diverdriver

I know of a Porter / jumper collision for real. Jumper got lucky. Pilot got lucky. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

You mean if he rolls his porter over for a cool photo op he might hit you in the suthin' sky? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Oh they don't huh? Wanna tell that to some of the controllers at Chicago Center? Most are great but there are a few I have to really watch out for. We don't skydive at O'Hare so why does O'Hare traffic have to be vectored (yes vectored because the standard arrival is plenty far enough away) into our airspace during busy jumping operations? It's rhetorical really. We all have to see and avoid. There are ways to tell ahead of time if they are coming our way. If we hear an airliner check on and get a vector for ORD I know they are most likely coming my way. So I time it and watch for them to go by before I drop. Here's the NASA ASRS link made clicky: http://asrs.arc.nasa.gov/report_sets/parachute.pdf Excellent reading for all and can also be found on my site DiverDriver.com Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

People have hit the tail before and it is possible. Some aircraft it is more likely on. Different things can cause a tail strike. Jumper technique, Pilot technique, and equipement failure are all reasons for tail strikes. We must always work on each of these to ensure a safe exit. I jumper could climb too far aft on the tail and be in a position to hit it on exit. The pilot could bobble the plane during the exit or forget to configure the plane for jumprun and put the exiting jumper in a position to hit the tail. And thirdly you can have a premature deployment which could put you into the tail. That's why it is so important to protect your handles and pins while moving around in the aircraft and while climbing out into position. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

You better look out for other aircraft. NTSB report: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001211X13693&key=1 NTSB Identification: BFO94FA015 . The docket is stored in the (offline) NTSB Imaging System. 14 CFR Part 91: General Aviation Accident occurred Sunday, November 21, 1993 in NORTHAMPTON, MA Probable Cause Approval Date: 1/11/95 Aircraft: PIPER PA-28-161, registration: N3011F Injuries: 4 Fatal. A PIPER PA-28, N3011F, WAS IN VFR CRUISE FLIGHT HEADING EASTBOUND AT ABOUT 5700' MSL, AS A CESSNA 210 (PARACHUTE JUMP PLANE) HAD JUST COMPLETED A CLEARING TURN TO A WESTBOUND HEADING, INTO THE SUN, AT 7300' MSL. A PARACHUTIST JUMPED FROM THE JUMP PLANE & STRUCK THE VERTICAL STABILIZER OF THE PA-28 AFTER A FEW SECONDS OF FREE FALL. CONTROL OF THE PA-28 WAS LOST, & IT CRASHED IN AN UNCONTROLLED DESCENT. THE JUMP PLANE WAS IN RADAR & RADIO COMMUNICATION WITH AIR TRAFFIC CONTROL (ATC) IN ORDER TO RECEIVE TRAFFIC ADVISORIES PER THE FAA ATC CONTROLLER'S HANDBOOK. THE PA-28 WAS RECORDED ON RADAR. NO ADVISORIES WERE ISSUED TO THE JUMP PLANE AFTER THE PILOT CALLED '1 MINUTE PRIOR TO JUMP.' TESTS SHOWED THAT ONE TRANSCEIVER IN THE PA-28 WAS TUNED TO 120.30 MHZ; A WARNING FOR PARACHUTE JUMPING WAS GIVEN OVER THIS FREQUENCY. A 1/8' PARACHUTE SYMBOL (COLORED BLUE) WAS DEPICTED ON THE SECTIONAL CHART AND WAS SUPERIMPOSED OVER A RIVER (ALSO COLORED BLUE). THE CONTROLLER WAS RECEIVING ON-THE-JOB TRAINING FROM A FULL PERFORMANCE CONTROLLER. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: FAILURE OF THE AIR TRAFFIC CONTROL (ATC) FACILITY TO IDENTIFY AND PROVIDE THE REQUIRED TRAFFIC INFORMATION TO THE JUMP AIRCRAFT BEFORE RELEASE OF THE JUMPER(S). A FACTOR RELATED TO THE ACCIDENT WAS: INADEQUATE VISUAL LOOKOUT BY THE PILOT OF THE JUMP AIRCRAFT. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Dude that's fucked up right there. Yes. Yes it is.

Well...you're near KC....OF COURSE you're gonna do a "drive by".

There's always the Truman Library. You know Truman was from Independence right?

