diverdriver

I once stood next to Jackie Bange. I have yet to wash that arm that she brushed against.

We are hiring pilots with 500-600 hours of TOTAL flight time. Some airlines are finishing the person's multi-engine rating in the simulator before doing the check ride for the airline. When I had 500 hours I was turned down by a 182 operator flying jumpers for "lack of experience". Yah, DZ pilots are going to start writing their own ticket soon or DZs won't have pilots or have a very hard time finding qualified/experienced pilots. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Geee... I can't imagine why any PAC 750XL is having popped rivets so early in their life after such manuevers. You know, there's a reason for those limitations. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Been hit twice. Yah, it grabs your attention. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

I can not think of anyone more deserving. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

After doing a Google news search I'm thinking this might be related. http://www.news4jax.com/news/13986846/detail.html Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Tail number 904DZ. From the FAA daily intake: ***IDENTIFICATION Regis#: 904DZ Make/Model: C206 Description: 206, P206, T206, TP206, U206, TU206, (T Date: 08/26/2007 Time: 0930 Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N Damage: Destroyed LOCATION City: BUSHNELL State: FL Country: US DESCRIPTION AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, NEAR BUSHNELL, FL INJURY DATA Total Fatal: 1 # Crew: 1 Fat: 1 Ser: 0 Min: 0 Unk: # Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk: # Grnd: Fat: 0 Ser: 0 Min: 0 Unk: WEATHER: NOT REPORTED OTHER DATA Activity: Unknown Phase: Unknown Operation: OTHER FAA FSDO: ORLANDO, FL (SO15) Entry date: 08/27/2007 Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Might have been. But it was a formation load. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Ok, thanks for clearing up your post. It's what I thought you were meaning. Now let me clear up mine. When I asked does it matter you said yes it does. What I should have made more of a point of is that ANY engine not making the power you are expecting given the temp/pressure conditions should be looked at closely and if it is well below what you expect you should not fly it. I know about "tired" engines but from what you said these engines only producing 25 pounds of Tq should have been grounded long ago. So, the lawyers from P&W say that -20 engines should not be used on twin otters in skydiving ops? Wow. They designed the thing with skydiving in mind for the Canadian military. It was good enough then. What they should be pressing is the insurance company to mandate the TBO for insurance. It's easier and better than having the FAA do it. And I have flown both -20 and -27 PT-6s on Otters. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Actually, yes we did call the FAA when doing the world record stuff. Soo...... Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Not sure if it's a "loophole" but skydiving is Part 91 and there is no requirement to follow TBO in part 91. I know I've posted accident reports on my list that the engine was many hundreds of hours over TBO. So we have two issues. Inspection cycles and TBOs. Some parts are based on cycles not hours. It can be a complex world of numbers and that's why everyone operating these planes needs to have a way of CLEARLY knowing when inspections are due or parts replaced. It needs to be open and transparent. One of my first jobs as a flight instructor at my first flight school was to make a big board with all the inspection times clearly shown so all customers and instructors knew when things were coming up so nothing ran over. We all became participants in keeping things legal. The school had the responsibility but more eyes were put on the issue. And as long as engines are developing proper power I actually think running jump planes on condition is ok. However, the people operating them need to have the integrity not to put aircraft up that have known deficiencies such as engines developing way below normal power. When an accident occurs and it is shown that there was a known problem we as an industry lose integrity and that when greater scrutiny comes about. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Irrational parent moment - I cried watching that video. I wanted to leap through the screen and pick that child up before going in the water. Then, after 5 MINUTES OF FLOATING THERE!! I just thought about my son (13 months) and he hasn't gone through any training like that. I've had him in the pool and we kicked around but never taught him to float on his back. Didn't know you could. I cried because I feel like I have not done what I need to for my son. I told Wendy about this thread and that we need to get him in a class asap.

Why would any pilot continue flight in a plane that was not developing rated takeoff power? That is what your performance from the charts (POH/AFM) is predicated on. Does it really have anything to do with being a -20? I don't think so. People really need to take a long look at how they operate their equipment and decide if it's worth it to pay money now or pay in lives later. But does your comment have to do with the sullivan crash in particular or is it a comment about turbine jump planes in general? edit: After rereading your post I think you're saying the lawyers for P&W were saying it not the lawyers suing P&W for the Sullivan accident. Right? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Bondo... J B Weld... and two coats of primer! I pray they make the right decision and the crew lands safely. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

We used to have to track not only "cycles" (starts and stops) but also takeoffs and landings as we ran the engines all day. They called it an "abbreviated cycle". This allowed for adjusting the "cycles" so as to not cause a maitenance burden that was not realistic. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Jerry coached me in doing my first and only board jump. He kept me safe by being thorough. A total pro. Blue skies Jerry. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Blue Skies Jane. Prayers for Steve and the kids. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Photo anyone?

OOO!!! OOO!!! I know this one. The UNINSURED Relative WorkShop. Do I win anything?

Plane dives with you.... .... then runs into you like Atlanta Skydiving Center. Maybe you live. Maybe you don't. Maybe the plane crashes. Maybe it won't. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Actually, yes, the original design had dropping jumpers in mind. You could even buy a factory made inflight door that automatically opened at the push of a button if installed. And P&W knew the Twin Otter was being built and their engines were being put on the DHC-6. This really sucks as Twin Otters are great jump planes. And PT-6s are awesome engines when RUN and MAINTAINED correctly. They will last a long, long time. It's when you get less than good care that things go bad and stuff happens. Put a plane and pilot in the corner and even a lightly loaded plane can crash. Was it the engine's fault? Well, how was it run and maintained after it left the factory? Not run to manufacturer specs (and I doubt any twin otter jump plane is) then no fault on the part of P&W. Lawyers would hate to have me on that jury. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

"I only know the Air Force signals". Name that movie. And actor.

Yes. And it's not there anymore.

No no no...it was Roger Nelson's brother Carl. He told me the other day about it from his house in the witness protection program.

They absolutely can cause a malfunction. I know of a guy that had a mal on his main and when he went to cutaway he couldn't. The cables had melted in place in the metal housing. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125