slotperfect

We really don't need two discussions on this topic. I know this thread was posted first, but the other one's subject line is more likely to keep people coming to read and discuss this new canopy. http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=3196396;sb=post_latest_reply;so=ASC;forum_view=forum_view_collapsed; Arrive Safely John

I am using IE 7.0 and it happens to me too on occasion . . . Arrive Safely John

He wears that for night jumps and doesn't need chemlights. Arrive Safely John

I would like some opinions from people like DZOs or school owners who have purchased a particular bright canopy color because it is easy to see. So, what color do you think is the most visible: -against a blue sky? -against an overcast sky? -against a green surface (east Raeford) -against a desert surface (e.g. Eloy) I am looking for one color that would work the best in all of those environments. Thanks in advance . . . Arrive Safely John

I would normally recommend you stay in Pinehurst or Southern Pines, but this is the beginning of high season - availability will be slim and rates will be at their peak. Your wife would love it here, but your wallet might not during this time of year. Raeford Parachute Center is about 35 minutes from Pinehurst Village, 30 minutes from Southern Pines, and about 25 minutes from Aberdeen. All are convenient to the "things to do" in the Sandhills area - lots of shopping (shoppes with an "e" not malls) and lots of history. I can hook you up with maps/directions if you decide on that area. Arrive Safely John

Yours was not the comment from the other thread I was referring to . . . it really doesn't matter who it was. What matters is that I had never heard anyone say that before in 23 years of jumping and I was interested in seeing where else it shows up. I searched the SIM pdf for "toggles" and found numerous references. I found references to keeping hands in the toggles while performing riser maneuvers, but nowhere did I find any guidance on keeping hands in toggles once released. Arrive Safely John

What kind of a budget are you on?? Arrive Safely John

This statement was made by a couple of folks in the "loosen the chset strap" thread in General. More specifically, a jumper should never take their hands out of the toggles once they have released them and begun to fly the canopy, until the canopy is collapsed on the ground (my interpretation). 1) Who teaches this? 2) What is your reasoning behind it? 3) What are the positive things that come of this habit? 4) What are the negative things that come of this habit? I am interested in some conversation on this topic . . . first I'd like to hear what everyone's experience is with this topic. Arrive Safely John

There's an ad on page 9 of this month's Skydiving Magazine: "Storm." Arrive Safely John

When the pilot says it's safe for you to get out . . . if you move to the door before he gets the aircraft trimmed to compensate for the loss of power you could cause the airplane to stall. This has killed entire plane loads of jumpers before. This is one point I forgot to make earlier. Taking the time to put on a helmet, gloves, or whatever can cause significant problems for the last of the jumpers getting out behind you. Bottom line: the only thing you really need to bail out of a crippled plane is your properly adjusted rig. You don't need a helmet, altimeter, etc. Getting out and getting open once the pilot says go are the most important things. Arrive Safely John

http://www.dropzone.com/cgi-bin/forum/gforum.cgi?post=603593;search_string=tandem%20poll;#603593 Arrive Safely John

I loosen the chest strap on every type canopy I jump once I have gained control of the canopy, cleared my airspace, and poined myself in the right direction. I have done it for years. Arrive Safely John

Normal operating schedule is W-F. Call the school and get more details: (910) 904-0000. Arrive Safely John

Here are some more thoughts on planning for emergency exits: -Have your rig properly adjusted when you board the aircraft. If there is a structural failure at low altitude and you bail out with loose leg straps, your deployment handles are not going to be where you thought they would be. -Tandems: have your student's harness adjusted properly (vs. leaving the MLW & diagonals slightly loose for "comfort.") I realize this is a point of contention among TIs & Examiners, but having had two tandem emergency bailouts with students wearing properly adjusted harnesses I can tell you this is a good habit to get into. I was hooked up with side attachments tightened down, and ready to leave in less than 30 seconds each time. -Know how to open the door(s) on your aircraft through which you may have to make an emergency bailout. The staff member of "person who always does it" on your load may be incapacitated leaving it up to you. -Stay alert. The most dangerous part of your airplane flight is the takeoff and climb to your minimum bailout altitude. If you are asleep, you will already be way behind the power curve if the 182 engine quits at 1200 feet. -Know your "chain-of-command" in an emergency situation. The bottom line is that the pilot is in charge of the aircraft. If there is a designated organizer or jumpmaster on the plane, they should be the ones talking to the pilot if seating arrangements allow. Everyone else should stay quiet. -When an emergency happens, prepare yourself for exit in place, but don't move. The pilot needs to trim the aircraft to level flight before the weight and balance changes. Once he gives you the go-ahead, you can bail. -Choose your equipment carefully. I have seen people jump barefoot and wondered how they would fare landing crosswind in a concrete parking lot if they had to after a bailout. -If you bailout and make an off-DZ landing, check in with the DZ staff as soon as you make your way back to the DZ. It would be a shame for the whole DZ to be lined up combing through the woods for you when you are in your tent drinking Mescal to calm your nerves. Arrive Safely John

