diverdriver

You are refering to an ash release dive? Chris

That's why it is best to peel the cutaway handle UP first. Then pull down to cutaway. Just trying to pull across the velcro is the hardest thing. Guys have the upper body strength to overcome it usually. Some female jumpers end up spending valuable time trying the cutaway the hard way. Chris Schindler

PM'd Chris

Dove was at the table next to you? Yah, that's what I thought too. LOL.

Page 35. Listed in the 10-way Bronze medal team SDC-TFx. 10 WAY.....GGGggrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr!!!!!!!!!!!!!!!!!!!!!!!!

You might want to change the text color of your responses to distinguish them from my questions. Chris

1018 posts / 750 jumps / 2800+ hours flying jumpers / 8400+ loads flown

Do you plan on working to change the constitution? Chris

What about the election process? Should the election process be changed so that candidates will be able to run a better campaign in the warmer months? Will you move to have these rules changed? What about Nationals selection? Are you for allowing DZs to bid on Nationals every year or are you for keeping it in one location every year? Chris Schindler

Yes, but if they are at freefall speeds the student cypres will fire at 750 feet just like the Expert Cypres. From the user manual at SSK's website:

I say keep it together. There is a lot we can all learn from each other. Chris

Good luck to you Zennie. Chris

If the tail number of that DZs plane is N2718G then this is the preliminary report on the NTSB website: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20021025X05383&key=1 More info (Sent via PM) would be appreciated. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

I would have been confuesed, too. According to both my manual and my rigger it is as you described it, Che; under that understanding you were quite legal jumping over the past 120 day cycle, but would have been most illegal had you not replaced them during the current AI&R. It sounds like your rigger needs to a little boning up on this; I have never heard of any rigger who insists on ripping open a reserve pack mid-cycle just to replace CYPReS batteries, which is what would have to be done with a strict interpretaion like his. BTW, Chris, I think you should know better, too. From the Cypres User's Manual on the SSK Website: Where does it say +/- 3 months on the batteries? It also goes on to say: Now what page are you looking at? Chris Schindler

What isn't clear about that? Did you read the Cypres user's guide since you own a Cypres and have it installed on your rig? You are training to be a Rigger and have not read the Cypres user's manual? My suggestion would be to read the Cypres user's manual and your question will be answered in there. Also, packing it last time knowing the batteries where going to be out of date by 2 months on the next repack I believe is against FARs and should not have been signed off. Why did you then continue to jump a rig that had an unairworthy component on it? This risks the Rigger's ticket who signed it off "under supervision" and the pilot in command of every aircraft you jumped from. Chris Schindler

So you are saying that the main was still trailing when the reserve came out? There some rigs that you can pull the reserve handle and go through cypres firing and not know who beat who. Reflex, Vector, Racer, and possibly others have the cypres cutter installed in such a way that you can be pretty sure if the jumper beat the cypres activation or not. Javelin, and others have the cutter mounted in a way that you could pull your reserve handle, start activation, and then snivel through cypres fire and you will not know if the jumper beat the cypres activation or not. Do you have the info on the type of container? Chris

"Sons of JPR"....if you know what that has to do with Riddle then you are well versed in the lore of the school. Chris Schindler ERAU grad '92

Taken to PM kindly by GZ. Edited to delete my post which after reading again was nothing but a personal attack. Sorry. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

I see that. Thanks. I'm sure there is a full history of the Freak Brothers at the website listed in a previous post but basicly it is a group of people who enjoyed being together and felt a "kin-ship". Much as you see the "Rodriguez Brothers", "Team Funnel", "Team Flail", "Muff Brothers" it is about inclusion not exclusion. It started with Roger Nelson and his brother Carl years ago. They did that "Relative Work" that only freaks did instead doing a good style series. They jumped bare foot and got the name of "Freak Brothers". It stuck and the rest is history. Go up a few posts and you can see more about them at that link. Chris

Have your DZO contact Ed Scott at USPA. He may have some advice and materials that could help. Chris

LOL.........oh ok.

Sorry, I should have just pasted the text here also. Note the pilot was a private pilot. To all jump pilots out there. If your DZ makes ONE advertisement it is concidered a commercial operation. If ANY money is paid to the DZ (even if the pilot is not paid) the FAA has ruled that you MUST be a Commercial Pilot. Do not get yourself into trouble by "building hours" for free flying. If anything happens you will most likely get busted. And then where will your career go? There is nothing in this report that would indicate that being a Private Pilot had anything to do with causing this accident. BUT...any number of things could cause the FAA to come out unannounced and check for cridentials on a ramp check. Will you pass yours? NTSB Identification: SEA02LA184 Accident occurred Saturday, September 28, 2002 at Estacada, OR Aircraft:Cessna 182, registration: N5337B Injuries: 5 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. On September 28, 2002, approximately 1845 Pacific daylight time, a Cessna 182, N5337B, impacted the terrain during an uncontrolled descent about three miles northwest of Estacada, Oregon. The private pilot and the four skydivers he took aloft were not injured, but the aircraft, which is owned and operated by Skydive Incorporated of Eagle Creek, Oregon, was destroyed. The 14 CFR Part 91 skydiving release flight, which departed Beaver Oaks Airport, Estacada, Oregon, about 15 minutes earlier, was being operated in visual meteorological conditions. No flight plan had been filed. There was no report of an ELT transmission. According to the pilot, after leveling at 10,500 feet above sea level (MSL), all four jumpers took their positions on the right exterior jump-step of the aircraft. Just after the last jumper was on the step, the parachute of one of the jumpers inadvertently deployed and streamed back into the aircraft's tail surfaces. Soon thereafter, the subject jumper separated himself from the deployed parachute, jumped from the aircraft, and opened his reserve chute. At about the same time, the other three jumpers also departed the aircraft. Although the pilot attempted to control the aircraft, he found that with the parachute wrapped around the tail surfaces, the aircraft did not respond to his movements of the control yoke. He therefore applied a small amount of right rudder in an attempt to separate the parachute from the aircraft, but the airplane responded by pitching nose down and entering an inverted spin. At that point, the pilot also jumped from the aircraft and successfully opened his parachute, and the aircraft continued to spin inverted until it impacted the terrain. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Why is this a "Safety and Training" question?

BS = Strugling to get flying hours to move up to an airline career. That got corrected very quickly.

Here is the link to the NTSB report. Cross posted in Incidents forum. http://www.ntsb.gov/ntsb/brief.asp?ev_id=20021021X05346&key=1 Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125