tombuch

I usually set the breaks in the landing area, just because I do. I find it pretty easy to land, turn around to face the approaching canopies and stand still, and then stow my breaks. Sometimes I miss that and stow the breaks in the packing area, but not often. I expect a packer to do the entire pack job. including breaks and pilot chute. That's what packing is. That I do the breaks myself is just something that happens, and not done to make a commercial packer happy. With that said, I don't usually hire a packer. I'm a rigger myself, and don't feel like spending the 5,6,7,8 or whatever dollars a five minute pack job costs. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Here's a fun rainy day project.... Most suspended harnesses will allow you to hook up your own container and then cut it away. If the one at your DZ isn't configured for this, your local riggers can probably set something up. Try it. Then, with the oversight of your rigger or instructor, put the three rings back together. While you are at it, have them show you how the system actually works, and how it can be mis-configured. Gather a small group on a windy or rainy day and learn this stuff together. If nothing else, when you take your rig to be repacked, actually pull both handles while standing with your rigger. It doesn't take any special tools or set-up, just a plastic bag to store your opened rig in. Too often we look to testing and license standards as the motivater to learn, but in this sport (umm, actually in life itself) we can and should keep learning because we want to, not because we have to. If you have a question or see a hole in your knowledge, seek assistance, answer the question, or fill the hole. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Accidents do happen, and we all need to be covered. When I was S&TA at The Ranch we had a visiting jumper smash into a privately owned parked airplane. As I recall, the damage was about $30,000. The jumper was a college student, and without the USPA insurance would have had no way to pay for the damage. The aircraft owner needed to recover somehow, and if not from the jumpers insurance, he might very well have taken it out on the DZ. In many cases, DZ's are located on public airports and must have insurance to operate. In other cases, jumpers crash into corn fields, smash into rooftops, or take out powerlines. All are unpredictable, and in most every case, an uninsured jumper would create liability for the drop zone. USPA insurance helps us get access to airports, and to pacify angry neighbors. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I'm not in favor of increasing membership fees by $600,000, but I do think it would help to have a bit more money available for the lobby effort. Right now USPA has one person handling all regulatory issues at the state and federal levels. That seems to be one of the most important functions, running neck-and-neck with Safety and Training. I think Ed Scott has a bit too much on his plate and could really use a second full time person working regulation and serving as industry liaison. I'd like to see an additional person in Safety and Training, and a second person in Government Affairs. Plus, I'd like each of those departments to have a bigger travel budget so they can reach out to local DZ's and other industry trade groups. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

That's all part of the USPA "A" license exam process, and is included on both the two and four page yellow cards. If you have a SIM, check the grid at the beginning of Section 4, roughly page 18. Three ring assembly and inspection, and closing loop replacement are in category "H" with additional rigging coverage in the earlier categories. Sadly, many instructors don't bother teaching this stuff, or just teach it to the level of checking the box. If folks have any issues with student training, it would be a good idea to review the grid and the categories under the ISP...USPA has done a good job of building a comprehensive program, but too often our instructors fail to teach the material, and as well, the students fail to learn. The idea behind putting the entire ISP in the Skydivers Information Manual was to give students access to the TLO's so they could pressure lazy or overworked instructors into covering all the required material. I guess that doesn't always happen. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Knowing where you are is the first part of spotting, and I think you are correct that each individual or group should be engaged in the process. Counting seconds is a critical part of spotting, but is pretty worthless unless the individuals understand why they are counting, and what amount of time is appropriate for a given jumprun. Plus, another important part of spotting is looking for traffic. So, yes, I agree it is a process, and every jumper should be informed and involved on every jumprun. As you have pointed out, part of spotting is getting adequate separation for the specific groups under given wind conditions, and part of it is getting everybody to land back on the DZ. The pilot can use GPS and figure out where to dump his load so everybody lands on the DZ, but he can't figure out space between groups because ideal space is determined by group size, type of jump, time needed to set-up in the door, and ground track (wind). Getting each person involved is tough. Every instructor should make it part of the basic training, and S&TA's should focus on this skill among experienced jumpers. Pilots need to be involved in generating buy-in, but too often pilots don't want jumpers to spot or contribute at all. Getting past that attitude is a biggy, but at many DZ's, the pilot has the support of the DZO and it's just "turn on the light and everybody get out NOW, NOW, NOW!" I don't jump at those drop zones, and if I encounter that attitude I go someplace else. I suppose this would be a good topic for a safety day seminar so that everybody really thinks through the complexities of spotting, and how important it is for every jumper to understand the process and participate in keeping the groups safe. