Do we know what model the reserve chutes were that were provided to Cooper?
I've posted before that the fbi apparently thought at some point the reserve that was taken was a T-7A (when they wanted to compare to a parachute in 2001 found near reed island). It said "Norm D" was inscribed on the container. I'll attach that fbi report in another post (attachment limits here)
But read all this info, and think about whether that would make sense? It would mean that the reserve taken probably had a manufacture date earlier than the "training" reserve left behind? I'm not sure they were manufacturing t-7A in 1959???
from info below, military-wise:
"By the end of 1954, the T-7 was almost completely phased out and replaced by the T-10."
the citizen sleuth info says the reserve left behind was manufactured 1959, so you'd think it was a T-10 ?
(The reserve left behind had a canopy from 1959: serial # DA 58-53912. Manufactured in October 1959 by the Switlik Parachute Co, per You are not allowed to view links.
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Loginadditional info from the fbi files on that reserve: The label on this canvas covering indicated it to be Pack Part number 451187GB and indicated the date of manufacture to have been October, (year illegible). The flap on this canvas exterior contained a sewn on white label with the notation SSS # 5 and COSS. This flap had also been stenciled with the name JOHNSON.)
I'll assume the training reserve was similar vintage.
Here's some pics of a 1962 t7a reserve manufactured by Pioneer
some background on the migration from t7 to t10
Between June 30, 1951, and June 30, 1952, twelve fatalities were traced directly to malfunctions of the T-7 parachute. These were largely due to the fact that the T-7 developed bugs when jumped at speeds ranging up to 150 knots. Tests showed that at 115 knots (130 MPH) or more, it was unreliable, had a dangerously severe opening shock, and caused excessive wear and tear. The slowest at which C-119 pilots flew consistently was 125 knots (145 MPH). A 1944 report indicated that even low speeds of 100 MPH could rip off holsters, canteens, and musette bags, and even snap the helmet weld. The additional speed of the postwar C-119’s meant bruises, severe riser burns, and even some broken shoulders.
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LoginThis explains why so many cheap t7's were available to skydivers in the 60s
The T-10 was standardized in October 1952, but procurement of the parachute was delayed; 107,981 T-7 parachutes, valued at approximately $25,000,000 were in the system as late as February 18, 1953, of which $12,000,000 were only recently purchased. Despite the obvious advantages of the T-10, some in authority thought that for reasons of economy, the stocks of T-7s should be used up before the T-10 was adopted. This would take either 8-1/2 years or 100 jumps per chute. However, according to Colonel Malloy, that although this "is the same policy that applies to most of our other items of equipment… his life depends on this parachute a whole lot more. When we develop a new type of medicine, if it is proven that it will save more lives, we don’t continue to use old stocks until we use them up. We start procuring it right now."
In February 1953, regardless of cost, the immediate procurement and issue of the T-10 was ordered. Through excellent cooperation of the Air Force, all necessary procedures were completed by March 26, 1953, and the purchase directives for 53,000 T-10s were furnished and the final awards of contract were to take place before May 15. Through the combined efforts of the Quartermaster Corps and the Air Force, an accelerated delivery schedule was set up in which the first 1,000 T-10s arrived in August of 1953. By March 1954, Reliance Manufacturing Company manufactured 30,000 T-10s, Alamo Manufacturing Company 13, 124, and Sigmund Eisner Company 10,000, for a grand total of 53,124 T-10s.
In an effort to recoup part of the $190 for a T-10 assembly, stocks of T-7s were converted to T-10s by utilizing the T-7 harness and pack tray and procuring only the T-10 canopy and deployment bag at a cost of $130. Small extensions where added to the T-7 pack tray to encapsulate the larger canopy; the steel frame, suspension line retainers, and riser tabs were removed, and new snap-on harness retainers were attached. This conversion left many T-7 28’ canopies that still had a useful lifespan. In 1951, the 82nd Airborne Division conceived the idea of converting T-7 troop parachutes into cargo use in an effort to accelerate the phasing out of the T-7. Jeffersonville Depot converted 23,359 of the remaining T-7 parachutes in the system starting in June of 1952. It was predicted that cargo parachute requirements for Korean, training, and mobilization reserves would absorb the majority of T-7 canopies left over from the conversion to the T-10. These conversions saved the army a total of $12,830,510.
By the end of 1954, the T-7 was almost completely phased out and replaced by the T-10. Between October 1953 and January 1954, 12,000 T-10 jumps were accomplished by the XVIII Airborne Corps with no fatalities and a negligible number of injuries. The T-10 soldiered on with several modifications for another 50 years, having been only recently replaced by the T-11.
