tombuch

No, I don't think they are too low. The coach rating is designed as an entry level rating to get folks involved in student training early in their jump careers. In that regard it is similar to the old Jumpmaster rating. When working with actual students a coach must be under the direction of an instructor, and that instructor should monitor what the coach is doing. Ideally, an instructor will restrict the activities of a coach under his/her supervision until the coach has demonstrated ability. Then, the instructor will allow the coach to push further. The supervising instructor is really a mentor to the coach. When managed this way, the rating is a chance to grow into instructing. With all that said, coaches in the field are often pushed beyond their abilities and often lack supervision and mentoring. That's not a fault of the rating, but of the way it is handled in the field. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Plus heavy coverage of the FAR's and BSR's. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Let's not just say RSL's are great or they suck. The benefits are very clear for low time jumpers and less so for advanced jumpers with high performance canopies. I'm a massive supporter of RSL's for everybody with less than a couple of hundred jumps, and not so solid on RSL's for very experienced jumpers, although I do use one myself. The debate isn't Good vs Evil, but who will be best served by an RSL and why. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

That stuff happens, but you can at least minimize it. Give the whole briefing. Teach them. Then retrieve the information from them to make sure they know what you want them to know. Good teaching is all about two way communication...sure it can be hard, but that's what the job is all about. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

If you have the dollars, do it now. It's pretty easy (and fun) to stay current, and most really big DZ's mellow out when it turns cold and become very friendly. With that said, Texas isn't such a cold weather place. I jump in New York where we stay open on weekends year-round, and our recent graduates tend to be our best winter customers. When you are new to the sport it is all fun. Heck, when you've been jumping for 25 years, it's still all fun. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

The free abstract is interesting, and the article probably is too. However, it looks like the sample used in this paper is limited to fatalities in Sweeden. My copy of the IPC Safety Survey (2000) shows that between 1963 and 2000 Sweeden only had 36 total fatalities with an average of less than 1 per year. In the five year period from 1996 - 2000 they reported only 2 fatalities with a total of just 544,727 jumps. Any single fatality in a sample this small will skew the data. A larger sample would yield a better representation and more accurate data. Sweedish data just isn't large enough to tell us much. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I suppose that is the best way to handle it, but I'll add a few comments since I've had both malfunctions and watched/investigated many more. A pilot chute in tow will generally leave you on your belly wondering what is going on. A baglock will almost always sit you upright and you will probably see the bag and know what's up. The distinction is usually pretty clear. Both are very serious high speed problems. The more difficult distinctions involve a pilot chute in tow. It's often difficult to know if the pin is in or out, if the pilot chute is collapsed or open, and if the bridle is snagged or free. An experienced jumper can often figure that stuff out pretty quickly, but a novice will just know something bad is happening (or not happening). Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Test prep is a common issue. I covered it in the S&TA area of The Ranch web site as Article 4 "License Exams" available at: http://theblueskyranch.com/STA.php. Start with the SIM guidelines, add my points, check-in with the Make It Happen site and relax. The exams really are easy and failure is nothing more than a temporary pain in the butt. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Not a dumb question at all. Back in the day the only way to learn skydiving was to take a six hour ground school and then make a static line jump. Of course that meant you would be learning all the book knowledge without any experience, and would then need to know everything for your first real jump. The USPA ISP and local tandem programs were designed to reduce those early issues. Ideally, a student who has made a real "learning" tandem has a good understanding of freefall and parachute flight so that when they begin their ground school they have an existing structure of knowledge, and that makes it easier to grasp the new material. The ISP is organized so all critical information is presented upfront, but that it is repeated and expanded on with later jumps, thus reinforcing the knowledge. A first tandem, and the ISP aren't mandatory, but the way information is packaged and delivered in those programs provides a great guide for schools when they build their own programs. Likewise, the ISP guidelines in the SIM can really help a student to master material that may have been covered only briefly in a classroom environment. Learning is always an active process. The more involved a student is the better he will learn. Likewise, the more a student knows, the easier it will be to learn. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

