ozzy13

ok Again not true. You can land a pilot chute in tow. I have seen it and all are walking and talking. No where does your post say reserve pilot chute. Agreed Have a nice day Never give the gates up and always trust your rears!

First let me say good job not giving up. Their are reasons why we have BSR's I see you broke a few. Don't chance fate to many times my friend. Do you guys at that dz do gear checks before leaving the plane? The guy in front of you in yellow looked like his flap was half way coming out. Just one question. Why did you wait to remove your toggle for so long?It also didn't look like you flared at all. Never give the gates up and always trust your rears!

I'm sorry but you are deffentlly wrong. To generalize a statement like this is foolish. I'm sorry. I have seen a few pilotchutes in toe land. It's funny looking because you see a fully inflated pilotchute fling behind the jumper as they come in. Never give the gates up and always trust your rears!

We did very well, finishing with the Bronze Medal against two formidable Gold & Silver Medal teams - just 4.9 seconds behind the Silver team. This was a 10 Way speed event; all that crap about flying your slot before taking grips is for another day. HUGE fun ! I tried to post a picture AND a vid of my cutting away the main, but have had no luck with either. Post video on you tube and post the link here. Never give the gates up and always trust your rears!

H. Equipment emergency procedures total malfunction Note: Some schools teach partial malfunction procedures as an alternative to the following procedures for when the parachute has been activated but has failed to deploy. 1. Return to the arch position. 2. Ripcord systems: Discard the main ripcord if extracted. 3. Look for and locate the reserve ripcord handle. 4. Pull it all the way out to activate the reserve parachute. 5. Arch and check over the right shoulder for reserve pilot chute deployment. partial malfunction Note: On single-operation systems, pulling the reserve ripcord releases the main canopy first before deploying the reserve. Partial malfunction procedures for a single-operation system (SOS) are the same as for a total malfunction. 1. Check altitude. 2. Return to the arch position. 3. Ripcord systems only: Discard the main ripcord. 4. Locate and grasp the cutaway handle. 5. Locate the reserve ripcord handle. 6. Pull the cutaway handle until no lower than 1,000 feet. 7. Pull the reserve ripcord handle immediately after cutting away orby 1,000 feet, regardless of stability, to initiate reserve deployment. 8. Arch and check over the right shoulder for reserve pilot chute deployment. 9. Cut away above 1,000 feet. a. If a malfunction procedure has not resolved the problem by then, deploy the reserve (requires a cutaway with an SOS system). b. In the event of any malfunction and regardless of the planned procedure or equipment, the reserve ripcord must be pulled by no lower than 1,000 feet. other unusual situations 1. Premature container opening in freefall (handdeployment only): a. Attempt to locate and deploy the pilot chute first (no more than two attempts or two seconds, whichever comes first). b. If the pilot chute can't be located after two tries or if deploying the pilot chute results in a partial malfunction, cut away and deploy the reserve. 2. Both parachutes deployed: a. Biplane (1) Do not cut away. (2) Steer the front canopy gently using toggles or leave the brakes stowed and steer by pulling on the rear risers. (3) Leave the brakes stowed on the back canopy. (4) Make a parachute landing fall on landing. b. Side-by-side (two alternatives) side-by-side alternative one If the two canopies are not tangled, cut away and fly the reserve to a safe landing. side-by-side alternative two (1) Steer the dominant (larger) canopy gently using toggles or leave the brakes stowed and steer by pulling on the rear risers. (2) Leave the brakes stowed on the other canopy. (3) Make a parachute landing fall on landing. c. Downplane: Cut away the main canopy. Illustration 4-A.4 Illustration 4-A.4. When both canopies deploy, they tend to stabilize into one of three configurations shown. 3. Canopy collision: a. Jumpers must avoid collisions with other jumpers under open parachutes. b. If a collision is imminent, in most cases both jumpers should steer to the right. c. If two jumpers collide and entangle, they must communicate their intentions before taking further action. d. If it is too low for a safe cutaway (below 1,000 feet) and thecanopies are uncontrollable, both jumpers should deploy their reserves. Note: Deploying the reserve on a single-operation system necessitates a cutaway. premature deployment in aircraft 1. The student should attempt to contain the open parachute and inform the instructor. 2. If the parachute goes out the door, the student must follow immediately before being extracted. Its all in the sims section 4 cat A http://www.uspa.org/SIM.aspx This malfunction is a fast one. Not much time to think. Try to keep it as simple as possible Nothing out go to silver. Something out cut away and open reserve is what i was told. It is funny because when I went for my Tandem rating it was different. In tandem course they teach if Drogue is out but when pulling deployment handle if nothing happens go straight to reserve. Procedure is to not cut away. I always wondered why they teach the opposite in FJC and Tandem rating. Maybe its to keep it simpler for the student I don't know. Never give the gates up and always trust your rears!

