WV177RG

Drones (UAVs) were sighted twice at Skydive Pepperell (MA) this weekend, reportedly hovering at about 60' over the windblades that mark the perimeter of our landing area. Potentially serious hazard to skydivers and jump aircraft. Info passed along by a Load Organizer/AFF Instructor. DZO notified FAA. Any other DZs encountered this problem lately? What steps are you taking to combat the problem?

Sounds like a great step forward in the interest of safety. Thanks for your prompt reply.

Pilots, mechanics, controllers, et al, have access to NASA's ASRS (Aviation Safety Reporting System) program. USPA could adapt this reporting system to benefit the skydiving community. A few critical points from the ASRS website: "ASRS captures confidential reports, analyzes the resulting aviation safety data, and disseminates vital information to the aviation community." "Based on information obtained from this program, the FAA will take corrective action as necessary to remedy defects or deficiencies in the NAS. The reports may also provide data for improving the current system and planning for a future system." Re: immunity: "Regulatory Restrictions. Title 14 of the Code of Federal Regulations (14 CFR) part 91, § 91.25 PROHIBITS the use of any reports submitted to NASA under the ASRS (or information derived therefrom) in any disciplinary action, except information concerning CRIMINAL OFFENSES OR ACCIDENTS that are covered under paragraphs 7a(1) and 7a(2)." (CAPS are mine; can't access italics on this device.) So far, FAA has honored their promise of immunity from legal/certificate action as long as the event described in the report can't be categorized as an intentional violation of the FAR's (pilots ARE allowed to deviate from the rules to the extent necessary to meet the demands of an emergency), deviations occurring during the conduct of criminal activity, and events resulting in accidents meeting the legal definition referred to in the paragraphs cited above. The report's identification strip is removed upon arrival at NASA's facility. The submitter receives that identification strip via return mail, and has a window of three years during which they can invoke the immunity provision should the FAA somehow independently find grounds to pursue certificate action. IIRC, the report must have been submitted to NASA within ten days of the reported event. I've filed numerous ASRS reports as a result of equipment failures, operational issues (eg., taxiway signs which construction crews turned to point the wrong way during noreaster conditions), and aircraft emergencies during which it was necessary to violate one or more FARs. The FAA never came back to me over any of these issues, but I did receive one valuable followup call from NASA requesting further information when the volume of landing gear system failures reported for the C-177RG prompted them to investigate the situation in hope of finding a cure for problems with the hydraulic pumps, switches and gear warning system. (I hope this info is appropriate to the current thread.)

"A few young, hot-shot pilots enjoy exceeding the red-line..." Airspeed indicator redline is not the only limiting factor: structural failure can occur well below redline. Two critical speed limitations are Va and Vno. Va is design maneuvering speed. Va is NOT marked on the airspeed indicator. It changes with aircraft gross weight. Fly below Va for a given gross weight/loading and the aircraft will stall aerodynamically before reaching its design load limit, preventing structural damage. This provides a margin of structural protection in turbulence and during increased G loading maneuvers. (Yank and bank, etc.) Vno is maximum structural cruising speed for PISTON powered aircraft (C-182, etc.) This is the border between green (normal) and yellow (caution) arcs on the airspeed indicator. Vno is based upon maximum certificated gross weight and resultant wing loading. We should only fly in the yellow arc in smooth air, and with no abrupt flight control inputs. TURBINE powered aircraft (Twin Otter, etc.) ASI's typically have no yellow arc/Vno. Structural certification rules allowed us to operate up to redline (Vmo/Mmo--maximum operating speed/maximum mach operating speed) in normal regional airline service without undue concern over potential structural or flight control damage. Additionally, hitting airspeed redline due to gusts, etc., would trigger 1,000 cycle tone and red WARNING light, alerting us to reduce power and airspeed back to normal operating range. Light aircraft don't usually have these reminders. Local Twin Otter pilot was notorious for deliberately exceeding aircraft limitations despite numerous pleas from pilots and jumpers to stop. Shortly after leaving for another dropzone, he induced aerodynamic flutter in flight controls and structural damage in his new employer's Otter after deliberately diving the airplane beyond its limitations. Lucky he wasn't killed. Skydivers rely upon our jump pilots to provide safe transportation to (and sometimes from) altitude so we can enjoy this fabulous sport as safely as possible. A huge thank you and shout out to our Otter and Caravan pilots who flew four days of nonstop safe, efficient loads at our Skydive Pepperell Boogie concluded last night--great job guys!

Hi. 6'4" 210--I sympathize, especially riding to altitude in C-182. We have more surface area to control than our colleagues. Our rigs are larger. Video of your exits would be invaluable in revealing how closely your body position and orientation to the relative wind resemble what you've been taught. Look to your instructors for guidance. Also, have them explain aircraft pitch attitude on exit: leaving a Twin Otter or Caravan door with the aircraft tail low increases possibility of striking tail, especially if you inadvertently spring up when you launch. You'll have more exit position options after your student progression. I enjoy diving exits solo, but prefer outside floater positions for relative work = easier to maneuver my frame into exit position, gives me time to check the spot, look for traffic, dig the sky, clouds and my colleagues. Floater track back "up" to formation is fun! Good luck, relax and enjoy your student jumps!

Excellent article! Same pattern manifests in flying. Unfortunately, the ones who need this advice most are usually the least likely to accept it. Hope you save some of our brethren from proving, once again, that Darwin was right in his speculation as to why some family trees end prematurely. (Boston driving takes this to a whole new level.)

