FLIGHT.

AUGUST 15, 1935.

(Left) This remarkable action picture shows how the pilot parachute of an Irvin deploys the canopy (which has not yet completely left the pack) away from the wearer's body.
{Melbournt Argus.)

to envelop him, or in the event of similar contingencies. The rate of descent is 21ft. per sec. The standard Service type Irvin, known as the " S S," or "Seat Service" type, is 24ft. in diameter, but for training and exhibition jumping a 28ft. model is produced. This may be used in conjunction with a small reserve 'chute 22ft. in diameter. The seat pack variety weighs about 20 lb. Sixty yards of high quality silk, weighing between 1.4 and 1.6 oz. per square yard, are used for the canopy, which is formed of twenty-four " g o r e s " of triangular shape, each composed of four panels, the seams of which form a zig-zag pattern round the whole canopy. The fact that the '' warp '' of the fabric is placed at an angle of 45 degrees to the centre line of each gore reduces the possibility of a tear progressing for any distance before being checked by a seam. Trie Rigging Lines Through the gore-to-gore seams pass the rigging lines. These are made of silk and are continuous, diametrically across the canopy. A certain amount of slack is left between the stitching of the lines to the gore-to-gore seams (there are four short lengths of zig-zag stitching to each gore) in order that, when the lines are stretched to their maximum length, the silk is not strained. The shroud lines are required to have a breaking strength of not less than 400 lb. At each end the lines are connected to " D " rings on the main suspension straps of the harness, each in its correct sequence as it comes from the canopy. Webbing strap is employed for the harness. Due to the increasing speed of aircraft, a single thickness is now required to have a breaking strain of not less than 4,500 lb. The seat pack parachutes employed by the R.A.K. are equipped with the "quick release" type of harness. (Below) The Irvin "safety-belt harness," showing how simple it is for the wearer to release himself from his accoutrements and escape by parachute. In this view the rip cord housing and handle are clearly shown.

THE PARACHUTE
Part II.Well-known Designs Reviewed : Some Ingenious Methods of Operation
By H. F. KING

the present time tour companies are manufacturing parachutes in this country. The products of eacn of these, as we shall see, have their peculiarities in design and, in certain cases, in performance also. The Irving Airchute of Great Britain, Ltd., whose parachutes are known as Irvinswithout the " g ' is fortunate in having its works within a short distance ol Henlow, where all Service parachutes are tested, as described in the first instalment of this article. A number of Irvin types is available, each parachute being basically similar but differing in the position in which it is carried and the form of the pack. By far the most widely employed is the seat pack type in which the folded parachute, in its container, is used as a cushion, fitting, usually, into a bucket-type metal seat and relieving the wearer of its weight. Such parachutes are standard for Royal Air Force pilots, and, for that matter, every flying member of the Service whose duties do not require him to leave his seat. A number of private owners have also adopted the seat pack. The Irvin is a free, manually-operated type. That is to say, it is a self-c outn'med unit operated by hand independently of the aircraft from which it is used. This means that the parachutist may leave his machine at whatever point suits him best. He may, if necessary, delay opening the parachute should wreckage threaten