dan43

I've only used the no sew finger trap on lower brake lines so far. I'd like to hear opinion on whether this is a good method on all line types though? Spectra is pretty easy to work with for example. But, Vectran, particularly the heavier types 750 etc I found difficult to feed through on itself and wondered if there was any damage done to the line? None that I could observe, no broken strands or anything, but it isn't a very pliable line type..

Chuck, it had reached it's 40th repack and either had to be retired anyway or sent to PD. FWI; it felt okay, which is why I encouraged the owner to have it tested, small cost if they had re-certified it, but obviously it failed their porosity test. In good faith, PD offered him a discount voucher for a new reserve..

It's not contradictory. A 20 year old PD reserve (which mine will be in a couple years) is a modern reserve, yet according to some it will "suffer from age" the day it turns 20. Without respect to your comment on military reserves, my question pertains specifically to the topic across the industry. Specifically, I'm asking if there are any manufacturers of reserves that have been and are "timing out" today that have gone through the process of grounding them. Are there any actual reserves that are grounded based solely on age? And BTW, I'm not looking for a history lesson. I just want to know if there are reserves out there that are illegal to pack and jump ONLY because they are more than 20 years old (or whatever age a manufacturer might decide on). I just recently had a customers PD reserve determined un airworthy by PD after it's 20 year (40 repack) porosity check. They replied with the following test results - The average center top skins were 9.44 CFM and the maximum is 8.00 CFM.

It's now also an alternate method suggested by Aerodyne too.

Thanks for sharing the information, i'll check out PD's website later when I have a chance and keep an eye on the manual.

Did they indicate when they'll release a service bulletin to support this? And, what did PD say as the reason for no longer requiring the check?

Did you ever find further information re this test? I have just emailed Aerodyne, as I have a customers Smart reserve now at it's 20th repack. I'll post a reply once I hear back, but interested to know in the mean time if anyone has had confirmation of how to perform their test. Being in Australia, it's a bit time prohibitive to send it back for Aerodyne to conduct the test, but, if necessary, that'll have to be done I guess.

You can get personal accident insurance through the APF (the first link at top of page). http://www.apf.asn.au/search.aspx?ModuleID=13&keywords=personal%20accident%20insurance&multiSite=False This will atleast give you some cover for an injury and modest payouts for death and permanent disability. In addition to this your superannuation will have built in death benefit. And, as others have said, they don't need to know it's for wingsuiting, they're ulikely to understand what you're even talking about, skydiving, should be enough information for them to work with.

I use a pair of Nomex flight gloves through winter. I think Paragear has them for about $35usd. Thin enough so you retain good dexterity and feeling, plus warm. Had my current ones for about 3-4 years, wore a small hole in them that was easily fixed, so they last well too. And they come in ninja black.. instead of defense force green.

Viso 2. Great Alti, and fantastic customer service from L&B.

Dan It is allowed in an Icon container, the list you are referring to needs updating. It was a requirement set up by JAA ( the predecessor of EASA here in Europe. Besides, it's TSOed and any Rigger may or may not determine compatibility. Stefan Thanks for clarifying Stefan. As the manual stated, anyone considering the Speed2000 reserve could contact the manufacturer to check for compatibility anyway. And, with the TSO, as you say it is on the rigger to check too.

So with all this comparison between the smart pack volumes and the Speed2000, the Paratec owners manual doesn't even approve the Speed2000 for use in an Icon Container.

That is just German efficiency..

Paper seals are also in use here in Australia. Most commonly they will have the APF (Australian Parachute Federation) logo on one side with space on the other for the Packer A / Riggers' number and date that it is valid 'till. See image of the logo here - http://www.apf.asn.au/Images/UserUploadedImages/89/APF_Logo_Colour3D-small.jpg

If the repair was needed because it was to effect the airworthiness of the rig, I would contact the owner to confirm the nature of the work required and estimated costs. A phone call only takes a few minutes. If it is a repair that will not effect the airworthiness of the rig at that point in time and is more of a preventative nature than I would just include it in my report to make the owner aware of the issue. At the end of the day cost is always an issue for most people and I think it is important to be open about what work is actually being performed. You wouldn't want your mechanic to be doing unauthorized work... For what it's worth, I hold a foreign (Australian) Packer A, which is similar to the USPA Senior Rigger rating. Just my 2c worth...