Andrewwhyte

Whenever a cop kills someone we have to take a very close look at the circumstances. This is the burden that comes with being the 'armed ones' on our streets. Every time a cop kills someone who didn't deserve it, it's a very bad thing. It is also bad, and much more common, for a cop who didn't deserve it to get killed. The overwhelming number of 'death by cop' incidents that have happened that I look into the details (which is a lot of them), I usually conclude that the cop was right.

Yes it is. Tandem is all about the money. That's why you have to take care of the passenger;because you took the money. If you think the've had too many cheetos and can't protect themselves on landing, then you have to refuse to take them. Is there a limit to what you are obliged to do in the air to protect them? Yes, I suppose there is. But if that limit is crossed before you leave the ground, you cannot, as a professional, get in the plane.

What part of refusing to convict don't you get?

Got a little comprehension problem there bud?

I would never do that. The milk is sure to be homogenized; way to fattening.

Whenever the US president visits Canada, Canadian security provides protection for our guests. The American bodyguards turn over their firearms when they enter. Then they go into a private room with packages someone brought in diplomatic pouches. I'm not sure what's in them.

Parasport Italia makes a protec reasonable facsimile in different colours.

This guy's lawyer should be disbarred for incompetent jury selection. The laws in Canada would have this guy convicted for second degree murder or manslaughter. The history in similar cases however has jury after jury refusing to convict. The law is an ass, but the people tend to use common sense.

Well we do do that. I don't want to leave the impression that we show them a vid and gear them up. The bare minimum training with a TM will include rig familiarization, exit practice, body position practice and landing practice. My original post merely said that DZ efficiency does put pressure on training on busy days, and it does.

Actually what I was saying was not necessarily true was Chris's assertion that aircraft efficiency is purely the manifestor's problem; if the tandems are not ready then someone else should fill the plane. At our DZ if the tandems are not ready, the aircraft shuts down. Anyone familiar with turbine operations knows that that will make the operation financially untenable very quickly. Of the five Canadian DZs that have turbine aircraft we are the smallest except one only in their second year. The margins on the aircraft are tenuous at best. We are a tandem mill. We also have a school. They are not connected. CSPA does not consider tandems as a training tool. This is not to say that I don't use the tandems for training on passengers who indicate they want it (providing I have time). It does mean that students who indicate they want to learn to skydive are encouraged to take the fjc right away.

We tend to take the 'three in three months' rule more seriously than the 'one in the last thirty days' rule up here.

This is not necessarily true. The volume of jumps on a DZ can be limited by many things. Some DZs are limited by air power. In this case a good manifester keeps the plane at full capacity all day long. Other limiting factors can be customers, staff or equipment. At our DZ our biggest limiter is customers. We have more than enough air power every day except boogies and usually have shut downs during the day. Due to our proximity to town (we are >30min from Vancouver city limits) we book Tandems by the hour and so tend to have a 'rush hour' when equipment is the limiter. TMs will often jump on back to back, or back to back to back King Air loads in order to keep the aircraft running. This tends to swamp the packers. The solution is to shut the aircraft down and have some TMs as well as the DZO/pilot pack up while the other TMs train and gear the next batch. Is this an arguement for streamlining training? Well yes it is. Some senior jumpers are required on each load, or on a middle load in order to make the loads full and continuous. If they are made to hang around all day like staff rather than customers, they will soon go elsewhere. Also the customers tend to get cranky if they are told they have a two o'clock tandem and have not jumped by four.The result is that when the limiter is equipment or (and especially) staff there is a strong financial incentive on both TMs and the DZO to 'move it.'

Feel free to go fuck yourself.

Only in the short run. Whether or not OPEC switches to the EURO, all that cash GWB has been pissing away that he doesn't have is going to cause inflation in the US SOON.

This is not an issue in Canada. Neither is the pilot responsibility one. If it came to increasing my safety at the expense of an overregulatory government I know which I would chose. As a matter of practise I tend to get repacks around visits to other dropzones. As I was broke during the time I referenced I was only jumping for work and not visiting other dropzones. Our dropzone believes that licenced jumpers are responsible for their own equipment.

This is why we are so very happy that Transport Canada does not regulate skydiving.

If we are getting out at 3k the pilot will slow down to 80mph for us. That's because the only passes at that altitude are in Cessnas. Bill must be getting soft in his old age doing more than one pass on a load.

Well Gerryfuss I hope you get to see your license in Canpara soon. Since you are so adamant that canpara can be better I expect we'll see your name in print often as purplened can always use contributions for the mag.

Buy all used for your first set of gear. Rigs as a rule look like shit unless they have the reserve they were built to receive. If you wait until you find a used reserve until you order your rig you will be renting most of the year anyway. The other reason is that the rig that fits your first main canopy will not be that great for subsequent smaller ones. If you are paying new, you want it to look good for a long time. If you sell your used rig in a year you lose a bit. If you sell your new rig in a year you lose a lot. It's like a new car, the value falls drastically the first ten minutes you own it.

UPS does not do borders well. FedEx tends to be pricier but the service is better.

Tandem students leave a lot of sunglasses lying around. I haven't bought a pair in years.

So, my reserve is due, so is my cypres. I don't the money to send my cypres away. If I get the repack Riggerrob will have to take the cypres out. Is it more dangerous to jump an out of date pack job or without a cypres?

I once had a malfunction dream in which I cutaway from five or ten canopies in sucession. I just kept having malfunction after malfunction.

Are you sure it was in the late 80s? If it was the guy was using an F111 PD, which makes it more impressive.

The good news is you will not have the falling dreams that everyone else gets ever again. The bad news is now you get malfunction dreams. They are not necessarily skydiving related, just general anxiety related. My very uneducated opinion.