diverdriver

No problem. That's my mission now. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

I personally have had three engine failures in single engine aircraft flying jumpers. All on take off. The highest one happened at 1,000 feet AGL. The lowest happened between 400-500 feet. At 500 feet you don't have time to even say "shit". You had better be trying to put it in a field. Quick and correct actions to save everyone's life is required at 500 feet. And you want to start crawling around and getting out? Don't!!!!! A Cessna is a simple glider and very controllable with the engine out. Your pilot should be proficient enough to glide it to a survivable off field landing. If you don't feel confident that your pilot is capable of that then you have other issues to deal with. Look at the Accidents section of my site. These are links to the actual NTSB reports for Jump plane accidents both fatal and non-fatal. The year 1999 was a particularly rough year in tearms of fatal accidents but the total number of accidents listed is not much more than any other year. Read the second accident report listed in the year 1999. A Cessna 205 went down after an engine failure on take-off. Some jumpers tried to get out at that low altitude. None made it. The balance shifted to the rear after the first jumper left. The aircraft quite possibly became uncontrollable by the pilot with such a tail heavy situation. In a stall, you want as much weight forward as possible. With the weight aft (and aft of the CG limit) you will see and aircraft go into a flat unrecoverable spin from that altitude. So, unless the damn wing came off I would stay put and make sure my seat belt is securely fastened when below 1,500 AGL. Think about it. Some say they would get out at a 1,000 feet. Ok, so if the engine failure happens right at 1,000 you won't be staying there long. The concept here is that at 1,500 feet you will have time to get up, open the door, and exit all jumpers by 1,000 AGL. Below 1,500 it is better to let the pilot control the aircraft and glide it back or put it in a field in a survivable (maybe not for the plane but for the occupants) landing. Hope this helps. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Another thing to consider is that if you cutaway unecessarily you will have two free (and trapped by riser covers) risers that can (and I've seen it happen) snag your reserve during deployment. This is suspected in killing several jumpers and sevearely injuring others. Friend of mine had PC in tow and cutaway first then pulled reserve. The loose, but not totally free risers, caught the reserve slider on deployment and then road up the lines trying to collapse it. Now, do you want two canopies out or an entanglement? There's instructional videos on two canopies out but I don't think there's any certain way to try and get an entaglement that you can't reach undone. Just some things to think about. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

When was the last time you practiced pulling your reserve handle while unconcious? When was the last time you practiced pulling your reserve handle with both shoulders dislocated? There are more reasons for having a Cypres (not just an AAD) that haven't been thought of yet than arguements against having one. What's your life worth? Oh, and as for tunnel time guaranteeing you will always pull stable then you need to see the thread in the safety section of DZ.com and look under "Low Pull". There are no guarantees. There's always the "other" guy who can take you out. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

I believe it is on one of the Quincy tapes that McGowan did. Not sure which year it though. Maybe 1996 or 1995? I'm guessing. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Robin Wilcox. Man, that brings back a lot of memories. Pud (his dog) just loved jumping and the dang thing was altitude aware. Pud would start shaking his head when it was just about time to go flat and pull. Funniest thing I've seen. Pud knew it when Robin passed. You could see it on his face. Pud lost his master and his jumping buddy. It broke my heart to lose a good friend and to see his dog sad. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