I almost fell of my chair.. Never give the gates up and always trust your rears!

WOW can we move on now? Disclaimer: Kids don't do this at home. Never give the gates up and always trust your rears!

USPA has a camopy proficiency card. I dont know if someone alreay posted. http://www.uspa.org/Portals/0/Downloads/Form_Canopy_Prof_Card_2007_04.pdf Message on card DROP ZONE MANAGER: USPA does not issue advanced canopy ratings or qualify canopy piloting course directors. However, this Proficiency Card, when conscientiously applied in a course of instruction as outlined in the USPA Skydiver’s Information Manual, may indicate a level of canopy proficiency as witnessed by an observer self-qualified according to SIM recommendations. USPA advises drop zone management to verify the qualifications of the course director and evaluators identified in the signature and initial blocks, and if satisfied, to recognize this program as a method of improving safety in canopy flight. CANOPY PILOT: By observing recommendations outlined in Section 6-10 (and other related sections) of the USPA Skydiver’s Information Manual, you have exhibited a level of commitment to safe canopy piloting. Never give the gates up and always trust your rears!

I agree with you for the most part. I'll play devils avicate on this. We figured out what was too low with some help of the FAA So how do we draw that line so it's safe for all? What Is to high of a wing loading? USPA says anything under a 150 is a high performance canopy. So this guy is above that. Yes people progress faster then others. We need to find that happy medium. No one said that they can't stay above that curve. But at least we would have a guild line. Their is going to be some talk at the board meeting about introducing a canopy course requirement for b or c. I don't know if that would get anywhere. Never give the gates up and always trust your rears!

You kidding right. Yow are comparing a golf cart to a canopy. A golf cart can't kill you nor anyone one else. Comments like this are the ones that I find a joke here on the internet. Someone that doesn't know any better might actully listen to you. Never give the gates up and always trust your rears!

But then again, I'm just an anal-retentive grammar nazi. Ha you must love reading my posts :) Never give the gates up and always trust your rears!

Rob I wish it was that easy in the US but it's not. Try going to a us medical flight sergeant and see what happens. I think it would be safe to say they would give both of you a hard time and I would even say that your student wouldn't even get cleared. Again people. I'm not say we should lower standards here. I'm just trying to understand why it's there. Everyone I talk thinks the FAA requires it but they don't. Ps it has been suggested to me to go up to canada to get the medical. Never give the gates up and always trust your rears!

Sorry would rather not say. If they were on it. The only way to avoid it would be to lie about it. Never give the gates up and always trust your rears!

Ok Ill play. You report all drugs that are prescribed to you by a Doctor? Even ones for a cold? All surgeries/hospitalizations ect. (You don't have to answer) You are suppose to report them. That's why I would think our sport would be done. We are a small base and to add those requirements to get into a First jump class would definitely kill our sport unless you tell them before they go to the medical to lie and answer no to all app questions. Never give the gates up and always trust your rears!

You're right. I think the standard ought to be changed. Upwards. Good luck with that. If that would happen. It would be safe to say good bye to our sport. Listen, Im not asking to lower the standards. I'm frustrated. My organized body is telling me that I have to go to another organized body to get their medical( that I'm having a hard time getting obliviously) Now the body is giving me a hard time. By the way they don't require the Medical ( Did I say that already) to do what my organized body is giving me the rating in. That's how it is on paper no matter how you look/think about it. Just frustrating to me. And it all started with a Med a Doctor prescribed 22years ago. I took one pill and never took it again. So again I'm just frustrated and have dealt with this for months now. Never give the gates up and always trust your rears!