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I wasn't trying to dismiss discussion at all, and I'm sorry you took it that way. When I was S&TA at The Ranch I found most of my time was spent answering the same questions again and again. That's true here too. So, I did tons of research on those key topics and wrote comprehensive articles about them. Now, instead of typing the same basic answer over and over, I can simply provide an authoritative link, and that becomes the "jumping off point" for discussion. When I post those links I take it a step further and use the homepage URL for the S&TA site, with a listing for the specific article that I am referencing, rather than a URL directly to that article. I find people go to the site to read about their specific question, but then browse some of the other article too. The other thing I've found about dropzone.com is that people post some very specific questions, but other people reading the thread have a need for a more general understanding. Again, I find it helpful to post the link to my comprehensive article for both the original question, and for those who are intrigued by the discussion and want more information. I try not to limit discussion here, but rather to provide foundational knowledge so discussion can move forward. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

This issue has been hashed out about a thousand times on these forums. I also wrote a feature for The Ranch S&TA site called waiting between groups. Check it out as Article 15 at http://theblueskyranch.com/STA.php. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

But with a single engine carbureted engine you do need to know how to adjust the fuel/air mixture, how and why it works, how and why the carburetor might be iced, and how to prevent, detect, and correct icing. You also need to know that there are two magneto's and how to determine if one isn't working, and what to do on a run-up if a single mag isn't working. You need to be able to check the condition of the alternator, figure out if your landing light is working, and if your carb heat is working. I think every jumper should know about their gear to the extent necessary to determine if it is in need of repair, and should have the ability to do simple repairs such as attaching a main to a harness and assembling a three ring, attaching and detaching an RSL, and replacing a closing loop. Too many of our experienced jumpers don't have this knowledge, and pass their rigs off to "packers" who also lack this basic knowledge. Basic rigging should be included as part of the exam process. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Link to the NPR story http://www.npr.org/templates/story/story.php?storyId=7480080 Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Two different but interesting points. First, your point that if the pilot is blowing off this reg, he may well be blowing off others is a good one, and a big reason for treating this visible violation seriously. Second, you note that he is probably aware of the regulation and is blowing it off because he doesn't give a damn. That my be true, or he may just be an oldtimer who thinks the regulation says something less than it does. One of the big training areas for a commercial pilot is regulations, and specifically what a commercial pilot can do, what a "hold out" is, and what operations require an operators certificate under part 119. A private pilot often doesn't understand what the regulation allow and limit, and may not even know about part 119. It may be that this guy thinks he is legal. Thus, it would be a good idea to suggest that he call the local FSDO himself and ask about the regulatory limits on a private pilot. If he is belligerent and refuses to get a formal interpretation, the jumper should make the call to the FAA. I do think it is better to chat with the guy first and help him to get legal, or to learn what legal is, and if he keeps at it, then call the FAA. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

