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#1
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Interesting post Peter. Good tip on the shoulder straps. I'd like to add
one thought in here, which you and others might like to seriously consider. Bail out procedures. To my way of thinking, it could do you a world of harm to undo your belts and push off your shoulder straps BEFORE opening your canopy. If the aircraft was out of control, a likely reason for bailing out, you may find yourself wedged into the canopy or in an odd position that would not allow you to reach or open the canopy. I bail out of my Pitts all the time..... in my mind. I practice over and over again so I don't have to think about it if the time should ever come. I always open the canopy as the first step in my sequence. So far I haven't worried about my headset, as I don't have a chin strap, but when that happens I'll have to have some kind of disconnect. You are right about the velcro on a chinstrap-- pulled on the shear even 1/2" wide is incredibly strong stuff! Cheers, al. "Peter Ashwood-Smith C-GZRO" wrote in message om... Having had precicely one incident in which I had to 'try' to get out of my Pitts very quickly (on the ground) I can add some interesting 'additional variables' Make sure your headset is setup in such a manner that it can come free easily too. I had an incident on the ground last summer where I ran my smoke system to show off for a photographer. I shut the engine down too quickly and still had some smoke fluid in the exhaust and of course got a small fire under the plane. Nothing that caused any damage but all of a sudden I look up and people are running in all directions waving madly and yelling 'FIRE' .. well .. I released all the buckles, slide the cockpit back jumped out of the plane, only to have my head held back by the headset and cables. Not too dangerous given I was not moving very fast but had I been in the slipstream it could have been pretty violent and I guess could break your neck etc. That chin strap held tight even as I tried to yank the thing off. The other thing I discovered was that the shoulder straps provide sufficient friction even when unbuckeled that when you try to stand up they will actually prevent you unless you push them off your shoulders. Try it some time. Just sit in the plane with all the belts undone but the shoulder harnesses lose over your sholders ... now try to stand up ... LOTS of resistance. So .. add to your list: Detach your chin strap on your headset and/or make sure it is very weak and will break away easily. A folded over strap of velcro is pretty damn strong! If I were building an experimental, my headset jacks would push in vertically instead of horizontally to allow them to pull free in the case of a baleout. Push the shoulder straps off each shoulder! Infact bungges or elastics to do this may not be a dumb idea. ALso .. don't run your smoke system on the ground unless you keep the engine running for a minute or so afterwards to blow any remaining oil out of the pipes. Also don't throttle back with the smoke system on while on the ground! Oh ... and don't let line guys put 100LL in your smoke tank .. don't laugh I've stopped more than one. By the way .. as an interesting aside ... the only person watching that reacted properly was my 11 year old son who ran away from the plane to the hanger to get a fire extinguisher. Cheers and fly safe, Peter A good habit to get into is to exit the airplane following each flight while still wearing the parachute. You will find that it catches on something until you learn the proper body position for clearance. If you have to exit in an emergency, the learned body position will make it easier, although you certainly will be dealing with additional variables! BJC Formerly S-1S w National 360 "ShawnD2112" wrote in message k... Jay, Was in a similar situation and just this weekend took delivery of a new Sortie seatpack chute. I didn't know anything about parachutes, didn't want to become an expert, so I figured I was not a good candidate for buying a used one. Also I didn't really want to trust my last-chance piece of equipment to something I didn't know the full history on. With a bailout rig, there's no redundant system in case it fails. It cost me $1,500.00 but I felt it was one piece of equipment that was worth not scrimping on. I phoned Softie and spoke to Jim, explained the kind of flying I do and what my knowledge base was (none!). He talked me through all the types of rigs and the things I needed to consider. It took about 3 or 4 calls with various questions and dimensions of myself and the airplane to get sorted what I wanted. I haven't used it yet...wait, let me rephrase that...I haven't worn it yet in the airplane, so I don't know if it all fits in the seat pan and I can get in and out of the airplane with it on, but so far so good. I'd give Softie a call just as a place to start. They were really helpful and down to earth. Good luck whichever way you go! Shawn "Jay Moreland" wrote in message newsXbrd.172979$HA.168018@attbi_s01... I need advice on a pilot emergency chute. I am only a pilot and know nothing about parachutes. I need an emergency parachute because