...just a quick mention that USPA is advertising for a new Managing Editor for Parachutist, and a Database and Production Manager. Both are full time positions and are covered in detail here: http://www.uspa.org/news/notices/employment.htm. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

It's a common problem. There is so much information in the ground school and it all tends to blur together. That's a good reason to review book work on every training jump. It's also a reason why instructors like to simplify decision making and equipment management for students with basic rules such as "if you pull the main handle cutaway before using the reserve." Once a jumper gets a bit more experience we can talk about when that rule might not work, or odd malfunctions such as a pilot chute in tow that might be handled another way, but it's frequently too much information for a student, so we simplify. I hear from plenty of advanced students with questions that seem to reach for basic information that they should have learned in the FJC, but somehow missed. I'm always glad they are asking questions, and I'm happy to review so they get the complete picture when their brains have more space to soak it all up. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Blood clots in 10-15 minutes of canopy time? That's a new one on me. Anybody with professional experience want to comment? . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

No and no. We have a copy available in the school office for student use, and a second copy at the main manifest office. Some instuctors mention the SIM, some do not. In my experience, it's not uncommon for a student to graduate without even knowing there is a SIM. I'm a big fan of the SIM and think every student should have a copy. It's great take-home reading and really helps expose students to an organized progression. It's great to hear that Orange places a heavy emphasis on the SIM. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

First you will need a total of 25 jumps. Then you will need a completed license/proficiency card available at: http://www.uspa.org/publications/forms.htm. There are two cards listed for the A license and either will work, but the two page card is easier to fill out. Part of the process is an oral exam based on questions in the USPA Skydivers Information Manual available as a printed book or as a free download here: http://www.uspa.org/publications/SIM/2005SIM/SIM.htm. You will also need to complete a check out dive as sort of a practical exam. There is a lot that you still need to do. I'd suggest that you get in touch with a local drop zone and begin working with an instructor. You will find that some schools and instructors are easy, while others really push to make sure you meet the standards. Good luck, . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Dave: I see from your profile that you have been jumping for a long time, but are not an instructor. I think your concerns have already been addressed, but that you may not have been exposed to everything USPA has already done, and implementation may be lacking at your DZ. Have you taken a look at the SIM lately, specifically the ISP? Every category has specific canopy control skill-drills that should be completed by every student. Those drills are designed to train the very things you are talking about. Take a look at each category, and especially the upper levels such as "Cat F." You might also take a look at the four page "A" license card and the specific requirements for students. It's actually a pretty solid program, and far better than anything I was ever exposed to. Ideally, every student that graduates from this program will have a good understanding of all control inputs, weather, decision making, and parachute limitations. One of the problems we have in the field is that student programs get very rushed and instructors often skimp out on the detail, especially the canopy control stuff. The idea behind publishing the ISP and creating a check-off style card is to help students understand what they should know so they can prompt their instructors. Of course that requires that schools make the SIM available and that students actually read the SIM and then demand the training they are paying for. I think we have a pretty solid program of basic canopy flight, at least on paper. Additional progression is covered in sketch format in SIM Section 6-10, and there are some canopy flight providers that offer great advanced programs. For motivated students there is a great book by Brian Germain called The Canopy and It's Pilot. The problem seems to be more related to implementation at the local level rather than design at the national level. I'd like to see a greater focus on canopy control skills at the instructor training level, a better use of the available material in every skydiving school, and better utilization of available material by all students and advanced jumpers. I'd also like to see every school actually follow the ISP requirements, even if the drills are scrambled around in a home grown program. It would also be great if Brian could get his books listed on Amazon.com so limited availability is less of an issue, but that's an economic issue for him...As an author I can tell you the return from Amazon is great in terms of gross sales, but profit margins are terrible. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

