skydiver at Atlanta Skydiving Center was recently developing a “how to” article on BASE jumping for Chuting Star Rigging Loft’s “Rave” section when he had a change of heart. “I had a friend that I jumped with earlier in the summer killed in a cliff strike last week and began having second thoughts about proactively introducing people to BASE,” said Baxter Gillespie. “It is one thing if they seek the sport out and want to learn; that sort of drive and passion is what you want to see. But to offer the sport up as though it is just another way to fly a canopy is dangerous.” Compared to skydiving, BASE jumping is a whole other sport. From exits (launches) to body positions and gear to legal aspects, nearly everything is in a 180 degree direction from skydiving. Baxter, who has dabbled in 4-way formation skydiving, freeflying and BirdMan jumps has also added BASE jumping to his repertoire. The recent BASE accident wasn’t the only reason he stopped writing the article. “I was working on one when I saw Tom Aielo's excellent article on Dropzone.com,” Baxter said. The article, “Getting Into BASE,” can be read in its entirety at this direct link. I highly recommend anyone interested in BASE read this article first. A good portion of the article addresses the concerns Baxter has with introducing others to the sport. Aielo’s article focuses on your personal makeup (is this sport right for you?), as well as the intensified risk of BASE jumping compared to skydiving. If you make the decision to start BASE jumping, he highly recommends gathering as much information on the sport as possible, finding a BASE mentor, making skydives that enhance BASE skills, buying the correct gear made for the sport, watching lots of videos and taking a BASE first-jump course. Personally, I have thought about getting into BASE since I am familiar with the packing techniques. But I know there is so much more to it and I can’t accept the risk...yet.

Strong Enterprises recently updated its tandem passenger harness and Atlanta Skydiving Center recently purchased 6 of them to see how they work. The first thing you notice on the harnesses is the padding on the leg straps. It is unbelievable the amount of padding Strong has stuffed in there. I first thought it was a bit overkill, but I have yet to have a student complain about their legs in the 25+ jumps I’ve done with the harnesses. Thigh pains had become an almost every jump occurrence in the old harnesses. The new harnesses are similar to Relative Workshop’s Sigma harness. Strong’s upper attachment points, which used to be on top of the shoulder are now farther forward, similar to Sigma, and the belly band is lower (more like a hip/abdomen band), also like the Sigma. The new harnesses, when adjusted properly, puts your student’s legs in a good position for a butt slide on no wind days. Our first week with the harnesses took a bit of trial and error with the adjustments. Jumpmasters were adjusting them like the old Strong harnesses, which caused the chest strap to ride up into the passenger’s throat on opening. After a call to Strong, we were set straight on the preferred adjustment. Strong is working on a fitting guide for the harnesses, but until then, this is the recommended adjustment. Tighten the belly band first, bringing the hip rings forward and close together. Tighten the chest strap to match the width of the belly band. Snug the leg straps down. Tighten the main lift webs evenly until the yoke is up against the passenger’s neck. Finally, tighten the butt band and back laterals as needed to snug the harness up. Any final tightening before hookup in the plane should only be with the back laterals and butt band. All other straps should remain as adjusted on the ground. This will keep the chest strap down, put the bulk of the weight on the top connectors and keep your students legs up for landing.

Mike on 08.19.02 @ 03:32 PM EST

Thursday, August 12th 2002
GSL Participation Down/Maximizing Your Track

It has been an exciting year in 4-way formation skydiving as more than 200 teams have participated in at least one regional meet of the National Skydiving League. This year the NSL successfully introduced four divisions for 4-way competitions that help teams follow a progression from beginner to pro. For 4-way junkies, DeLand Majik recently posted a 23.1 meet average over 10 rounds topping Arizona Airspeed’s “Vertical” team, the reining National Champions, and the French posted a world record 42 points in 35 seconds at a recent meet. But in Georgia, participation is dwindling. Eight teams competed in two or more meets in 1997, Georgia Skydiving League’s inaugural year. By 2001, that number dropped to six. And this year, a dismal four teams competed in two or more meets. Only six skydivers from the original 50 in 1997 are still actively competing in the GSL. So where has the league gone wrong since those first four years where no less than seven teams competed in two or more meets? I see it as a lack of advertising on the part of the league, drop zones and teams. Also, only two of the four Georgia drop zones are developing new 4-way teams every year. Most new skydivers aren’t told how to get involved and believe the league isn’t open to them. And the “superior” attitude of some team members seems to be a turnoff for those wanting to get involved. So what can we do? Drop zones and established teams need to hold beginner 4-way camps to help draw new skydivers to 4-way. Better advertising of the league and meet dates along with a “how to start a team” section on the league’s web site. And team members should be the friendliest, most inclusive people on the DZ, showing, teaching and demonstrating the fun, excitement and skills of 4-way skydiving. And then will we see a resurgence in Georgia 4-way skydiving.