I will be doing aerobatics in a Pitts-like biplane: required by FAA. My weight is #140. The altitude I will be landing if I am unlucky enough to need to use the chute is 5400 feet. I am considering purchasing a used parachute that I would have inspected and re-packed regularly by a professional Master rigger. Is buying a 10 year old parachute like a Security, Softie, Strong...etc going to be significantly less safe than a brand new parachute? (Assuming it checks out as OK by the Master rigger) Is there anything to watch out for? Are there any special tests that I need to have done on a used parachute to know that it is still safe? If the red-line on the aircraft is 180kts, should I worry about the parachute being rated to only 150 knots or should I assume that I will slow down to terminal velocity in an emergency and will only need the 150 knot capability? What other considerations should I think of? |
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Shawn:
FWIW I also bought a new Softie seatpack chute for use in my Yak-52. The chute fit's perfectly in the seat pan and doesn't move at all. I check it every flight to make sure there is no wear starting. So far no problems. I was surprised how comfortable the chute feels when on. I always keep the chute on when exiting the airplane for the same reasons others have noted. BTW, I liked the Softie so much I bought a second one for the back seat...mighty thoughtful of me to think of my instructor's well being don't you think Greg Arnold p.s. If anyone knows of a good aerobatic instructor that will instruct in my Yak 52, please let me know. I live in Mobile, Alabama. "ShawnD2112" wrote in message k... Jay, Was in a similar situation and just this weekend took delivery of a new Sortie seatpack chute. I didn't know anything about parachutes, didn't want to become an expert, so I figured I was not a good candidate for buying a used one. Also I didn't really want to trust my last-chance piece of equipment to something I didn't know the full history on. With a bailout rig, there's no redundant system in case it fails. It cost me $1,500.00 but I felt it was one piece of equipment that was worth not scrimping on. I phoned Softie and spoke to Jim, explained the kind of flying I do and what my knowledge base was (none!). He talked me through all the types of rigs and the things I needed to consider. It took about 3 or 4 calls with various questions and dimensions of myself and the airplane to get sorted what I wanted. I haven't used it yet...wait, let me rephrase that...I haven't worn it yet in the airplane, so I don't know if it all fits in the seat pan and I can get in and out of the airplane with it on, but so far so good. I'd give Softie a call just as a place to start. They were really helpful and down to earth. Good luck whichever way you go! Shawn "Jay Moreland" wrote in message newsXbrd.172979$HA.168018@attbi_s01... I need advice on a pilot emergency chute. I am only a pilot and know nothing about parachutes. I need an emergency parachute because I will be doing aerobatics in a Pitts-like biplane: required by FAA. My weight is #140. The altitude I will be landing if I am unlucky enough to need to use the chute is 5400 feet. I am considering purchasing a used parachute that I would have inspected and re-packed regularly by a professional Master rigger. Is buying a 10 year old parachute like a Security, Softie, Strong...etc going to be significantly less safe than a brand new parachute? (Assuming it checks out as OK by the Master rigger) Is there anything to watch out for? Are there any special tests that I need to have done on a used parachute to know that it is still safe? If the red-line on the aircraft is 180kts, should I worry about the parachute being rated to only 150 knots or should I assume that I will slow down to terminal velocity in an emergency and will only need the 150 knot capability? What other considerations should I think of? |
#3
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Well done for looking after your instructor! I can't wait to get parachute
and airplane together to see if everything works out. I'll let you know how it goes! Shawn "justin" wrote in message ... Shawn: FWIW I also bought a new Softie seatpack chute for use in my Yak-52. The chute fit's perfectly in the seat pan and doesn't move at all. I check it every flight to make sure there is no wear starting. So far no problems. I was surprised how comfortable the chute feels when on. I always keep the chute on when exiting the airplane for the same reasons others have noted. BTW, I liked the Softie so much I bought a second one for the back seat...mighty thoughtful of me to think of my instructor's well being don't you think Greg Arnold p.s. If anyone knows of a good aerobatic instructor that will instruct in my Yak 52, please let me know. I live in Mobile, Alabama. "ShawnD2112" wrote in message k... Jay, Was in a similar situation and just this weekend took delivery of a new Sortie seatpack chute. I didn't know anything about parachutes, didn't want to become an expert, so I figured I was not a good candidate for buying a used one. Also I didn't really want to trust my last-chance piece of equipment to something