That’s not completely true. I’m an EMT, not a doctor, but I’ll try to explain the systems as best I can. Think of the body as a huge vessel with arteries and veins that can increase in size or decrease in size, thus changing the actual capacity of the vessel. Now imagine the total maximum capacity of the vessels when dilated is 10 gallons of fluid, or six gallons when all the veins and arteries are constricted, but the body only has 8 gallons of blood. If all the blood vessels dilate at once, there will not be enough blood to fill the vessel, and the person will feel faint and may pass out. Now imagine that instead of complete body dilatation, too much blood pools in the legs, so there isn’t enough blood to circulate through the upper body. The effect is the same; the patient feels weak and may pass out. It is possible for a person to have a circulatory problem that restricts blood return from the lower body, or neurological problems that alter the constriction or dilation of arteries and veins. These problems could be structural, or they may be generated by a problem in the brain. It’s possible that the leg straps were pressing on arteries and veins causing a pooling of blood in the legs. It’s possible the leg straps were pushing on a nerve, reducing the brain’s muscle control needed to return blood from the legs. It’s possible there is an abnormality in the brain that generated the problem. Also consider that a reduction in circulatory effectiveness might combine with a reduction in the oxygen carrying capability of the hemoglobin. Things like malnourishment, fatigue, general hypoxia, carbon monoxide, could limit the blood oxygen levels, and if that combines with reduced circulation, loss of consciousness could occur. When a person passes out under canopy it isn’t normal. Something went wrong. It could be simple, or it could be complex. And it could happen again. I think it is important to consider all possible factors, including leg straps. If that happened to me I would immediately speak with my doctor and ask for a cardio and neurological work up. I would be concerned that there was an underlying problem that might not have otherwise been detected, and that the early detection might increase treatment options. Of course it could just be a lack of breakfast, cold temperatures, excitement, some CO ingested while waiting for the airplane, lack of lower body movement, and a variety of other very normal factors. My hunch is that a full medical work up would find nothing, and that the problem will not repeat, but all factors, including leg straps should be considered. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

