diverdriver

Right....it's all because of a big curse. Has nothing to do with inspections. Right. [safety bitch hairs on back of kneck now standing straight up] Chris

I doubt very much it had anything to do with the fact that it was in Canada. I believe you will be able to find aircraft with no problem. Chris

Rust? I wonder if they've ever heard of a 100 hour inspection? Cracks don't appear over night. Thanks for the photo. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Why did the landing gear come off in the first place? You know, DeHavilland built the Otter like a tank. The landing gear doesn't "just fall off" randomly. "Shit" does NOT happen all the time. Anyone care to explain this? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

I have flown 182s with IAD jumpers both flaps 10 and no flaps. We did a trial with no flaps and tossed some old PCs at the tail. It was tough for the PC to go over the tail. Certainly you can't hurt anything by using flaps 10 so it's a good idea. Just make sure your pilot doesn't forget to take the flaps out for decent or he'll be over speeding them and after a while of doing that you'll see little "s-bends" in the trailing edge of your flaps from overstressing. It's all about balance and knowing what your procedures are. But prevention is ALWAYS the key when talking about premature deployments on the step. Avoid, avoid, avoid. That is the real lesson of this whole incident. Flaps Zero or Flaps 10 don't make a difference if you don't have a premature deployment. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Yes, on every climbout while flying aircraft that have a low horizontal stablizer I would be ready with some hard rudder. On the 182 and 206 I was primed for some hard right rudder. Not that it's a guarantee but it just might help minimize how much goes over the tail. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

http://www.iit.edu/~kallend/skydive/separation.ppt This is the Power Point presentation that has a lot of info on the "why" of freefall seperation. Read it through several times. It will have example winds and conditions. But you can put in your own stuff too and play with it to see. Remember, minimum seperation between jumpers on deployment needs to be 300 feet. This will allow 3 seconds to decide that there is a threat, decide a course of action, and then take that action to avoid the collision. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Did he break his leg because he landed in trees? You say they were "likely" over wooded area. But jumping through clouds does not necessarily mean you mess up your landing. A little more clearity in your account would help. Chris Schindler

TDY = Temporary Duty Yonder. That's what we call it in the airlines at least. Chris

Mike, Congrats and welcome to our skydiving family. Now, as you will soon become aware I'm a bit of a safety bitch (not the real Bytch). Remember the little section on the waiver when it lists "any medical problems." You need to take this very seriously since this is a world you are unacustomed too. Altitude can effect you in ways you haven't thought about. At least tell your AFP JM (jump master) if you have anything that has effected you in the past week or so. Let them talk you through if it might effect your performance or safety. Sinus infections, ear blocks, other sporting injuries, and over the counter medication can all have an effect. Hope your ear gets well soon today. If you continue to have pain in your ear you may want to seek the advice of a medical professional. We at SDC want you back soon to jump. But NOT before you're ready medically. Chris Schindler

AFP = Advanced Freefall Program. It goes beyond the seven levels of AFF and takes you with a JM all the way to your "A" license in the USPA program. Roger Nelson developed this program over the years to be a 2 tandem, 18 AFP progression. PM me if you want more info. Chris

This is my rifle. This is my GUN! This is for fighting. This is for FUN! -R. Lee Ermey [Full Metal Jacket]

Every year I've been here (since 1995) the weather in early Sept. to mid Sept. is the best all year. Highs in mid 70s to 80. Lows in the lower 60s. Usually very dry, clear skies. That is why they chose the dates that we have. Today it is partly cloudy and 82. Typical and gorgeous. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Breath deep. Focus on your instructors and what they are telling you. Then just do your job like you practice on the ground. You made the commitment to go out that door on the tandems. Now, just make that commitment to go out the door with your AFP instructor(s). Yes,,,,and smile....you'd be amazed at how that can relax you. You'll do fine. Chris

Remember when MTV just played cool videos? Well.....maybe you don't. They turned into crap about 10 years ago. MTVx was pretty cool but then they replaced it with some crap Rap (there's a difference between good Rap and bad Rap) MTV version. So we have crap Rap on MTV and MTV2 which was promissing now sucks (they used to just play cool videos too). Then came MTVx on our cable system but was then replaced with more crap Rap. You know what Notorious B.I.G. stands for? Burried In the Ground. Sympathetic? No, not really. Live by the sword. Die by the sword.

Lisa.....get video. Chris

1:1

Yah....I like them U206s. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

I'm there. Chris

Ok, I figured I way in here now. Over the years that I've flown jumpers I've had 3 engine failures in single engine jump planes. The highest one happened at 1,000 AGL. I had one in a DC-3 at 10,000 AGL and one in a Super Otter at 6,000 AGL with 19 on board. Here is what I would suggest for low altitude emergencies: Anything below 1,500 feet you are going to ride the plane because by the time you identify a problem and the pilot has the oportunity to make the decision for you to bail you will be burning altitude. Plus, everyone has taken their helmets off at 1,000 AGL (which I totally disagree with) so some may try to put them back on. They all have to get up and start exiting. In a 182 you may be below 1,000 feet very quickly. So, I feel the pilot has a better chance of getting back to the airport on a downwinder or picking a good field for landing if no one is climbing over him below 1,500 AGL. Above 1,500 to above 2,000 I would go out on the reserve. I don't know what I'm getting out over so I want my slowest landing canopy to land me. (My main is a 107) And I want it to open the fastest. My main is not packed for a fast opening and now I'll be doing a subterminal hop-n-pop. Well above 2,000 I would then decide to use the main. On my 3 failures in single engine planes no one got out and I was able to make the airport each time without bending any metal. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

[total sarcasm] Some people's children....I tell yah....."Yes, your Honor. There is a LITTLE exhaust thrust on SOME turboprop aircraft." It's called ESHP "Equivelant Shaft Horse Power". And yes, Mr. Poopy Pants, rain on my parade (post) the Twin Otter has about 70-80 pounds of exhaust thrust. [/sarcasm] Dork. Chris

Jet prop = turboprop = turbine prop. You may hear someone describe a 182 as a turbo 182. That means its' piston engine is turbo charged. But it is not a jet engine. A turboprop is a turbine engine (rotary) hooked through a reduction gearbox to a propellor. "Jet prop" is a misnomer since it does not get its' thrust from jet exhaust but rather the rotation of the propellor. Hope that helps. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Ok, I don't know if I'm stealing anyone's thunder but I got to peak into the the new team rooms on the east wing. They are shaping up nicely for Nationals. Attached are some pictures. Looking very nice. Chris

Does anyone know how much previous CRW experience these guys had? Is it certain that they were attempting a dock? Could they have just messed up a high speed flyby for video? Chris

No. Provided that the pilot doesn't try to "help" with a zero G exit. I know of one instance for sure where this happened. The jumpers convinced the pilot that they needed a zero G exit and he was too agressive. I've flown several raft jumps in the Otter myself with no issues. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125