I didn't know the full history on. With a bailout rig, there's no redundant system in case it fails. It cost me $1,500.00 but I felt it was one piece of equipment that was worth not scrimping on. I phoned Softie and spoke to Jim, explained the kind of flying I do and what my knowledge base was (none!). He talked me through all the types of rigs and the things I needed to consider. It took about 3 or 4 calls with various questions and dimensions of myself and the airplane to get sorted what I wanted. I haven't used it yet...wait, let me rephrase that...I haven't worn it yet in the airplane, so I don't know if it all fits in the seat pan and I can get in and out of the airplane with it on, but so far so good. I'd give Softie a call just as a place to start. They were really helpful and down to earth. Good luck whichever way you go! Shawn "Jay Moreland" wrote in message newsXbrd.172979$HA.168018@attbi_s01... I need advice on a pilot emergency chute. I am only a pilot and know nothing about parachutes. I need an emergency parachute because I will be doing aerobatics in a Pitts-like biplane: required by FAA. My weight is #140. The altitude I will be landing if I am unlucky enough to need to use the chute is 5400 feet. I am considering purchasing a used parachute that I would have inspected and re-packed regularly by a professional Master rigger. Is buying a 10 year old parachute like a Security, Softie, Strong...etc going to be significantly less safe than a brand new parachute? (Assuming it checks out as OK by the Master rigger) Is there anything to watch out for? Are there any special tests that I need to have done on a used parachute to know that it is still safe? If the red-line on the aircraft is 180kts, should I worry about the parachute being rated to only 150 knots or should I assume that I will slow down to terminal velocity in an emergency and will only need the 150 knot capability? What other considerations should I think of? |
#4
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Jay,
Most 24' parachutes would be fine for your weight at sea level, but at 5400 ASL the landing would be hard. I've landed National 24' at 3500 ft and it was ok, but I also have 1500 jumps. The next size up is 26', and although it is more expensive, it is also a little larger and heavier.....and a little less easy for climbing in/out of the cockpit. You have to decide if the smaller/lighter/cheaper parachute system will offset the possibility of a lower leg injury on landing. Oh yes, bones take longer to heal as we get older. Something else to consider is potential opening speeds. The red line on my Pitts is 205 statute, well above the max deployment speeds of a number of parachutes (some are as low as 150 mph, other 150 kts). While I plan on delaying an opening for a couple of seconds after exit (if altitude is available), I draw from considerable experience and I can maintain the best body position for a good deployment without tumbling. Most pilots don't have this background. You do not want to deploy a parachute rated for 150 kts at 180 kts, as the opening shock increases in square to the speed increase, and the parachute most likely has only been tested to 175 kts. Nothing wrong with a 10 year old parachute, if it is properly inspected and the fabric strength tested. Any Senior or Master Rigger does this all the time as part of the repack. Because you are trusting your life to the person who inspects/packs your parachute, find a GOOD local rigger, as the parachute must be repacked every 120 days in the US. Ask around at a local Drop Zone for recommendations; it doesn't take a lot of skill to inspect/repack a parachute but, like everything else in life, attitude is everything. I've packed lots of parachutes over 40 years old as long as they are in good shape and the fabric strength tests ok, but there is a movement afoot in the industry to put a 20 year life span on parachute equipment. Newer parachute systems utilize a full diaper to assist in a more effective deployment; I'd say this is a must. The parachute of the right size for you comes in the appropriate container style for your needs (back/seat/chair), which is a combination of where you have space for the bulk and your size/height/length. I'm 6' 160# and I could probably use a seat pack in my S-1D, however the previous owner put a board over the seat pan and I am using a chairpack. It works well for me, as I'm up high enough for best view and the chair is much easier to climb in/out with than a seat pack. Also, with the pilot chute of a seat pack pointing down, in theory you would need to deploy on your head or at least 90 degrees to vertical. Chair and back is fine for head up or body at 90 degrees to the relative wind. In case you're wondering, I deal with parachutes as my full time occupation. Al MacDonald Flying High Manufacturing inc. "Jay Moreland" wrote in message newsXbrd.172979$HA.168018@attbi_s01... I need advice on a pilot emergency chute. I am only a pilot and know nothing about parachutes. I need an emergency parachute because I will be doing aerobatics in a Pitts-like biplane: required by FAA. My weight is #140. The altitude I will be landing if I am unlucky enough to need to use the chute is 5400 feet. I am considering purchasing a used parachute that I would have inspected and re-packed regularly by a professional Master rigger. Is buying a 10 year old parachute like a Security, Softie, Strong...etc going to be significantly less safe than a brand new parachute? (Assuming it checks out as OK by the Master rigger) Is there anything to watch out for? Are there any special tests that I need to have done on a used parachute to know that it is still safe? If the red-line on the aircraft is 180kts, should I worry about the parachute being rated to only 150 knots or should I assume that I will slow down to terminal velocity in an emergency and will only need the 150 knot capability? What other considerations should I think of? |