You don't need to see directly below if you can place yourself based on things you can see such as roads, houses, land features. I've never been to a DZ that doesn't have things that can be used as position fixes along the jumprun. Think about how you would spot if there were lots of puffy clouds and you couldn't see directly down, but you intended to jump anyway...you would probably spot relative to other features, right? Find those features on jumprun and you will know where you are before you ever get to the door. I start spotting well before we turn on jumprun and always know pretty much where I am without looking on the climbout, then I can sneak a look in freefall to confirm position. You are correct that on formation loads, and even in regular group skydiving, you often get what the spotter gives you, but you should at least know about it before you climb out. If the spot is really bad you can refuse to jump and force a go around, or choose to break high if the group configuration allows for that (CAUTION! Too much tracking to get back in freefall can conflict with other groups...different topic, but worth mentioning here). The only time I was ever seriously injured skydiving was on a night jump when I knew the spot was bad, but played follow-the-leader anyway. Boy was I a dumbass. Landing out can be a problem in the daylight, but at night it's a whole different story! Know the spot, and know where you are in relation to the spot, always! I disagree. We have plenty of outs on three sides, it's just one side that is obstructed, and there are lots of out's in the distance on that side. Most of the off-airport injuries are from turning to avoid things that were not identified high enough, flaring too high given the tall grass, landing on an incline, and not selecting a good field far enough away and getting stuck in a backyard instead. Those issues factor into an off airport landing at most DZ's. Landing out is not a cake-walk. Sometimes it's the best option, but it needs to be planned and approached with caution no matter what DZ you are at. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I've never heard of that problem with a solo jumper in my 25 years of skydiving. Please take it very seriously. Tandem students do pass out on occasion, generally because of the way the harness fits around their shoulders. Newer tandem harnesses (think Sigma) are designed to reduce this problem, and they do work. The thread you linked to also deals with tandem pass outs, and while the possibility of limited leg circulation could be a factor for you I highly doubt it is acting alone. I strongly suggest you visit your doctor. What happened might be a very early sign of a much bigger problem. I can remember a few years ago I was visiting another drop zone and as I made my hard riser turn onto base leg the whole world started spinning. I landed well and was super frightened by the experience. The next day I was hit was the worst general sickness I have ever had in my life, and it seems the experience under canopy was just an advance warning. You have enough experience under canopy to know how your body reacts, and clearly what happened isn't normal for you or anybody. There might be a minor problem that will never bother you again, or it may be much more serious. Do have a medical check-out, and if nothing is found, at least it will probably make you more comfortable about what happened. I'd also suggest you try a different harness with better padded and looser leg straps, or ask a master rigger if your chest strap can be moved lower to make your current harness a better fit. That will make those long canopy rides much more fun. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Good question. My first point is that we can all check the spot on every skydive. I like to start the spotting process when the airplane turns onto jumprun, or about 2 minutes prior to exit. By using the windows all around me I am able to see where we are, what the ground track is, and what the ground speed is like. That helps me understand how much time to leave between groups and where I will likely be when it is my turn to get out. Checking early and often also gives me a great chance to check for airplanes. Too many people either don't check the spot, or wait until they are at the door for a quick look. Landing off the airport can be a good thing if it prevents get-back-itis, but a recent review of injury data at my drop zone (The Ranch) showed that roughly 25% of our ambulance calls are for off airport landings, while just a tiny percentage of our landings are off the field. I covered the topic in a Safety and Training article on our web site at: http://theblueskyranch.com/STA.php. It is article 16 "Survival Strategies Off Airport Landings." NW Flyer also had some great points in his post above. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Relax. The BSR's are mandatory, everything else is recommended. The new wingloading guidelines are included in section 5 "General Recommendations," including such things as weather, RSL's recurrency training, spotting. There isn't a USPA enforcement policy for this material. The advantage of getting it in the SIM is that jumpers who read the book will see it and have direct guidance. S&TA's will also be able to reference the printed SIM material when talking with jumpers. If you are loaded over the suggested wing loading, take just a moment or two to think about your skill level...a lot of very experienced jumpers got together to write the guidelines, and while they may not be mandatory, they are worth thinking about. The SIM is an especially great resource for students and low time jumpers because it exposes them to concepts like wing loading that may be missed in their training. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I have no problem with it for a student, but of course the instructor should know about the issue and understand epilespy, and have a plan to deal with an attack. I have a big problem if it is an instructor. In the United States the USPA BSR's require all tandem instructors to have an FAA class III medical certificate or equivalent. Epilepsy is almost always disqualifing. See the following from the AOPA web site http://flighttraining.aopa.org/members/learntofly/welcome/medical_certification.cfm: ...Neurologic cases, too, pose some of the more difficult certification decisions for the FAA. Epilepsy and disturbances of consciousness or transient loss of control of nervous system function without satisfactory medical explanation of the cause are disqualifying. A one-time-only seizure with an otherwise normal neurological evaluation can be favorably reconsidered if at least four years have passed since the seizure and there has been no anticonvulsant drug therapy for at least two years. A history of multiple seizures, but no diagnosis of epilepsy, may be considered for certification only if there has been at least a 10-year period since the last seizure and at least three years have passed since anticonvulsant medication was used. A history of epilepsy may be considered only after there have been no seizures and no anticonvulsant medication usage for the last 10 years. Even without the requirement for an FAA medical (such as at a non-USPA dropzone), doing tandems with epilepsy is is a bad idea. If I knew about the issue I'd either discuss it directly with the tandem instructor, or ask an S&TA to discuss it with him and to follow up with USPA. This is a case where the life of a student is at risk, and I believe an S&TA should evaluate the situation and if the instructor really has epilepsy, should follow through with USPA. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