This came from an earlier post from Judy. The club idea was brought up by others as a possible exception. It doesn't sound to me like it is a club. I don't have much practice interpreting the FAA regs but if it states the pilot must pay for at least half of the fuel at their own cost I am not sure how club membership qualifies on its own. If every member pays the equivalent of half the fuel that would make for an expensive club. I am not a lawyer, but I did some quick digging through the Summit Aviation Computerized Aviation Reference Library, edition dated 25 May 2003. That is the most recent database I have handy, but it is NOT current or complete, and there may be additional material available with contrary opinions. The database includes selected legal interpretations from the office of the FAA Council. I did a search for “commercial pilot” and am attaching a selection of interpretations offered by the FAA. These interpretations do not address skydiving specifically, but they do deal with definitions of “compensation,” “hire,” “incidental,” and “common carriage.” I have attached a Word file with some of these interpretations. This should give readers some idea how the FAA interprets the regulations. I have been teaching skydiving for more than 25 years. I am also a commercial pilot with an instrument rating in single and multiengine airplanes, and have private pilot privileges in gliders. It is my continuing understanding of the regulations that a skydiving operation holds out to the public, that is, they make their services available to a broad group of people (including students) and not just a very small or limited group. Simply requiring a “student” to be a “club member” does not reduce the “hold out.” Further, skydivers are paying for use of the airplane and thus the flight is conducted for compensation or hire, even if there is no profit involved. And, the flight cannot be considered incidental to the skydive since the skydive could not happen without the flight. In addition, the interests of the pilot and passengers are distinctly different in that the passengers wish to jump out of the airplane, and the pilot does not. I hope this helps explain the regulations a bit. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Make sure he is only a private pilot, and then call the local FAA office. Ask to speak with a "Safety Counselor." Tell them about the problem without mentioning a name. Explain that you really don't want this pilot to get in trouble, but that you "think" he is violating the regulation. Ask if they can follow-up with friendly encouragement and a warning, and only then tell the FAA who the pilot is. A good safety counselorwill follow up with a warning and then watch the DZ. Of course not all of them will be so supportive, and if he encounters resistance from your pilot friend, all bets are off. I would not withhold this one from the FAA. So as a nurse, if you saw somebody practicing medicine without any license or training, would you stay quiet. What if the person was really good at it? Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

My understanding of the regulation: Jump pilots "hold out" to the public and must hold a commercial certificate. The only exception I have ever heard of is a private club where every member does the same amount of work, and the pilot is just doing his share. The group would need to be very small (about four), and there could never be students or non-club members on the flight. That's rare, and even if you met that requirement, the FSDO could still violate you. The thinking there is that the flight is not "incidental" to the jump, and thus the private pilot exemption doesn't apply. A broader answer: Private pilots flying jumpers is a very bad idea. The aircraft is loaded close to max weight, and the balance point can sometimes be out of limits. The aircraft is flown at slow speed and steep bank angles, and is often close to a stall. That's tough flying. It should be handled by a commercial pilot who has been trained in aerodynamics, and has significant experience flying with ground reference in unusual configurations. The private pilot certification doesn't cover that. If you have questions about what is happening I would first make sure the pilot is rated as just a private pilot, and then I suggest, at a minimum, that you refuse to jump at that DZ at all, and caution all your friends to avoid the DZ. I would take it further and report the violation to the local FAA office. I'm a commercial pilot too, and understand the problem, and the regulation, and I've lost too many friends in jump plane accidents. I'm a bastard about this. There is simply no excuse for a private pilot to be flying jumpers. Ever. You can ask to see the pilot's certificate, or, if you know his first and last name you can look him up on the FAA database at http://www.faa.gov/licenses_certificates/airmen_certification/interactive_airmen_inquiry/. You will need to fill out a form first that includes your personal information, and then you can search away. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Right. The problem with any self test is that many people recognize they are impaired, but at the time, because they are impaired, they figure it's not such a big deal. They give you several of those number problems in the chamber, and even if you can’t figure them out, you may focus so intently on solving the problem, that you never pull back and figure out you can’t. Hypoxia is a really nasty and insidious problem. The chamber not only helps you recognize your own symptoms, but helps you understand how they progress for you. That helps you understand how deep into hypoxia you are, and if it’s just the beginning and a minor problem, or a deal breaker. For me, in the chamber, tunnel vision is the first major symptom, but in flight, I first become very paranoid and aware of impending hypoxia long before the tunnel vision. If I ever get to gray out, I'm really too far gone. So, any loss of peripheral vision is my queue to stop. Your symptoms will vary. Another thing to keep in mind, based on three chamber rides over my 48 years of life: The symptoms for each individual tend to remain the same over time, but as we age the progression is accelerated. Really accelerated. So