Please contact the seller (dragraceit) by clicking "Contact Seller' in his classified ad - or send him a PM. Thanks. Arrive Safely John

Engine problems: 1) UH-60 "Chip" light. Landed without incident. Pilot would not let us out despite the fact that we were already at 8000 feet and close enought to the edge of the DZ to land safely. I was the JM . . . I insisted, he said no. He was in charge so we landed with it. 2) U-21 port engine failure traveling home from PIA Symposium in Orlando. We had one less parachute on board than the number of GKs along for the ride. Effortless landing in Daytona with one engine. 3) C-31 master caution light in the starboard engine. Pilot shut it down and we landed without issue at Love Field in Dallas. Pilot did not want us to exit because of the dense residential area. Bailouts: 1) C-130. While conducting some tests from 25K FT I was along as an O2 Tech with three others. Fire warning light #3 engine after the jumpers were already gone. Loadmaster told me no smoke or flames, so I asked to get somewhere in the vicinity of the DZ. Pilot descended and got us in the ballpark. We did a hop and pop from 12K FT about 4 miles from the DZ and landed on target without issue. No actual fire - frayed wire. 2) C-130. Tandem. Fire warning light at 4K FT. Hooked up quickly and bailed out without issue. Passenger I had with me was making his 8th tandem. No actual fire - sensor problem. 3) Twin Otter. Tandem. Port engine failure @ 5K FT. Pilot trimmed the aircraft to level flight at 4K FT and flew two passes: first for the experienced jumpers, second for two AFFs and two tandems. Jumpers and aircraft landed without issue. Next? Arrive Safely John

Thanks for the updates luv . . . all of our lads here have been trained by Dave at one time or another. I'm sure he will get a phone call or two. Arrive Safely John

I believe he has a conflict: http://gaylife.about.com/gi/dynamic/offsite.htm?zi=1/XJ&sdn=gaylife&cdn=people&tm=181&gps=85_5348_1276_660&f=00&tt=2&bt=1&bts=0&zu=http%3A//www.sfpride.org/ Arrive Safely John

I am in town for a change . . . count me in. I will be glad to help out with the tandems, and I will jump in on some of Will's loads to astonish those of you who have never seen me jump out of an airplane without someone or something strapped to the front of me.

UPT/RWS Tandem system weight limits are rigged weight (also known as all-up weight or gross weight), not suspended weight. Vector I Tandem w/360 Highlifter Reserve = 450lbs (as per phone conversation w/Mark Procos @ UPT) Vector II Tandem w/PD360 Reserve = 500lbs (includes PD421, PD500, EZ384, EZ425, Sigma 370 & Sigma 395 mains Sigma Tandem w/PD360 Reserve = 500lbs http://www.strongparachutes.com/Documents/PDF_Files/DHTman98.pdf Micro Sigma w/PD360 Reserve & Sigma 340 main = 500lbs (as per phone conversation w/Mark Procos @ UPT) Strong's weight limits are listed as suspended weight: Strong Dual Hawk with: -SET400 main = 500lbs -SET366 main = 460lbs -Master 425 main = 500lbs -T500 main = 500lbs http://www.strongparachutes.com/Documents/PDF_Files/DHTman98.pdf (search the word "weight") Arrive Safely John

Remember the Icarus Ridicarus? Arrive Safely John

I had three reserve rides due to the military version of the Sentinel (MK2100) fired high requiring a canopy transfer. I am not a Sentinel fan. Arrive Safely John

I would suggest caling Roger Allen at ALti-2 and see if he can point you in the right direction. If there is anyone still servicing them with a stockpile of parts he might know. Arrive Safely John

The Sentinel was a pin puller only - no loop cutter. Arrive Safely John

That search box searches the entire dropzone.com website. Use the "Search Posts" link in the Forums tool bar instead - it's much more effective and will sort the results by post date like you are looking for. Arrive Safely John