After 2800 jumps (about equally divided between 4-way and tandems along with a handful of sitfly jumps), I’m finally learning how to track...from a freeflyer. I have always been able to get far enough away from other skydivers at the end of a skydive (if not horizontally, than vertically...oops). And we’ve always joked when the video has shown one of us in a steep, almost head down track at the end of a skydive. But I didn’t realize just how steep my track was...and how flat I was unable to make it...until I went on a tracking dive with a bunch a freeflyers a few months ago. Our resident freefly team at Atlanta Skydiving Center, Team Method, seems to put together at least one tracking dive a week. And on the aforementioned fateful weekend, I decided to join. Being a “veteran” belly flyer, I didn’t think I’d have a problem keeping up with them since I get at least 6 seconds of tracking practice every skydive. Well, I stayed with the group for about 10 seconds out the door, but soon after that I was dropping lower and quickly falling way behind. I couldn’t believe how far they were getting ahead and how low I was dropping...and nothing in my bag of tracking tricks seemed to make a difference. I learned later that day just how much energy and effort these freeflyers put into tracking and have totally changed my tracking technique from their advice and demonstrations. The most drastic change I learned from TJ and Nate of Team Method was to rotate your palms upward so your shoulders naturally roll forward and cup more air. I’m also cupping more air with my entire body and keeping my head lower. Just last weekend my practice started paying off as I was able to stay close to TJ until breakoff time, but then he really turned it on for all he was worth and took off...so I still have more work to do. So join the freeflyers and belly flyers on a tracking dive and learn a bit about flat tracking. It’s a blast and beautiful at sunset.


Mike on 08.12.02 @ 03:32 PM EST

Thursday, August 5th 2002
Ballistic Recovery System/RWS Reserve Packing Video

Ballistic Recovery Systems was in the news recently as it gained FAA approval for its emergency rocket-launched parachute system for Cessna Skyhawk 172s. BRS manufacturers ballistic parachute systems for ultralights, homebuilt aircraft and a few conventional aircraft. The larger conventional airplanes include the Cessna 150/152, Cirrus SR-20 and now the Cessna 172. The company has 134 saves listed on its web site at www.airplaneparachtues.com. When fired, the parachutes are designed to lower the uncontrollable aircraft to the ground for a survivable landing. According to the company, the descent rate under its aircraft parachute is 15-30 feet per second. For its newest approval in the Cessna 172, “the parachute is mounted in the right side of the Skyhawk's baggage area and blasts out the right half of the rear window when launched,” according to a recent article by AOPA. “Kevlar straps attach the parachute to the airframe. Factory pilots said that the parachute installation doesn't affect performance. The BRS-172 system sells for $15,995, not including installation. The system is certified for 10 years without repacking.” If the system is used, the parachute cannot be repacked. According to the manufacturer, the “FAA has determined that a BRS parachute system installed on a Type Certificated aircraft cannot be reused once deployed.” Past “Rigger Rants and Raves” have documented the troubles with hard pulls on the system installed on the Cirrus SR-20 and SR-22 aircrafts. Most of the company’s saves have been on ultralights and experimental aircraft, although extensive testing has shown that the system does work on the conventional aircraft now approved by the FAA. As a rigger and skydiver, I would rather get out of the aircraft with an emergency parachute that I can control than fire a ballistic parachute and hope for the best. Still, the company is innovative and one to watch.

The most treasured video in my rigging collection is Relative Workshop’s sport reserve packing video for its Vector III containers. Almost all of the tips and bulk management techniques can be applied to every sport container and square reserve. It really opened my eyes to some of the finesse of reserve inspections and repacks. These include the small flake between the D lines and brake lines, a different way of folds for reducing the canopy’s width before placing in the freebag and better ways to keep the air out of the canopy. Packing videos, while not a substitute for a packing manual, gives a rigger or packer a better idea on how certain steps can be accomplished easier or with more consistent results as they are usually performed by the manufacturer’s rigger. Some companies have added tips to their manuals (Mirage), which is helpful as well. But when it came to the Strong Dual Hawk Master Reserves, all I’ve ever had was the dry manual. We have 13 Strongs at Atlanta Skydiving Center/Alabama Skydiving, so we do a lot of tandem reserve inspections and repacking. I have packed Strong Master Reserves at least 100 times by following the manual, but have always wished for a packing video to see more tips from the manufacturer. And now it is here. Strong has released two videos that demonstrate how its riggers pack the Master Reserve as well as the SET-400 and SET-360. I was most impressed with the Master Reserve video as it explained step by step the company’s desired folds, flaking and line group placement. The video definitely expands on the company’s reserve packing manual and provides great visual tips for bulk management as well as closing the reserve container. The main packing video also details the 25-jump inspection and provides a good canopy inspection tip with use of a fan. To order the videos ($14 each), visit www.strongparachutes.com at this direct link.

Mike on 08.05.02 @ 03:32 PM EST