here’s my story of the first chamber ride in about 1983… I was training to fly a mission as a civilian photographer in a B-52, so I attended a military version of the PFT program. There were about 16 of us in the chamber, all the others were Air Force green suits. My group was instructed to drop our masks and feel the effects of altitude. As we went though the progression an Air Force Lieutenant chatted with us over intercom. At one point he addressed me and asked what it felt like. My answer….”well, you know how when you’ve been doing cocaine all day long and you take a little hit of weed to get the edge off…” He said “I wouldn’t know sir,” and immediately after that I put my mask on. I knew I was really messed up, but all of my inhibitions were gone and I didn’t care what I said. The Lieutenant laughed about that with me later. It wasn’t a common description of hypoxia, at least in his world. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

There are several important FAA political issue at the national level that should be of concern to skydivers. The first is a major overhaul in the way the FAA is funded, as presented in the new Federal Budget that is now before Congress. The administration is proposing a change to a user fee system that would dramatically increase the costs to general aviation, and especially the turbine component of GA. It would further erode our position as an equal in the national airspace system, and make us more subservient to the airlines. I’m encouraging all skydivers to carefully review the proposed user fee system and then contact your congressman and senators with your opposition to this wholesale change in airspace management. USPA has done a preliminary review of the proposed Federal budget and offers the following on their web site: FAA Proposes New Fees for ATC(updated 02/15/07) On February 14, the FAA released its plan to revamp air traffic control to a cost-based system funded by a combination of user fees, fuel taxes, and the general fund. Though the FAA has not yet finalized all details, it does say that “Air traffic user fees would apply to commercial flights by turbine-powered aircraft (jets and turboprops).” Exactly how the rates will be structured is still to be determined, but there would be separate fees for enroute, terminal, and other airspace. The FAA intends to introduce congestion fees for those that use the airspace around the 30 large, congested hub airports. Whether those fees would be restricted to the surrounding Class B airspace, or beyond, is not specified. The FAA also proposes an increase in the federal fuel tax to 70 cents per gallon on both avgas (currently taxed at 19.3 cents per gallon) and jet fuel (currently taxed at 21.8 cents per gallon). Already, there are many in Congress who have expressed displeasure and disagreement with the administration’s proposal. Clearly there will be a political battle before this is decided. USPA staff is reviewing the fine print for details. The Aircraft Owners and Pilots Association (AOPA) has a terrific overview of the issue at http://www.aopa.org/faafundingdebate/. The second big issue is a rewrite of Part 61 of the Federal Aviation Regulations offered as a Notice of Proposed Rulemaking (NPRM). Part 61 details pilot qualifications, and most of the changes are beneficial, but there are a few that might raise concern. If you are a pilot, please take a look at the 50 page proposal released in the Federal register at: http://www.aopa.org/whatsnew/newsitems/2007/070207part61-nprm.pdf. AOPA and USPA are reviewing this proposal. The AOPA quick view of critical changes is available at http://www.aopa.org/whatsnew/newsitems/2007/070207part61.html One change that seems unreasonable to me is an unannounced alteration (listed as #30) to 61.57(c)(1)(ii), that would require an instrument rated pilot to do two complete holding patterns within the preceding six months in order to maintain instrument currency. The present regulation simply requires a pilot to perform and log “holding procedures” but does not specify what that entails. Many pilots answer this requirement with a simple holding pattern course reversal. The proposed change would significantly increase the cost of maintaining an instrument rating, but is not supported within the NPRM by any safety data. While skydiving only occurs under VFR conditions, our pilots often end up in clouds, either inadvertently while getting us to altitude, or while ferrying jump airplanes. It is in our interest that jump pilots have and maintain a current instrument rating, and this regulatory change increases the burden of holding that rating. Comments on the proposed change to part 61 are due by May 8, 2007. The address for sending email, web, or printed comments is listed at the beginning of the proposed rule in the Federal Register. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