Hey im open for all conversation on this. I hear you about other countries. Im just trying to understand the class three medical. How it was put in place, reason for keeping it ect. In the U.S. the FAA controls the air space. We as skydivers have to adhere to the FAR's Im good with all that. I see the FAA made a standard for us. Now why would USPA add to that? I have to meet a standard to fly a plane and I am never going to do that, nor want to. But the FAA does not require me to get this medical to do tandens. What I see is a FAA standard that does not meet with USPA's standard. So as a Tandem master Uspa is telling me I need to meet the FAA standards to do this. The part I don't get is the FAA doesn't require me too. So where is the standard. As it sits their are 2 standards I guess I'm looking for something that is not there. At least they will have something to talk about in Reno Never give the gates up and always trust your rears!

One more thing to add. If the FAA requires this medical to do tandems, why is it I can go to a non USPA dz and do tandems tomorrow with no medical? Better yet as far as i was told i can do tandems with experience jumpers at uspa drop zones without a medical How is all this possible if the FAA requires a medical for this. Just a question :) I'll even take this one step further. If the FAA wanted they wouldput in place this requirement. We as USPA wants to set a standard. Well half measures eval nothing. Again Tandem skydives are not a flight operation. A regular skydive is not either. If so, every skydiver would need a class three as they are pilots in command. Ill even take it further. All working skydives ( AFFI,TANDEM I, Static Line, coaches, video guy,ect) would need a class 2 because they are a pilot for hire. So where is the standard. I understand that in the experimental days they put it in so we can show the faa that we set a standard. Well its clear to me that when the FAA moved it from experimental to in use they wrote their standards for doing such a jump and we should follow suit with what they are requiring. No more. No less. Any thoughts? Never give the gates up and always trust your rears!

Here is the class three requirements. http://www.aopa.org/members/files/fars/far-67.html#14:2.0.1.1.5.4 If you answer yes to any of the back ground/history questions you are screwed and let the games begin. Let me explain on this. You are required to notify the FAA of any surgery past present all medications pass present and any family history. Does anyone do that? I know I won't get a true answer to that because of the Internet. Example. You get your medical. You get hurt and have Surgery. Doc give you pain killers. You are required to tell the FAA of this. The moment you do this your medical will be revolked pending months of paperwork, for what I ask? It's my opion for the most part if every TI answers truthfully on the FAA app. We would have no TIs. They the FAA can reject you for a drug prescribed by a doctor from 20 years ago. Is that fair/ right. I'm not saying that TIs health shouldn't be checked but let's get away from requirement that involves the government when it doesn't need to be. Never give the gates up and always trust your rears!

I hope you are kidding Never give the gates up and always trust your rears!

The smart thing to do is ask instructors at your Drop Zone what you should do. They are the ones watching you every day and can give you advice based on what they see. Nope. It doesn't take much to get an instructor rating and that's mostly freefall skills. I know (knew?) at least three dead instructors who killed themselves (plus one tandem student) under canopy and another one who came close because she didn't manage to learn good piloting skills during her first few thousand jumps. Plus a few more who I also like but are only living because they're bouncy and/or lucky. Even if they're competent, your local skydiving instructors are probably only seeing you under the best possible conditions with low winds, bright light, and a wide open landing area. You're sizing your canopy for the worst possible conditions at dusk with a low turn to avoid unseen power lines to a down-wind landing on asphalt. Consider the sunset load where the cute chicks flash the pilot for extra altitude, some one in your group gets hypoxic and gets their foot caught on the seatbelt so you take forever to climb out, and you have a long spot. Things seem to happen much faster, you may not stay flat enough in the turn to avoid a painful impact, and you won't get away with running out a landing where you didn't flare all the way. A better starting point is second and third-hand advice off the internet originating from people like Brian Germain with 10,000+ skydives who've been around long enough to see such situations and make a career out of hanging out at different dropzones teaching canopy flight. When local instructors tell you to be more conservative because of unique situations (altitude, a tight landing area, you aren't a good driver in the air...) that's good advice. When local instructors tell some one to be more aggressive that's probably inexperience; although since the advice recipient lacks the experience to pass judgement and will be the one making friends with a nice orthopedic surgeon if things go wrong (I like mine, but would have preferred to meet him in a social setting) they'd do well to go with the more conservative advice. At 100-200 jumps a year it doesn't take long for most people to downsize without exceeding Brian Germain's recommendations to the point where they don't want to go any faster. There isn't a good reason to do things in fewer jumps. Right. You _really_ need to be able to make flat turns down to ground level and land down/cross-wind plus down hill and up hill. It's fun, and you'll be using those skills unless you're an odd engineer somewhat afraid of skydiving who only jumps solo with a large parachute (I was surprised to meet him and learn that guy really exists). Ok I'm sorry I forgot I was on the internet. You should ask the people that are experienced at your DZ. They are the ones seeing you fly your canopy and would be able to help you move in the right direction. I love when people ask advice about swooping and canopy flight on here. Better yet I love that people giving advice without know jumpers entire situation. I just don't think its to smart/safe. Just my opinion and you know how that goes. Some smell more then others Never give the gates up and always trust your rears!

here are some related topics. Your best bet would be to talk to instructors at you DZ http://www.dropzone.com/cgi-bin/forum/gforum.cgi?do=search_results&search_forum=all&search_string=what%20canopies%20to%20swoop%20on&sb=score&mh=25 http://www.dropzone.com/cgi-bin/forum/gforum.cgi?do=search_results&search_forum=all&search_string=learn%20to%20swoop&sb=score&mh=25 Never give the gates up and always trust your rears!

My bad. I'm pretty sure it was an FAA requirement before the transition to USPA control. Either that or the manufacturers required it. Hey you are not alone here. Their are a lot of misunderstanding on this matter. You ask ten people and you will get 10 answers. I'm thinking the same thing that it was the manufacturers at first and now USPA. It would be nice to know why? Especially if the FAA is not requiring it Never give the gates up and always trust your rears!

Ok from strongs: FAA Requirements: 1. Minimum of 3-years skydiving experience 2. Minimum of 500 free-fall parachute jumps. 3. USPA or FAI expert parachute license. Strong Enterprises Prerequisites: 1. Minimum of 18 years of age. 2. 50 jumps within the last year. 3. Jumpmaster or Instructor rating, or the Basic Instructor Course (BIC), or coach. 4. One intentional or emergency cut-a-way. 5. Four hours of freefall time. 6. Current FAA Class III Flight Physical, or parachuting physical approved by a national parachuting association or the military. If thats the case the highlighted area would make me think it was a manufacture requirement not FAA. But why? again if I can get a medical from a parachuting association that to me means the FAA don't care. Just my thought process. UPT Requirements http://www.unitedparachutetechnologies.com/PDF/Support/Tandem%20Information/05550%28TIcheckList%29.pdf Never give the gates up and always trust your rears!

Not true. The FAA does not require you to have a class 3 medical to do a tandem skydive.. If they did require us to have a medical it would be a class 2. that is what you need work for hire. Show in writing where it states you are required to hold a class 3 medical to do a tandem skydive. I know USPA requires it but show in the FAR's or anywhere the FAA states this. I see no requirement in FAR 105 that states you need a medical http://www.flightsimaviation.com/data/FARS/part_105-45.html Iv talked to the FAA on numinous accounts. They don't even consider the skydive itself a flight operation I'm looking more of the history of why this came into affect. I'm thinking it was a manufacture requirement at first for liability reasons and now its the same for USPA but like I said I can not find anything regarding tandems skydives requiring a medical anywhere in FAA documents. It would be nice if Bill Booth,Ted Strong or someone of that stature would chime in. Never give the gates up and always trust your rears!

I wondering why/who made it a requirement to have to do Tandems? I heard that UPT is not the one that requires it. Its USPA that is. So how did we come to this requirement and for what reason? The FAA can give a rats ass about tandem skydives when it comes to the class 3 medical. Anybody? Never give the gates up and always trust your rears!