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There used to be a Rigger at E/782d (the 82d Abn's Rigger Unit) named Dearth. D-E-A-R-T-H. With a quota of 25 round mains a day, you tend to get very quick and efficient. He would kinda "hump" the r when signing his last name in the logbook, so occasionally it would appear as D-E-A-T-H, much to the alarm of the jumper using it. Respectfully, SP

John is the MAN! Everything he teaches really works. He is honest and tactful in his teaching approach. I have attended three of his seminars and I use his techniques often. They are also available on the Perfromance Designs website. Respectfully, SP

Food for thought for high winds: -Your margin for error while spotting is significantly decreased. -The "wind cone" on high wind days is very narrow. Get outside of it, and you won't make your intended landing area. -Turbulence is a factor. Land away from tree lines, hangars, etc. out in the open. At our DZ (Raeford, NC) we have a huge rotor when it's windy (The Raeford Dragon). When it's windy, I land way out in the student landing area. -Watch that gust spread. If the winds are a nice 8 knots, but now and again they spike up to 19 knots, you may want to call it a day. My rule of thumb is that when the gust spread hits 10 knots, I stay on the ground. -If you are lightly wing loading a canopy, you may be affected more by high winds, gusts, and turbulence. -Fly your canopy at 25% brakes in turbulence to keep it pressurized. -Set personal limits. Only jump in what your experience level can handle. If you are highly experienced, don't get complacent, and be carefuly how you influence those who are inexperienced around you. -And remember that Murphy lurks . . . the time he chooses to lay a malfunction on you is when it's really windy and the spot is not so good. Then you may have to land in a parking ot between cars with your reserve. -Who's call is it? First, it's YOUR call. Don't be influenced by others to jump in conditions you are uncomfortable dealing with. And, if the pilot, S&TA, organizer, or other DZ authority figure says "no-go" then respect his decision. He has EVERYONE's best interest in mind. Respectfully, SP

-When it's windy, you don't need to flare as much to stop the canopy for landing. You may not need to flare as high off the ground either. Concentrate on the ground coming up, then smoothly flare until the canopy stops moving forward - that's all you need. -"Cross-gusts" happen - sometimes even if you're on the wind line. First, when it's windy, make sure you ARE on the wind line. That will increase your likelihood of success. Second, our natural reaction to a cross gust (feels like we're falling) is to stick out a hand to regain our balance and catch ourselves. Of course, with a toggle in your hand, you actually aggravate the sideways movement caused by the cross-gust and "auger" into the ground. The fix: Resist the natural instinct to throw that hand out. Do a small "cross-turn" back into the wind line to put you squarely back under the canopy so you can stand up. For example, a right "cross-turn" is accomplished by pulling down slightly on the right toggle, while letting up slightly on the left toggle. SMALL corrections. Do it once correctly and the light will come on for ya! Respectfully, SP

I prefer the spandex pouch for a hand deploy, especially a BOC. Even though spandex is not as durable as cordura or parapack, replacement of a BOC pouch is not that difficult a job for a good Rigger. Respectfully, SP

Bumping my own post . . . my fave was a demo I did into a city square in Birmingham, England. Difficult, but worth it because of the hospitality. Can you say Guinness and steak & kidney pie? And more Guinness? Respectfully, SP

Chiming in on my own post . . . my favorite jump as far as planes are concerned was out of the B-17 used to film the Memphis Belle. Out of the bomb bay. It was easily the best. As far as utility goes, the Casa 212-200 or 300 is tops. Respectfully, SP

Anything that is designed well and put through a significant testing process will consequently perform well if used correctly. "Idiot proof" connotes that NOBODY can screw it up. That's nearly impossible in most cases. As Bill Booth says, "the idiots are smarter than I am." Use the piece of equipment as it was designed, and it will work as it was designed. An incorrectly assembled 3-ring assembly that caused the cable to be sucked through the grommet does not warrant a redesign. Rather, it warrants better education for the person using it. As far as the lad who was spied getting ready to board the plane with the misrouted 3-ring - that's a strong case for spending some time with your Rigger to gain a basic education of how gear functions and why. Even if you never want to be a Rigger, it might save your life or someone else's. Of course if it was his Rigger that hooked it up, he has other issues to overcome first! As for me, I hope you are looking at my gear as well, because I will be looking at yours. Let's take care of each other! Check your gear before you put it on - every jump. Get a gear check before you get on the plane. Check your gear before you exit. Respectfully, SP

I am 6'2" and have a large frame. When I jump military rigs with a spring-loaded pilot chute, I always check over my shoulder by turning my head to the right to ensure the pilot chute launches. If I don't it almost always hesitates in the big burble behind me. Pull your ripcord and look over your shoulder until the pilot chute launches. Respectfully, SP

If it's a metal screw, use Loc-Tite! You want the kind in the red bottle that will still allow you break the screw free with a screwdriver (I don't think superglue will do that). Be careful not to get Loc-Tite on any plastic parts, as I believe it is harmful to most plastics. Respectfully, SP