It’s taken me a few days to mull this proposal, partly because I believe so strongly in increasing professionalism within the instructional ranks as a means of improving safety, and partly because fatalities are so rare, and in my experience generally not directly tied to the failure of an individual instructor. My sense is that this proposal would improve our image in the eyes of just a few whuffos, without significantly increasing safety. The bigger problem is common injuries, rather than rare fatalities. I’d like to see detailed post-incident reviews of each injury and student malfunction, but since each drop zone is locally owned and managed, that’s not something our national organization can impose. It really needs to come from the grassroots level, or the state level, and I’m not so keen on state government getting into the regulation of skydiving. For a general discussion of me views on safety and risk culture, see Article 17 “A Safety Culture” at http://theblueskyranch.com/STA.php Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Minimize movements and talking at altitude. Those things require energy and burn off oxygen. Stay well hydrated through the weekend, and well fed. A properly nourished body is better at oxygen transfer. Be well rested It takes more energy to move a tired body. Stay cool/warm. That's especially true in the middle of summer. A hot or cold body takes more oxygen to maintain normal temperatures. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Detail please...what product, what application? http://www.boneheadcomposites.com/military.htm Thanks for the link. That tells me Bonehead tries to sell their helmets to the military, but it doesn’t mention anything about meeting any specific military standard, nor does it include anything about actual military sales. That all may be there, but the site doesn’t really speak to the issue of impact standards or acceptance under military contract. There may be some Bonehead sales to military customers, but that the military is their biggest customer isn’t reflected in their web promotion. As an alternative, take a look at the GENTEX site at http://www.gentexcorp.com/default.aspx?pageid=98, then take a look at the specifics regarding energy absorption and penetration http://www.gentexcorp.com/assets/gentex/PDFs/HGU-55P.pdf as follows: • HGU-55/P series Performance: The HGU-55/P series will meet the performance requirements of MIL-H-87174 “Helmet, Flyers, HGU-55/P”. • Impact Energy Attenuation: The HGU-55/P series helmet assembly with a TPL, SCL, or X Liner installed, limits the acceleration imparted on a test head form to less than 400G with an input energy of 35 foot-pounds, single impact, hemispherical anvil, using ANSI Z90.1 methodology as specified in MIL-H-87174. • Penetration Resistance: The helmet assembly with energy absorbing liner limits penetration of a 16 oz. test bob into the shell to not more than 0.250 inch from a drop height of 10 feet when tested in accordance with MIL-H-87174. I’m not suggesting here that a skydiving helmet should meet the specific standards for a military pilot helmet, but rather that there are standards for helmets, and the military will generally purchase based on performance to a specific standard. In the above specifications the GENTEX helmet meets a specific standard for helmets, and the helmet has separately been shown to reduce impact forces and penetration by a specific amount as defined in a ANSI test standard. Bonehead may be a good product (probably is), but it appears the helmet still lacks certification for any application, and there is still no public record of significant military use. If a variety of military units have actually purchased the Bonehead line of helmets for skydiving applications, then I’d say Bonehead has proved themselves to a discerning customer. Likewise, if the helmet was marketed with any level of energy absorption based on a recognized test standard, then I’d say there is a reasonable claim for use in a skydiving application. Simply advertising the helmet to military users doesn’t say much of anything. Bonehead seems to be a good company with the potential to really change the way skydiving helmets are designed and marketed. I’d like to see them take the next step and provide real product specs that show some level of demonstrated protection. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Detail please...what product, what application? Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Most airplanes have windows on each side. EVERY jumper should take a moment before exit to check the windows near his/her position and scan for traffic. Very few people do this, but if just a few of us on each load made the effort, we would have a much better chance of spotting traffic. Sure it's hard, and even a good pilot sometimes misses traffic, but more eyes looking will improve the odds. It is our responsibility to avoid creating a hazard and to avoid other traffic. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Obviously, try not to get in that situation. If you are not sure you can land a malfunctioning parachute, cutaway when you have altitude. With the above being said, sometimes we do make poor decisions and end up opening super low with a malfunction, or a malfunction that we thought could be landed becomes worse. I think that's what you are talking about here. And, it actually happens. A jumper may have a parachute that he thinks can be landed when at 2,000 feet, but when he reaches a lower altitude the descent speed is more obvious, and he realizes a mistake was made. It's a crappy position to be in, but it does happen. I'd say if you are at 500 feet and know the parachute you have over your head won't save your life, then go ahead and fire the reserve. It might make things uglier, but it just might keep your parents from getting a sad visit from the local police. Back in the day we would advocate a canopy transfer in that situation, that is, fire the reserve and as it completes deployment then cut away the garbage over your head. That might also work, or it might make things worse. I've seen all variations of what you are asking about over the past 30 years, and can't give you amy more concrete advice than try to avoid that situation, and when all else fails never give up...keep trying to live. If you have a chance, try to hash this one out with an instructor you know and trust. