riggerrob

Your first post addressed two separate problems: malfunctions and landing patterns. The best way to handle malfunctions is to show up early and ask an instructor to review emergency procedures with you first thing in the morning. You might want to phone ahead and warn manifest that you want to review EPs. Ask your instructor to help you categorize canopy problems so that you can distinguish between "nuisances" and "holy bleep malfunctions!" On student canopies, half the nuisances (line twists, slider less than halfway down, closed end cells, etc.) will solve themselves as you look up at the canopy. The other half of nuisances are easily solved by spreading risers, then pulling both steering toggles all the way down to your crotch. As for the difference between line-twists on big, slow, docile student canopies and small, fast pond-swooping canopies ....... Student canopies with line-twists usually stay overhead and slowly un-twist on their own. You might want to help untwist by spreading risers. If you find yourself spinning - on your back - under a malfunction, you are not arching enough. Chances aren't, you relaxed too soon when you felt line-stretch, but before the canopy inflated. Also ask your local instructor to help you categorize major malfunctions (rips, tears, broken lines, etc.). I have landed a few torn canopies and a few with one broken line. In retrospect, I should not have landed the canopy with two broken lines. Ouch! We tend to teach students a simplified version of emergency procedures. If your canopy misses any of the "5 S questions (Is it Square? Is the Slider most of the way down? Is it Stable? Are the Strings Straight? Can I Steer it?) cutaway and follow through with your reserve ripcord.

................ I'm not sure I'd even put camera flying in that category. I had a conversation with Red one time on that very topic. He described the type of rigs they used to jump 'back in the day' that were riser magnets getting slapped all the time. They never had snag issues. His reasoning was if you did get a main snag on you helmet your neck would probably take some or all of that opening shock and the RSL wouldn't really matter because your neck would snap. ................................................................ Modern GoPro mounts are still snagalicious! At a recent USPA Board Meeting, they discussed recurring problems with AFF students tossing pilot-chutes in instructor's faces and said pilot-chutes snagging on GoPro mounts with built-in snag points. Most GoPro mounts are snagalicious! The only GoPro mount I would trust is the Cookie Revolve mount because most lines will slide off. The ideal GoPro mount would "submerge" into the front of the helmet to eliminate snag risks. As for SLs, the only time I disconnect mine is if I am landing in high winds or close to obstacles. Please note that I said "landing close to obstacles" because I have only landed on one obstacle during 38 years of jumping ..... miserable spotting and wind shifts forced us to land in the water beside a nude beach .... my jump-suit blew off and it was all terribly embarrassing. Hah! Hah! The Sigma manual says to disconnect you RSL if a vidiot entangles with your drogue ...... as part of the process of pulling handles down your right side: dis-connect RSL, pull cutaway handle, pull drogue release, pull other drogue release, track away from mess, pull reserve ripcord, curse vidiot, etc. I find it easier to film my own students with a hand-cam.

Denis Osen did his last skydive over Pitt Meadows at sunset on Wednesday 2016 October 5. Denis jumped at Pitt Meadows for many years. Denis died a few months ago, in his apartment. Since his mother knew how much Denis loved skydiving, she had him cremated and brought his ashes out to Pitt Meadows. DZO Hootch asked me to sew an ash bag. Hootch strapped the ash bag to his left arm, Charlie opened the bag high over Denis' favourite DZ. Pierre took videos and stills while I hovered off to the side. I was the only one on the load who knew Denis and even repacked his reserve a few times.

............ is if the Optimum has a short snivel (acknowledged in the Optimum flight characteristics document by PD), while the regular old reserve probably has no real snivel, like many typical old school F-111 canopies. Both might be open within the required 3 sec or so from pack opening ............ ................................................................... Pchapman, John LeBlanc agrees with you on this point. As John explained to me: "Optimum starts to inflate earlier (than PD reserves series) but takes longer to inflate. Inflation takes the same amount of time (from showing a pilot-chute to slider down), but the user feels gentler opening shock." OTOH We disagree on most other points. Most of my drop-testing experience was gained during the Aviator PEP certification process. We started with high-speed structural tests, dropping 254 pound dummies from a WW2- surplus B-25 Mitchel bomber. That week's worth of tests were done from 300 feet at 205 knots. The poor, old Mitchel bomber could only fly 205 knots with its bomb-bay doors open. Once we completed the first round of tests, we strapped on more and more lead ingots, until we ran out of daylight Friday afternoon. All the drops were from 300 feet AGL and all the canopies were fully-inflated (within 3 seconds) and descending slowly before they landed. Velocity VECTORS can modify how much altitude is required for inflation. Since the first round of Aviator tests were dropped from 300 feet AGL, all canopies easily inflated before landing. OTOH if you are in a jet fighter diving faster than the speed of sound, 10,000 feet might be too late for ejection. [For those getting picky and into the details: In AS8015B, which gives the C23d specs, section 4.3.6 is about opening time or alternately distance. There's nothing about having the test dummy travelling vertically during tests. I believe the part about optionally measuring distance instead of time, where one is 'measuring along a vertical trajectory' is still about the measurement direction, not the actual direction of launch. OK?]

Ask your local rigger to compare the pack volume of your container with the pack volume of your canopy. For a Para-Commander class canopy, you would be better off with a Parachute Opening Device. PODs are fancy deployment bags with #8 grommets at the top and line stow elastics on the outside top. PODs eliminate most of the sleeve-slump problems that plagued sleeves.

The whole debate about Class 3 Medicare for TIs started back in 1983 when Strong and RWS (predecessor to UPT) first applied for a waiver (to FARs) to allow tandems. Tandem manufacturers set such high standards for TIs that it was impossible for the FAA to refuse their application. After 25 years of jumping with a waiver, the FAA finally rewrote rules to make tandem jumping legal. Since the old standards kept the fatality rate tiny, the FAA, manufacturers, USPA, etc. saw no reason to change standards. If it ain't broke, don't fit it.

What type of pilot emergency parachute does your pilot wear? Which type of PEP fits best in which type of jump-plane? Does your pilot have any previous jumping experience? Has your pilot ever bailed out of an airplane in distress? Moderators: please add "Softie" and allow multiple answers. Thanks

***Front riser 360 reserve landing.[/quote .......................................................................................... Scary and pointless. Scary because he did a radical turn just before landing an unfamiliar canopy. Pointless because he had such a long "runway" to land on. Doubly pointless because his only problem (that I could see)!was a closed end cell.

I wandered into a delicatessen and ordered a sandwich. As the lady behind the counter reached for a knife, she "Do you want your sandwich cut [in two]?" I replied: "I like my sandwiches the same way I like my foreskin:uncut." Don't know if I will ever be allowed back in that delicatessen?????

Lots of good advice on this thread. As for "ground rush"...... staring straight down shows a confusing sight picture. To avoid ground rush, focus your eyes on the horizon or far fence. Then your sight picture changes gradually, in a less scary way. As for judging the height of your flare ..... walk around the DZ and note the height of fences, wind socks, hangars, etc. Then ask instructors which landmarks are the best for judging when to start your flare. On final approach, get settled in your harness, breath out slowly, wiggle your toes, clamp your feet and knees together, wiggle your fingers and push toogles up to full arm's extension, focus your eyes on the horizon and glance (briefly) at the fence and windsock. When your feet are at the top of the fence, start flaring. Talking your way through the various steps helps keep them in the correct order.

Hint: phone ahead - to the DZ where you did tandems - and ask manifest to look up load sheets. Those are probably the only record that includes your name and the name of your TI. With a load-sheet in hand, your TI will be far more comfortable signing your logbook. The other reason for logging jumps, is that it forces you to think over the skydive AGAIN, improving short-term memory. Reading your logbook next year improves long-term memory. If you do any more tandems (before AFF) ask to borrow an altimeter, ask your instructor to teach you how to steer the parachute, freefall turns, etc. Finally, even if your tandem jumps were not part of a formal tandem-to-AFF training program, they still help reduce fear levels.

..... since the surgery I've now done 114 jumps. That # is a bit low because I've also got a problem with one ear getting fluid buildup, and am usually limited to 1 or 2 jumps per outing. ..... ....................................................................... Have you discussed ear drain tubes (stents) with your doctor?

Jefspicoli, In a perfect world, every pilot would broadcast their intentions, fly predictable patterns and constantly watch for other airplanes, parachutes, balloons, etc. Perfect pilots keep such good watch that they spot converging traffic more than 3 miles away and gentle alter course to pass on the right or behind the other airplane. These aeronautical courtesies are based on centuries-old sailing maneuvers. In the real world, "Sunday pilots" do not always fly predictable patterns, so the later you spot them, the more violent the maneuvers to avoid collision.