#5
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Al,
I wish I'd thought to post here when I was looking for a rig and gotten your advice. I think I might still have ended up with my Softie seat pack, but I've sure found your posting useful. I was surprised to find that you've packed chutes that are over 40 years old! Are these typically warbird seatpacks? Thanks for your expertise! Shawn "Al MacDonald" wrote in message news:JlIrd.21354$cE3.19326@clgrps12... Jay, Most 24' parachutes would be fine for your weight at sea level, but at 5400 ASL the landing would be hard. I've landed National 24' at 3500 ft and it was ok, but I also have 1500 jumps. The next size up is 26', and although it is more expensive, it is also a little larger and heavier.....and a little less easy for climbing in/out of the cockpit. You have to decide if the smaller/lighter/cheaper parachute system will offset the possibility of a lower leg injury on landing. Oh yes, bones take longer to heal as we get older. Something else to consider is potential opening speeds. The red line on my Pitts is 205 statute, well above the max deployment speeds of a number of parachutes (some are as low as 150 mph, other 150 kts). While I plan on delaying an opening for a couple of seconds after exit (if altitude is available), I draw from considerable experience and I can maintain the best body position for a good deployment without tumbling. Most pilots don't have this background. You do not want to deploy a parachute rated for 150 kts at 180 kts, as the opening shock increases in square to the speed increase, and the parachute most likely has only been tested to 175 kts. Nothing wrong with a 10 year old parachute, if it is properly inspected and the fabric strength tested. Any Senior or Master Rigger does this all the time as part of the repack. Because you are trusting your life to the person who inspects/packs your parachute, find a GOOD local rigger, as the parachute must be repacked every 120 days in the US. Ask around at a local Drop Zone for recommendations; it doesn't take a lot of skill to inspect/repack a parachute but, like everything else in life, attitude is everything. I've packed lots of parachutes over 40 years old as long as they are in good shape and the fabric strength tests ok, but there is a movement afoot in the industry to put a 20 year life span on parachute equipment. Newer parachute systems utilize a full diaper to assist in a more effective deployment; I'd say this is a must. The parachute of the right size for you comes in the appropriate container style for your needs (back/seat/chair), which is a combination of where you have space for the bulk and your size/height/length. I'm 6' 160# and I could probably use a seat pack in my S-1D, however the previous owner put a board over the seat pan and I am using a chairpack. It works well for me, as I'm up high enough for best view and the chair is much easier to climb in/out with than a seat pack. Also, with the pilot chute of a seat pack pointing down, in theory you would need to deploy on your head or at least 90 degrees to vertical. Chair and back is fine for head up or body at 90 degrees to the relative wind. In case you're wondering, I deal with parachutes as my full time occupation. Al MacDonald Flying High Manufacturing inc. "Jay Moreland" wrote in message newsXbrd.172979$HA.168018@attbi_s01... I need advice on a pilot emergency chute. I am only a pilot and know nothing about parachutes. I need an emergency parachute because I will be doing aerobatics in a Pitts-like biplane: required by FAA. My weight is #140. The altitude I will be landing if I am unlucky enough to need to use the chute is 5400 feet. I am considering purchasing a used parachute that I would have inspected and re-packed regularly by a professional Master rigger. Is buying a 10 year old parachute like a Security, Softie, Strong...etc going to be significantly less safe than a brand new parachute? (Assuming it checks out as OK by the Master rigger) Is there anything to watch out for? Are there any special tests that I need to have done on a used parachute to know that it is still safe? If the red-line on the aircraft is 180kts, should I worry about the parachute being rated to only 150 knots or should I assume that I will slow down to terminal velocity in an emergency and will only need the 150 knot capability? What other considerations should I think of? |
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