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Interesting idea. I’ve considered it too. I think you are talking about a process that would alert two specific participant groups; controllers and TCAS aircraft. The process of defining a single discrete code for skydiver jump runs would require a monumental push through the FAA and a million other alphabet groups. It might be problematic when multiple drop zones or aircraft are operating in the same ATC sector, and might actually add to in-flight communication confusion. At my home DZ each skydiving aircraft already operates with a single transponder code for all skydiving operations under a letter of agreement (LOA) with ATC. With that process we have specific codes and call signs, so a controller can look at his scope and recognize a jump plane while also knowing the altitude and position relative to the drop zone. This process requires a pilot to set the transponder once at the beginning of the day, and then never touch it again. The transponder remains the same throughout the day as the pilot climbs and descends through different ATC airspace. Given the unique transponder code, even with a missed radio call, an experienced controller should already know when the jump plane is positioned on jumprun. This obviously doesn’t help TCAS equipped aircraft, but the controller should be responsible to alert pilots of those aircraft when appropriate. Adding an additional code for jumprun would increase pilot workload at a critical point in the flight. It might also make it more difficult for a controller to identify the specific aircraft involved, especially if there are multiple jump aircraft from several DZ’s in the sector. And it adds a requirement that the pilot change back to the original transponder code at some specific point following the jump, a process with a potential for accidental failure, especially at DZ’s making 50-100 jump runs a day. The primary new beneficiary of the proposal seems to be to TCAS equipped aircraft rather than ATC, but most of those aircraft are generally already talking to ATC. I’d rather focus on getting DZ’s depicted on GPS and FMS displays so these pilots know there is a DZ along their flight path, and then adding coordination with ATC when jump operations are in progress. While discrete transponder codes for jumprun do have merit, the idea would need to be hashed out among all users, and I’m not familiar enough with ATC issues and procedures to know how it would affect their operations. Based on my three years of experience trying to get drop zones depicted in digital databases, my hunch is that this additional effort would be a real time-suck, with little probability of success. Sorry about that assessment. Perhaps another option is to have pilots of jump planes squawk-ident at the beginning of the jumprun to get a controllers attention. That is an easy process that could be included in local LOA’s if the controllers believe it will assist in identifying jump operations. Again, I’m not familiar enough with the ATC side of the operation to define this as a meaningful solution, but it is something DZO’s can talk about with ATC if they have an LOA. Likewise, a discrete transponder code for jumprun (as you suggested) could be built into a local LOA. If you are really interested in following up with the idea, I suggest you give Ed Scott a call at USPA. He is the point person for all things FAA and ATC, and has a good handle on the administrative process. Another avenue for change is AOPA, but my experience is that AOPA has a very full plate, (as full as Ed Scott’s), and they are more likely to take action if they hear from a group like USPA than from an individual member. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Of course you can use it. I've spent a bunch of time as a jumper, pilot, and S&TA, figuring out how pilots and skydivers can better communicate. That single page briefing is a result of that effort, and has been modified based on feedback from our local pilot community. It really works, especially when combined with a visit to pilot meetings. I hope many DZ's develop a similar approach, and my briefing paper is a fine starting point. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Good idea. At The Ranch we have a notice available on our web site (see http://theblueskyranch.com/sta/pilot_caution.pdf). When I was S&TA I provided copies to many of the area airports, and distributed them when I spoke at pilot meetings, always suggesting that pilots post them at other airports. It isn't a perfect solution, but it sure does help. The notice defines the nature of the activity, and many ways to identify the drop zone and communicate with us. I generally also include a second flyer with a color segment of the sectional and Enroute charts. Take a look at it, and make one for your own DZ. Safety Day is a great time to begin the communication with your pilot neighbors. Pilots don't like to hear jumpers say "stay out of our airspace"...it's there airspace too. But they are receptive to learning about the potential conflict, and how it can be avoided. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy