diverdriver

No ever said that jump pilots were the most intelligent cross country pilots. A simple Garmin III Pilot would alert you to Restricted Airspace. Heck, the required Sectional map could do that too. Chris

Wow...or am I looking at this wrong? Looked like a lower leg not Femur...is that not an ankle bone at the bottom? I'm no doctor. Chris

You might grab a Tonyt Suit order form and see what that suit plus options sells for. Go for 75% of that and look for people at your DZ that fit the general physical size it would fit. Go up to them and ask if they need another suit. Some people may not pay attention to a suit just hanging but if you work "the sell" then it might go away quicker. Chris

I just saw the video on CNN as I looked up from the laptop.....sheeshh.....very scary. Saw it again and it seems to have the nose come up a bit while dropping retardant and then both winds folding up and tearing off.....puff of flame from the wing roots as they leave....probably from ripping fuel lines. Man that sucks. Chris Chris

I have CNN on now to see if they show the video. I can't see it from the link given here. Anyone know a way around it? Inflight fires can melt many things. That's why they are so dangerous. Fittings and mounts melt and the whole thing collapses. Scary stuff. No speculations. Chris

Their community is smaller than skydivers. They all know one another. My condolences. I have a friend flying P2Vs for fire bombing. It's one of the most hazardous flying jobs out there. We all owe them much thanks. Chris

Ok...but sometimes we have jumpers with whuffo family members. If they have activities that they would enjoy other than skydiving then maybe they won't make it stressful on the jumper for spending time at the DZ. Just a thought. Everyone can stay happier and makes it a more family friendly place. Chris

Are you saying Eloy, Perris, SDC can't provide this? I beg to differ. I'd say I can get a pretty descent and safe aircraft at all three. And I know really great people at all three. So why should I be leaving again? I know you don't mean to imply they have unsafe aircraft. It's just the way it seemed to read. Chris

This actually happened to Missy Nelson. Roger Nelson's daughter. She was in Eloy and jumping a Velocity Tiny. She tried cutting away and got way low without being able to. So she just went for dumping the reserve. It rapped her and she grabbed the free bag and through it. It deployed clean and once the tension was off she was able to cutaway the main canopy. Landed safe but shaken. Missy is no slight girl. She works out and has some muscles. Golden Rule of skydiving. NEVER GIVE UP. Chris

"NORMAL DESCENT PROFILE". Yah, using normal descent profile with beginning level off for a pattern altitude should not fire it. But what about the ABNORMAL? That is what I'm talking about. No, I don't have an article on the exact event. So....discount my words here if you wish. Me? I think if I ride the plane down I'll tell the pilot to make sure he cools it before reaching 1,000 AGL. Remeber, I DO fly these aircraft and I DO know what they are capable of. Just a thought. Chris Schindler

Yes, it IS possible to pop Expert Cypres's. Yes, it has been done in a Porter I believe. The descent rate is about 7,000 FPM (Feet Per Minute) +/-. The otter can do 6,000 FPM and level off at 400' AGL with no problem (I do it all the time). So, the margin of error is getting pretty slim. I'd say it's probably best to inform the pilot to ease the descent rate through 2,000 AGL just in case if you are landing with the plane. Makes for good habit. Chris Schindler

Bahahahahahhaha........LOL........ROFLMFAO!!!!!!!!

The difference is "spinning line twists" = being on your back spinning as though you pulled one toggle down to your foot. VERY FAST. But if you are hanging directly underneath your line twists then you can probably kick out of them. But...sometimes you can't get ahead of them and this is when your awareness of your altitude is so critical. If you can't get ahead of those twists and you hit decision altitude then chop, chop. Chris

Here's an arguement FOR the requirements (going along the lines of Billvon's comments). The commercial pilot's license tests you to do Lazy Eights and Chandelles, Eight on pylons and Eights around pilons. Now....I don't remember the last time I had to perform a Chandelle in normal flying to the maximum extent that the manuever requires. But, they teach stick and rudder and planning skills that can be applied in your everday flying. So...even though I think we can safely axe the night requirement for the D-License...there are many GOOD arguements for keeping it when we compare it to aircraft training and licenses. The planning of a night jump and then performing means you have reached a certain level of proficiency (or can be seen as maturity) as a skydiver. My personal feeling is that the requirements of a D-License should be changed to 500 jumps AND 3 years in the sport. I think it would have some substance behind it again. I think the night jumps requirement could be dropped. We could then make that requirement valid in order to become an S&TA, IE, or Regional Director since they are the ones that can conduct a night jump briefing. Chris Schindler ATP (means something) D-19012 (gives an idea of how long I've had it) www.DiverDriver.com (shows how I want to make a difference)

So you're saying the D-License is pretty impotent then? Yah..I agree. Chris

Exactly what I was thinking happened. Again...your decision to move up your deployment altitude broke that chain. Nicely done. It's human nature though as A type personalities (skydivers) to want to "fix" things. ALL should heed Tom's warning here. Spinning line twists are now a HIGH SPEED MALFUNCTION as much as a bag lock is. And maybe worse than a bag lock because of the spinning. Again, thanks for sharing Tom. Chris