Dear David, Monday will mark five years...where have they gone? We miss you every day. Yesterday, we lost little Alice. Please look after her and play with her up there until we see you both again. Fly fast, fly safe! xxxooo, Marianne and Jim PS: Give Howard our love, too. "It's not the number of breaths we take--it's the moments that take our breath away."

197...my best friend received #1. His family was devastated. But they stopped the draft and we weren't called to go. He went on to make great contributions to his community as an eye surgeon. I vividly remember a day from our high school social studies class: our teacher asked if we'd go to Vietnam if drafted. I was one of only two or three who said we would. The others detailed plans to run to Canada or otherwise escape Uncle Sam's call. She got in my face and screamed at me for four or five minutes. Afterward, she told us her brother had been killed on Hamburger Hill. I expressed my condolences, then respectfully explained to her that, as a citizen of the United States enjoying the freedoms won through the sacrifices of previous generations, I felt I had an obligation to serve if called. Some years later, I flew in the CRAF (Civil Reserve Air Fleet) through the Northwest Airlines system, ferrying troops in support of Operations Desert Shield and Desert Storm. Several of my airline colleagues were a few years older than I, Vietnam vets from the Army (Airborne and Special Forces), Air Force, Navy and Marines, plus a couple of spooks and Air America types. I was honored and privileged to fly with them. Thank you all for your service. "It's not the number of breaths we take--it's the moments that take our breath away."

Watch this gruesome video of a B-52 (bomber with 8 turbojet engines) pilot botching a buzz job. Then ask yourself if his other crewmembers agreed it was ok to die that very day for HIS stupid ego. https://m.youtube.com/watch?v=7-S_NM--evM Airshow pilots who perform aerobatic maneuvers in aircraft not "certificated" as aerobatic have demonstrated proficiency in the extreme, and have qualified for and been issued a Certificate of Waiver/Authorization by the FAA. As a 7,200 hour ATP (airline transport pilot certificate) with several years skywriting and banner towing, flying aerobatics in non-aerobatic WWII vintage aircraft within the provisions of FAA issued COAs, I limit my personal aerobatics to certified aircraft or freefall. I defer to Bob Hoover and his peers--they are TRULY extraordinary pilots. An arrogant Twin Otter pilot pissed off a lot of local jumpers here with his flying and attitude a few years ago. Shortly after moving on, he made national news when he induced structural failure in another DH-6's flight control system while exceeding flight limitations for that aircraft. Came very close to destroying the aircraft, himself and probably the aircraft owner and his business in the post-crash lawsuit that would have ensued. The risk to unsuspecting/uninformed passengers just isn't worth it. (Text at the conclusion of B-52 crash video reads, "THE END." Amen.) "It's not the number of breaths we take--it's the moments that take our breath away."

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Pardon a flying fossil for omitting the personal stuff first time around: My dad said I was the only kid he knew whose heroes were the Mercury 7 Astronauts and the members of the Boston Symphony…to which I added the cast of Ripcord. Lurked skydiving/flying from the time I dragged my folks to the ’62 World Championships at Orange, MA until I started flying in ’78, skydiving in ’93. (No, not 1893!) 52 years later—how is that possible?—I cherish my amazing extended skydiving family, exercise my C License when I can, hold an ATP certificate with 7200 hours as a retired regional airline captain and barnstormer, skywriting and banner towing over the east coast in WWII vintage aircraft. POPS #5215, now SOS #1860, I’ve been lurking dz.com for over a decade. (I read a dozen of you religiously.) In my “Clark Kent” life, I’m approaching 30 years with “that other Pops” organization located in Boston as a guest conductor, staff conductor and violinist. At the DZ, I’m just another fun jumper. I once overheard a young lady ask Sir Colin Davis for advice regarding the road to success as a symphony conductor. He shot back, “Keep your bloody ego out of it!” Words to live and fly by. Thanks to all of you for preserving this magical sport! "It's not the number of breaths we take--it's the moments that take our breath away."

Skydive Jersey Shore was located at BLM--Belmar/Farmingdale airport (formerly Allaire, then Monmouth Executive.) Owned/operated by Mike Harger from about 1998-2013. Mike's a great skydiver and instructor. The airport was reportedly sold to an investor group who wanted to drive skydiving, banner towing and other local businesses off the airport to facilitate revamping its image and attract bizjets. From The Star-Ledger, 11/22/2013: "Richard Asper, chairman of Aviation Professionals Group, which orchestrated the negotiations, told the newspaper Wall Aviation is trying to attract owners of '$50 million aircraft as opposed to $50,000.' " Sad for NJ skydivers. Beautiful location. One of my stops while barnstorming the east coast in a 600 HP Stearman years ago. "It's not the number of breaths we take--it's the moments that take our breath away."

Thanks to our pioneers for making human flight possible. To Tiny Broadwick, Jacques Istel, Joe Kittinger, Jr., Nate Pond, Bill Booth, Deanna and Norman Kent, Pat Works, the cast/crew of Ripcord and The Gypsy Moths, and countless others for firing my imagination since I dragged my parents to the '62 World Meet at Orange. To David Hersey, Howard White, Old Weird Bill (OWB) Coffey, The Air Adventures Boys (Rich, Ian and Tommy), my incredible wife Marianne, and the great folks at Pepperell and Jumptown for accepting me into the fold. And to you, our extended skydiving family, caretakers of skydiving's precious history and pioneers of the next era: Fly fast, fly safe! "It's not the number of breaths we take--it's the moments that take our breath away."

Hi Bill. If you haven't seen it already, there's a photo of Mikey on page 18 of October's Parachutist. You might find him at Sky's the Limit in PA. --J.