What dog doesn't like sticking their head out the window and putting their face in the wind. Yah, I can't think of one either. This is just a bigger version of the car window. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Good idea. Also another reason why I did the website. Saves on printing. Course, I don't have a section written just for that reason. Care to write something like that? If I like it (I'm sure I will) I'll add it. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Good arguements. Look how USPA has handled the ISP. A simple program to update our instructional ratings totally run-a-muck. The simple thing would be to have a training syllabus that was filled out like a proficiency card for additional ratings. That's how I would imagine the program being. I certainly am not suggesting that we go that route. But I like the dialogue with people feeling that there should be a program in place at a DZ for initial training and recurrent training. What if a brand new DZO is not a pilot? How will they know how to set up a program for this? How will they be able to ensure that the pilots are who they say they are? This is not a widespread problem by any stretch. But I care about my brother and sister skydivers and want to see them in safe aircraft with safe pilots. How does joe blow jumper know when he walks on a new DZ that the pilot is qualified? I don't know Jim Bob DZO from anyone else. I have a trained eye. I can pick up on safety issues very fast. How about you? I am suggesting a program so you can have more piece of mind about getting in that jump plane. I want a new DZO to have the tools available to ensure that their pilots are the professionals that they thought they hired. Right now, it's all dialogue. I'm not pushing any action in any direction. I have my preference. Involving the FAA may certainly not be the right answer. Hitting a fly with a sledge hammer is dumb. Allowing potentially hazardous pilots or operations to exist without sanction is not desirable either. Read the accident reports. "Pilot lied on medical application that he had X,000 hours more than he had in his logbook. He also claimed to have a commercial license. No record of this pilot having anything other than a private pilot's license exists." "Probable cause is the pilot's exceeding max gross weight limits and balance limits on take-off". These are violations of FARs and these are STILL USPA Group Member Dropzones. Did you know that? I'm just trying to educate jumpers on what they may not be aware of. I care about everyone's safety. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Theoretically no. BUT.....any canopy can spin violently given the right circumstances or conditions. So I guess, there is no single answer to your question. Maybe the response should be "The LIKELYHOOD that it will spin violently is less on the seven cell triathalon than the nine cell sabre". Or I could be a smartass and say..."Don't pack a lineover". That fixes it, right? Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Ok, just called SDC. The Winter Expo (when the Skydivers Unit for Safety has been held in the past two years) IS March 1,2,3. Skydive Chicago's "Safety Weekend" will be the following weekend of March 9, 10. Sooo.....you have two full weekends of Seminars, Vendors, Safety briefings and coaching. Wow. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Thanks for the correction. SDCs website is down right now. Being updated. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Were you face to earth? Then that's what I'm talking about. Your burble kept it from firing. It thought it was higher than than it really was. That's the known error I'm refering to. You say you've gone through 1,000 feet during deployment several times with the Cypres on? Yikes! You say it fired at line stretch after dumping at 700 feet? You have other issues. Good luck. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Shit, if I need to get out I'm climbing right over your ass. You can read the "Follow" and "Me" written on the bottom of my shoes. Oh yah, and Bwahahahahahahhahahaha!!!!!!!!! Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

I believe there is. Either way though, there will be a Winter Expo March 1,2,3 at Skydive Chicago. It is really a great Safety Weekend. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Complacency can be the number one killer for all pilots (including body pilots) not just jump pilots. But yeah, complacency, fatigue are just a couple. The acronym "I'M SAFE" works for all aviation including skydivers. Illness, Medication, Stress, Attitude, Fatigue, Emotion. Have a problem with anyone of these and it will become a distraction on that flight (jump). Now, just one bad thing doesn't mean you should be automatically grounded. Then again, it could. That the self evaluation test. Yes, flying jumpers is like no other flying. Up, down, Up, down. Faster, Faster, make the turn times. Load, Load, Load, Go, Go, Go!!!!!! All day long. It is very hard to stay sharp. But we need to make time for recurrent training in emergency procedures. Course, some are having emergencies so often they don't have to make special time for it. Jumpers have rigs (duh) and they know how to use them. They want to leave the airplane. This is never taught to a commercial pilot. That is why I started my website. I hope to give a central place for pilots to get ideas, education, and a voice for flying jumpers. Skydivers are welcome there too. That's why I post here and try to involve more people. Jumpers need to know more of what goes on up front. An engine out procedure whether it be single engine or twin engine becomes totally different with jumpers on board. They want to leave. They're not affraid of taking their seat belt off. They also want to talk to you more while you fly. They intentially scream on take off. Yeah, that lasts as long as I need to start my aborted takeoff. I don't know if the screams are for joy or a fire. Then jumpers want to climb out all over the airplane. Not just on the step or door frame. They want to crawl out to the wing tip or on top of the otter. They've seen it done in some other's video. Looks cool. Must not be wrong, right? Flying skydivers adds a heck of a lot more demand on the pilot than typical point to point flying. Spotting, taking corrections, don't shock cool the engine, stay in the plane we'll bring you lunch, maybe. I've always said it, there are jump pilots and then there are Diver Drivers. Diver Drivers are a rare breed. Just like not everyone in society should learn how to skydive, not all commercial pilots should be allowed to fly jumpers. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