................. You also need to consider the liability behind this, even if you are not charging for it and only taking family and friends there still is liability that if you injure someone or yourself then their insurance still may coming knocking looking to recoup some of the money they paid out. ................................................................ If you ever get dragged into a subrogation lawsuit, you will learn to fear lawyers more than you fear airplane crashes. Here are UPT's requirements to attend their course: APPLICANT QUALIFICATIONS Before an applicant may attend a tandem certification, the following criteria must be met: •Be at least 18 years of age. •Be a USPA license holder for a minimum of 3 years •Hold a current USPA D license. * • Currently possess,or at one time been issued, a USPA Coach, a USPA static-line instructor, or USPA AFF Instructor rating* •Have logged at least 500 ram-air jumpsand accumulated at least 6 hours freefall time •Has logged at least 100 ram-air jumps in past 12 months. •Hold a current FAA Class I, II or III medical certificate. If you look at Strong here are some of their course requirements: 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. All Candidates must meet the FAA requirements and Strong Enterprises' prerequisites before attending the Tandem Instructor Certification Course. Proof of prerequisites must be shown to the Examiner. Along with original logs and documents Candidate must submit copies of:. a. Logs showing three years of skydiving experience. b. Logs showing 500 freefalls. 3. Logs showing 50 jumps within the last 12 months. 4. Logs showing four hours in freefall. 5. Logs showing one cut away (intentional or emergency), 6. Expert license and ratings (J/M, I, BIC), coach. 7. Current FAA Class III Flight Physical, or parachuting physical approved by a national parachuting association or the military. 8. Letter of recommendation signed by: a. 2 Certified Tandem Instructors b. Home DZ Owner/Manager

An "A" skydiver who weighs 215 pounds - plus gear - would be wise to load a canopy no more than 1 pound per square foot ..... 330-ish square feet. Students, BASE jumpers and precision landing competitors load their canopies lighter. 0.7 is a popular wing-loading for those specialized jumps, so a 200 pound skydiver would be healthier with a 300 square foot BASE canopy. Yes, you can skydive most BASE canopies. You just need to pack them into large student rigs.

Hip rings are more comfortable when stuffing large skydivers into small airplanes. Chest rings increase flexibility if you are Dale Stewart (ballerina come skydiver who was 7-times solo, artistic, free-style, free-flying champion), but for the rest of us are mainly fashion statements.

Some skinny skydivers need all the extra weight/hardware they can get!

......................................................................... Ringed harnesses might be easier to repair, but all those extra stitch patterns require more time and labour to manufacture. Light-weight skydiving rigs bottomed out about 1990, when small ZP canopies became practical, but before ringed harnesses came into fashion. Adding 4 extra rings increased: cost of hardware, cost of webbing and cost of labour. The worst was Strong's tandem student harness with hip rings: comfortable for students, but prohibitively expensive to sew with 6 stitch patterns radiating out from each hip ring versus one stitch pattern on a conventional (non-ringed) hip joint.

Negotiating your future - without including you in discussions - is sneaky.

Careful about hiring a lawyer, because too many lawyers have ulterior motives. Most of those ulterior motives translate to more billable hours. If you are not careful, a lawsuit can cause more misery and more lost wages than the original problem. Start by telling your old boss that you are willing to settle for a clean record and lost wages. But be careful, because if you ask for too much, you might be branded a troublesome employee. Few employees - who sue for wrongful dismissal - ever stick with their old boss over the long run. Worst case scenario, you gain a bad reputation and never work in the medical business again. Guess how I acquired my allergy to lawyers???

Similarly, some mature couples meet later in life, after raising kids, divorcing the first wife, etc. They maintain separate houses, but spend two or three nights a week at their partner's house.

Amusing how motorcycle panniers are designed more for "styling" than luggage. Most look like after-thoughts slapped on after-the-fact with bubble gum and binder twine. Hah! Hah! For example, dirt bike and rough touring bikes always sport aluminum boxes. Meanwhile, Harley-Davidsons usually have small, leather saddle bags. The only "integrated" panniers are the full-width, low-rider panniers currently fashionable with the cruising crowd. Half of production panniers are too shallow to hold a full-face helmet. What were they thinking? Back when I rode my Yamaha to the DZ, I put small bits in a huge tank-bag (that I sewed myself) while my rig and jumpsuit went into a large gear-bag bungee-netted to the rear seat. I needed an after-market, steel-tube, luggage-rack (that over-hung the tail-light) to lash down everything gracefully.

Yes, deployment closure methods are speed-specific. They also vary with the amount of "snatch force" the pilot-chute imposes on the "deployment bag." I remember Manley Butler telling me that "rubber bands are good up to 200 knots, but faster than that you need line-stow flutes." Maybe we need to take a closer look at the "no Velcro" line-stow pockets pioneered by BASE jumpers??????????

Good points Bob Church! At the start of the process, we drill rigid "religious" emergency procedures into students to help them survive their first hundred skydives. Hopefully - later on - they listen to a guru (like Pat) who teaches them more zen concepts for reacting to malfunctions. e.g. "Continue pulling handles until your goggles fill with blood." Zen concepts do not replace original procedures, rather they expand jumpers' minds and help them consider more options.

Just enjoyed lunch with Doug Scott - old-school skydiver, old-school jump-pilot and long-time Aircraft Maintenance Engineer (A&P to you Yankees). Doug said that some Cessna's are easy to remove co-pilot yokes from .... while others jam if you remove too many parts.