Maybe the title should read: Skydiving IS for wimps.

Yah, that's more fucked up. Kids can't fend for themselves. Adults are at least supposed to have a bit of a clue.

Oh, I'll include March 98 in my "it got fucked up" statement. I lost 5 friends that day. And I was resolved to do something about it. Didn't know what. But I started posting on rec.skydiving. I was laughed at for my posts about jump aircraft safety. Then one of the deadliest years for jump planes happened in '99. I tried to warn people where the industry was headed. Then Christy helped me start DiverDriver.com. I left in a huff in Spring 97 and went to SDC just to pack parachutes. Didn't tell anyone I was a pilot. Well, a couple of them knew. But it wasn't broadcast. I was burned out on flying jumpers. That's for sure. 3 engine failures on takeoff in 4 months will stress anyone out.

All altitudes. Students to 3.5 doing IAD. Experienced jumpers out after work, tandems, and AFF to 10K until dark. We had 5 Cessnas. 2 206s and 3 182s.

care to expand on that? Bet my Independence Missouri story is more fucked up than yours. I worked there Fall 95 to Spring 97........what you got?

Man, a shiver went down my back when I saw the title here. We had a good thing going at Independence. 15 minutes from downtown. Would fly 20 Cessna loads from 4 pm to dark some times during the summer during the week! Boy did it get fucked up. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Ummm....I dump in my track and I think I have a pretty good track. I know you've seen it before. I don't think you can make that leap that he doesn't track good if he dumps in a track. Chris

Don't think I didn't notice that!

Yes it would have. It's tough. Formation flying in large formations with lots of pressure and differing types of aircraft can be very challenging for any pilot. Glad all were ok. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Ughhh.....and was Raoul on a normal camera step or was he further back? What was causing the bobbles with the plane? Turbulence? Formation flying too slow? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

One more thing about canopy traffic. I have seen more and more people use the "kick" method of communicating under canopy. Just motion your legs like you were riding a bike if you are near another canopy. The jumper seeing this should motion the same in a "I see you too" response. Keep aware of other canopies in the area. It helps a lot when you know the other jumper has spotted you too. If they do not respond, then you can assume that A) they don't know what that means or B) they don't see you. [B]ALWAYS FLY DEFENSIVELY AS THOUGH NO ONE SEES YOU AND EVERYONE IS TRYING TO KILL YOU.[/B] You'll be ahead of the game. Also, if an official of the convention tells you not to do something DON'T FRIGGIN DO IT!!! They just might know something more than you. You know? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