To all, My apologies on the poll. Looks like I have some issues with the forum on my site I have to work out. Thanks to all who tried to check it out. Sorry for the hastle. If you want to register it should be easy. Yes, the confirmation number will come to your email. Did you enter the email correctly? Are you using hotmail? Hotmail filters may send that email confirmation to the "Junk" box. I've had problems with other sites when I registered like that. Just some thoughts. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Ok, looks like my bad on the posting of the poll. I was told that anyone could post there without registering but that doesn't seem to be the case. My apologies and I will try to fix this. I would like to point out to people the "Accident" section. This is a listing of ALL (not just fatal) jump plane accidents in the US each year since about 1994. These are the NTSB files. After reading many of these there does seem, to me, a lack of training at certain dropzones that continue to be Group Members without sanction. After reading a recent post on an engine out incident in Arizona and the proper handling of the situation I thought I would ask to see people's opinions on certification. Skydive Arizona obviously hires skilled pilots, trains them and maintains their currency in emergency procedures well. But just because one DZ does it well does not mean that all DZs are operating on the same level. Read the accident reports and decide for yourself. The reports are from the NTSB. I put no opinion into the reports myself in the Accident section. The forum is the place for comments. Diver Driver Accident Section Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

I have added a poll in the DiverDriver.com forum on people's opinion on Jump Pilot Certification. Feel free to visit, participate in the poll, post your thoughts or not, and visit back to see what other's think. www.DiverDriver.com Poll Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Nah, it's just a hair scrunchy. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

What most folks don't know is that the Cypres is actually set to fire at 1,000' AGL. Surprise!!! What happens is that when you are belly to earth you have a burble on your back. This creates an error between where you are over the ground and what the unit thinks you are over the ground. So, if you pull low and have a long, snivelly opening and pass through 1,000' AGL above 78 mph you run the risk of popping your Cypres. It is not a misfire. It fires right where it is set to go off. Keep this in mind when buying really snivelly canopies or getting sucked down on a low break off. It's a tool that has its' limitations. And it's a very good tool in my opinion. I am very Pro-Cypres. But people need to be aware of what it's doing. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Hey Zennie, Grab the warning label in the center of the tail. This has been known to help deflate the canopy or at least keep it under some control. The nose will trail downwind and at least shouldn't scoop anymore air. Give it a try. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

The Forum on www.DiverDriver.com has been down for the past week. It is now back up on a new server that supposedly is "improved". I didn't find much wrong with the old one but that's a hosting company for you. "No, we know it isn't broke but we're going to fix it anyway so it'll be faster than any of your viewers can possibly download it at. Yes, you'll be down a long time while we do it and you get no money back for the inconvenience." Sheeeesh. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

I believe that people are not keeping wing loading in perspective. One situation that has become aparent on supposedly NOT heavily loaded canopies is that with the combination of medium loaded canopies (1.0-1.4 lbs./sq ft.) and soft type links is that the slider comes down past the top of the risers and knocks one toggle off its' keeper. The canopy then goes into uncontrollable line twists and dives with twists all the way to the risers. So you see, there is a "Line Twist" malfunction that can occur on even "medium" loaded canopies that can cause a hard pull. The price of the housing inserts is like two jump tickets. Big deal. What's your life worth? There seem to be no drawbacks from this modification so there seems to be, at this time, no arguement against getting them installed. And you'll know that they'll be there for when you do downsize maybe in the future to a canopy that has this potential. It won't have to be a mod that is added later after a hard pull. Just hope it doesn't come to the situation of your friends standing around going "Damn, I wonder why he/she didn't cutaway? I guess we will never know." You all be safe out there. When you think it CAN happen to you you'll be ahead of the game. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com

Sorry, it was a relative statement. The window is 2,000 to 3,000 for opening right? I was refering to the 3,000 side of pulling. Yep, eating somone else's canopy does suck. Chris Schindler D-19012 ATP/CFII www.DiverDriver.com