Theoretically you would need to be able to make these night jumps so you could teach how to make night jumps to someone else. Not sure on the requirement of who has to do a briefing before making night jumps. Is it an Instructor only? Or JM? Chris

I'm amazed that people keep trying to get out of this. I know I have personally posted that you should not try to kick out of spinning line twists. Our friend at SDC rode spinning line twists to 200 feet and then chopped. He didn't make it. Another jumper visiting SDC delayed chopping from spinning line twists and barely got a reserve open before hitting the ground. I know I posted about that video too. Do you people think that can only happen to the other guy? What is the deal? Are these stories not getting through to anyone? Am I wasting my breath? I'm glad you are ok. I'm just a little frustrated at the moment reading this. This is not a new malfunction. What ideas did you have on the ground before this malfunction that led you to believe you could kick out of this malfunction in time before you hit the ground. It certainly sounds like your decision to dump at 3,500 was the decision that broke the chain leading to an outcome like these other jumpers. I'm not harping on you. I see this on these boards all too often. Someone posts to all to read so it doesn't happen to them. Then....down the road someone makes almost the same identical post as though this is the first time it's happened. The advice that Billvon.....Skybytch....Me....and others give is for you to never have to go through this. We don't make new mistakes in skydiving. We only repeat the old ones. I'm sorry Tom.....I know I sound like I'm picking on you. I'm trying to wake up some other people who read here as I know you are too. Hopefully.....you have just enlightened someone else to not repeat this. Chris Schindler D-19012 ATP

Wear your seat belt or restraining device on every take off up to 1,000 AGL. If you can't find one....don't let the pilot take off until you do. Wear it close and short. Don't have a long, looping restraint. What good is that to you in a crash? If you sit tobagon style facing the aft of the aircraft then make sure your seat belt is right next to you or in front of you. If it's behind you then you have to travel that far first before it will stop you. And then maybe your buddy behind you is the one that will take the brunt of your impact. Don't let that happen. Always wear your helmet on take off. Make sure it is CLIPPED before take off. What use is it do you sitting on your head and not clipped in a crash? It's a placebo. Make sure you are not holding any loose items like altimeters cuz you were too cool to put them on before getting in the aircraft. ANYTHING loose will become a projectile in a crash. Altimeters can kill. Make sure all camera flyers/videographers fasten their helmets to their head or a belt for take off. If they don't and refuse to do it then you don't need to jump there. Don't remove your helmet at 1,000 AGL like all the other sheep. You just got to the point where you would first consider jumping out of a troubled aircraft. Why degear yourself from being able to go RIGHT NOW out the door? Remember, the helmet is for exit too....and it may not be the most stable platform if you are HAVING to get out at 1,000 AGL. Food for thought. Be safe. Chris Schindler ATP D-19012 www.DiverDriver.com

Wear your seat belt or restraining device on every take off up to 1,000 AGL. If you can't find one....don't let the pilot take off until you do. Wear it close and short. Don't have a long, looping restraint. What good is that to you in a crash? If you sit tobagon style facing the aft of the aircraft then make sure your seat belt is right next to you or in front of you. If it's behind you then you have to travel that far first before it will stop you. And then maybe your buddy behind you is the one that will take the brunt of your impact. Don't let that happen. Always wear your helmet on take off. Make sure it is CLIPPED before take off. What use is it do you sitting on your head and not clipped in a crash? It's a placebo. Make sure you are not holding any loose items like altimeters cuz you were too cool to put them on before getting in the aircraft. ANYTHING loose will become a projectile in a crash. Altimeters can kill. Make sure all camera flyers/videographers fasten their helmets to their head or a belt for take off. If they don't and refuse to do it then you don't need to jump there. Don't remove your helmet at 1,000 AGL like all the other sheep. You just got to the point where you would first consider jumping out of a troubled aircraft. Why degear yourself from being able to go RIGHT NOW out the door? Remember, the helmet is for exit too....and it may not be the most stable platform if you are HAVING to get out at 1,000 AGL. Food for thought. Be safe. Chris Schindler ATP D-19012 www.DiverDriver.com

Is there any other class? LOL.....thanks for the clarification. I've only competed in the open class so you know what that means I've done.......assumed. Chris

Ok....wait....are we talking about the Porter crash in Germany or the one in Belgium? Or are there french articles about the German crash? I'm confused. Chris

Ask Pete L. in the Monterey area about Vectran line snapping without warning and he'll tell you about his double busted femurs. I believe his was the first reported issue with the new vectran line. Came out of a hook.....swooping.....SNAP on the lower control line.....pound! Chris

Ok......where did the trim conversation come from? I can't read German. Is that what the reports (stories) are saying? That it was not trimmed correctly for takeoff? Please expand your post. Chris Schindler D-19012 ATP www.DiverDriver.com

Uh.....you need a D-License to compete at the US Nationals. And more and more people are competing. Chris