This is the information that should appear in the "Welcome Book" that you get when you register, but we know that many people don't read it before jumping, so here it is. If you have any questions please contact me. Gary Peek ------------------------------------------------------------ Important Safety Information For Skydivers at the WFFC 1. Aircraft loading and exit The aircraft staff at the loading tents are an important source of information. They can provide you with the direction of the jump run, winds aloft information, the time between exits of groups on the same aircraft, and any information particular to the type of aircraft you will be jumping. Loading and Exit Order: Pay attention to the aircraft loader and approach the aircraft only from the direction indicated by the loader! Do not let your excitement or haste cause you to forget basic aircraft loading safety. (Propellers!) If there are any non-skydivers in the area who are not supervised, please watch out for them. The direction of the upper winds may require that Tandems exit first, so please be flexible and cooperate with the Tandem Instructors if they have a request. Otherwise the exit order will probably be flat flying groups from larger to smaller, then fast fall rate groups from larger to smaller. Exit: Spotting is done by the aircraft staff and they are very good at it. Do not second-guess them! Exit lights or other obvious methods are provided to tell you when to exit, so do not delay. Go to the door, give the count, and leave. The aircraft staff and other groups of skydivers behind you are counting on your ability to do this. Pay particular attention to the weight and balance issues with the aircraft. Do not place more jumpers to the rear of the aircraft than permitted. If you are in the later groups exiting, stay as far forward as possible. 2. Opening Altitude At the Convention there will be multiple aircraft dropping loads of jumpers over the same areas at short intervals. In order to insure that jumpers from an earlier load have descended below the opening area for the later load, you must not open high! You need to plan your deployment altitude so that you have a fully open canopy no higher than 3000 feet AGL, and you are expected to be familiar with the opening characteristics of the canopy you will jumping in order to do this. If you are jumping a demo canopy, you should consult the supplier of the canopy for advice on its opening characteristics. If you experience a premature deployment or other situation that places you above 3000 feet under canopy, you must either quickly descend below 3000 feet or fly your canopy away from the jump run in order to provide clear airspace for the later jumpers. 3. Landing: Consider all possible landing areas at the Convention. (Refer to the Convention site map.) The "main" landing areas near Manifest and the load organizer tents are large, but can become congested at times, particularly during periods of high jump activity. There are numerous alternate landing areas to consider, so remember, "land safe, not close." Hook Turns: Hook turns (turns more than 90 degrees to landing) are permitted only in the swoop pond hook turn area!!! Hook turns are extremely dangerous at the Convention and must not be done where they are not expected. Wind Indicators: There will be a large number of wind indicators at the Convention site, but they may not be the type that you are used to seeing. Many manufacturers have Windblades, and many skydivers have their own favorite wind socks and streamers. The normal airport wind socks are also present. Make sure to look for all of these indicators well in advance of landing. Notice: Wind indicators near the aircraft loading areas will be temporarily affected by departing aircraft! Landing pattern: The left hand landing pattern has become the standard in skydiving with few exceptions. On most jumps you will be opening in an area that easily permits a left hand landing pattern, so please think ahead, plan your landing pattern, and try to fit into the pattern well with other jumpers. If you open in an area that does not allow a left hand pattern, then change your landing area! Right-of-way: Another safety standard on landing is to give the lower canopy the right of way, because you can see them but they cannot usually see you. If you have a small canopy and descend below another canopy not descending as quickly, you must be very careful because this will suddenly change which canopy has the right-of-way. You must also not do this in order to gain the right-of-way, nor to expect it. No-Wind Conditions: Light and variable wind conditions can present some dangerous landing conditions at the Convention because the wind indicators may be changing, even while a load is descending. This causes some jumpers to be confused about the landing direction and to land in different directions. The best bet is to fit into a pattern with the jumpers landing before you, even if this makes your landing slightly downwind. If the winds are variable they will surely be light, and a downwind landing at those wind speeds should not be cause for concern. Concentrate on the landing and run it out. If you have any doubts about the landing pattern or direction, please land in an alternate or very open landing area, and use extreme caution. edit to add Gary's name where he just had his initials. I'm just reposting it here cuz I know some skydivers are so lazy they won't even click on the "Clicky" so graciously added above.

Cameraman hit the tail? What happened there? What kind of plane? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Probably said in jest but that's still not funny to me. You have a responsibility to not break yourself. Think of the hurt it does to our sport and local DZ when the press gets ahold of it. Your friends here are trying gently to nudge you away from a course that seems to agressive and others have gone down that same path before you. We see you as that friend on the train tracks with a train coming. Do you see the train coming? We seem to think we do. Step off the tracks please. Humor us. I would say that the lesson here is that you have more to learn on the current canopy than you think. Just burying the toggles and getting no flare should tell you you need to explore your current canopy further. Years ago at WFFC it went around that people were getting injured bad in high winds (turbulent) because they were exposing the topskin to the turbulence. Well, it's not exposing the topskin to turbulence rather than just flying your canopy through turbulent air that's the problem. When winds are calm you have a certain performance. But when winds are turbulent you have to expect a loss of performance. You need to increase your margins. Downsizing does not increase your margins. I really don't know what "better bottom end" is. If you double the speed on any wing you quadruple the lilft. That's basic aerodynamics. So having a better bottom end with a smaller canopy only means it is getting more lift because it is trimmed (possibly) to fly faster. Then when you turn it and add more speed you again increase the possible lift. So both canopies will have to suspend your weight (because that hasn't changed) with the same amount of lift. The smaller canopy will just have to do it at a higher speed because that's the laws of aerodynamics. So, going through a turbulent area with a smaller canopy will have a smaller margin to produce the lift you need. Are you still sure you want to downsize for the reasons you've stated here? Do you think you can land that canopy straight in without hooking it? If no, don't jump it. I can land my Stilleto 107 straight in without hooking at 1.6:1. Swooping is not a right. It's a privilege. [/stirn fatherly "chat"] Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

I'm sorry Kaaaaaate. Better?

8 years.

uh yah....we'll need the dark helicopters here in a bit......I've got a few more for you.