Yet another blank: "The coolest formation I was ever in was ________" Respectfully, SP

Another blank to fill in: "The coolest location I ever jumped into was ___________" Respectfully, SP

Fill in the blank: "The coolest airplane I ever jumped from was ___________" Respectfully, SP

The only true way to determine whether your new canopy will fit is to pack that type and size in the same type and size container. The harness/container and canopy manufacturers cooperate well doing this, and with the exception of newer models, they have already done it. The advice to call the manufacturer is correct. The folks at SunPath are very helpful. You will find that conversation a pleasant one. Personally? I think it will fit, but it's gonna be a little tight. No worries! Respectfully, SP

That looks to be a Cessna Caravan. I looked up the tail number: N-number : N430A Aircraft Serial Number : 208B0415 Aircraft Manufacturer : CESSNA Model : 208B Engine Manufacturer : P & W Model : PT6A SER Aircraft Year : 1994 Owner Name : KAPOWSIN AIR SPORTS LTD Owner Address : PO BOX 8 KAPOWSIN, WA, 98344-0008 Registration Date : 20-May-1999 Airworthiness Certificate Type : Standard Approved Operations : Normal Respectfully, SP

More F-27/C-31 info: http://www.usarec.army.mil/hq/GoldenKnights/Aviation/fokker.htm http:// www.mmgmdrunen.cistron.nl/f27.htm Enjoy! Respectfully, SP

U.S. Military Free Fall procedures: Look, Grab Look, Grab Arch Pull, Discard Pull, Discard Check reserve canopy I interpret the procedure quoted in the original post as referring to intitially discarding the main ripcord and/or main toggles if you already have them in your hand(s). Suspended harness training isn't just for students anymore! Respectfully, SP

The Golden Knights' Fokkers are designated by the military as C-31s. The drop speed is 115 KIAS. It is more difficult to exit than other side doors because of the drop speed, the proximity of the engines to the jump door (prop blast), and the way the door angles in toward the rear. You have to exit aggressively. Those particular aircraft have enough seats for about 34 jumpers. They are configured with standard web troop seats in the rear, and airline seats in the front for the Demonstration Teams to travel in. During airshows, the 6 seats nearest the jump doors are reserved for the local media, who ride along as the team does their show. Respectfully, SP

Geoff is right. The RSL riser should release last. Your rig is fine! He is also right about the cutaway cable length being custom fit to each rig. I know that Javelins and Vectors are built that way. Of course, if you lose your cutaway handle and replace it with a new one, you may have to trim the ends to get it to fit correctly. Your Rigger can do this for you with a pair of cutters and a lighter. Kudos to you for being that observant! Respectfully, SP

Not at Quincy, but . . . I jumped the B-17 used to film the "Memphis Belle" movie. Jumped it from the bomb bay (left side). Exited facing aft, did a froot loop, and dove down to catch up with my pals. When it comes to aircraft, that was my favorite jump. Shoot, RIDING in that airplane was a blast (from the past). Worth it, for sure. Respectfully, SP

Neat is good. Clean folds, straight lines, and being sure of yourself are good too. BUT, neatness only goes so far. You can only make the pack job so neat . . . kinda like putting make-up on an ugly woman - she's only gonna look so good, after a while it's just overkill. I recommend gathering tips from several sources and trying them all. Most of us who have been at it for a while don't do anything revolutionary; rather we take little tips and tricks we have stolen from others and put them together to make them our own. I jump a Silhouette 210, and I currently use a combination of Billy Weber's P.R.O. pack (from the "Pack Like a Pro" video) and Beezy Shaw's "Psycho" pack. http://precision.aerodynamics.com/psycho/psycho_pack.htm If it's too windy, I am SUPER slow at that pack job, so I just flat pack it. Good luck! Respectfully, SP

If you really want to see what it's like just for the experience, then go for it! Otherwise, I would spend my time and money on whatever part of the sport interests you most. If you decide to become a Tandem Instructor later in your skydiving life, you will ride in the front during the Tandem Instructor Training Course anyway. If you're looking to have your cake and eat it too, wait until a skydiver friend that you trust is making his requisite jumps with experienced skydivers after completing the course and before being rated to carry paying customers. Riding the front is different, and not for everybody. Respectfully, SP

-One tandem jump means you're not a wuffo anymore. If you've done it once, you understand. -One tandem jump does not make you a skydiver. I did not consider myself a pilot until I passed my checkride. Now I'm a rookie pilot. So, I would say that once you have been cleared from student status, you are a skydiver. A fledgling, but a skydiver. Respectfully, SP

Silhouette is the most popular I believe. Just say no to Turbo ZX's! Respectfully, SP

Just make sure you clear your bridle attachment point and bring it to the top of your accordion fold before you put it in the bag. No top skin damage here! Respectfully, SP