There is thread in the Safety and Training Forum called “Safety Notes From WFFC.” One of the issues discussed in the original post was a cutaway cable that was too short, and that prompted another jumper to say her cables may be too short, but a “packer” said they were fine. That prompted other jumpers to indignantly tell him to have a rigger check it, not just a packer. When I read the thread my immediate thought was “…just call a rigger over to have a quick look, no big deal…” but that’s because I am a rigger and jump at a large DZ with thousands (well, it seems like thousands) of riggers. Heck, we have a master rigger on the field full time, another master rigger in town who services many of our jumpers, and a third master rigger in town who we see occasionally. Senior riggers are a dime a dozen, with at least two on the field full time. For a jumper at my DZ, getting an opinion from a rigger is as simple as walking across the parking lot to the on site gear store, or calling out “Hey, any riggers around?” It might not be so easy at a smaller DZ, so my question for folks at Cessna drop zones… Do you have access to a rigger when you are jumping or do you need to wait until the end of the day, or longer? Is it easy to get a consultation or opinion from a rigger that you trust? Is the only rigger at your DZ always teaching/jumping/administering? Do you know who the riggers are on your field, and are they approachable? I'm interested in a discussion about how access to riggers is handled at smaller DZ's. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I'll add a few years for you... 1991 20,250 1992 26,150 1993 25,550 1994 27,750 1995 30,000 1996 32,900 1997 32,665 1998 33,526 1999 33,458 2000 34,217 2001 34,322 2002 33,664 2003 32,628 2004 32,057 . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

We had an interesting incident at The Ranch recently that bears a mention. A very experienced four way team jumper had recently changed her equipment and began experiencing long pilot chute hesitations. Each time (about three occurrences) she handled the problem by kicking and shaking her back/legs, and that was sufficient to free the pilot cute. The problem didn’t happen on every jump, but seemed to be about every 3-5 jumps. Finally, the team vidographer was able to document the opening sequence. The video shows a solid pilot chute launch and stiff bridle line with pack opening, and the bag remaining in the container for about 2-3 seconds. The malfunction was later simulated on the ground such that the open container could be lifted with the bridle. The problem was tracked to a new deployment bag that was too big for the container, and that allowed the main parachute to remain wedged in the main pack tray. Replacing the bag fixed the problem. The take-away from this incident is to make sure your components are compatible. In another post Bill Von mentioned a few problems at the 2005 WFFC, including wrong sized cut-a-way handles, so there are obviously a few different manifestations of the incompatible equipment issue. (See his post at: http://dropzone.com/cgi-bin/forum/gforum.cgi?post=1772385;sb=post_latest_reply;so=ASC;forum_view=forum_view_collapsed;;page=unread#unread Jumpers should be aware that not all components are compatible and should seek the assistance of a trusted rigger when setting up their gear. Riggers should be extra vigilant and check compatibility with sizing charts, manufacturers instructions, and a final physical inspection and test of equipment operation. A pilot chute hesitation, either with pack open or closed, is probably one of the scariest malfunctions to deal with. It is a very high speed malfunction, and the correct response can include a cutaway or immediate reserve deployment. Either response could result in a double deployment with entanglement. The key is to know how you are going to deal with the problem in advance, and then execute the procedure in the air. Wasting time making your decision while in freefall is not a viable option. In this case the jumper was super experienced and current, opened at a reasonable altitude, and made a conscious decision to work with the problem for just a few seconds. She maintained altitude awareness and was able to solve the problem without using her cutaway or reserve handles, but was prepared to do so if necessary. While the problem was cleared in this case, it is just as likely that a long pilot chute hesitation will not self correct, so jumpers should not spend more than a couple of seconds dealing with it. Keep in mind that a pilot chute hesitation is a very fast problem and it is easy to loose track of time and altitude, and that is especially true for inexperienced jumpers and those who have never had a malfunction. Everything worked out well in this case, but jumpers and riggers should use it as a reminder to refocus on ensuring component compatibility. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Good comment. JUMP! is written for folks who wonder what the sport is all about and how to pick/evaluate a drop zone. It isn't targeted at experienced jumpers, but as you pointed out, JUMP! is a great give-a-way for friends and families, and helps an experienced jumper figure out how to answer all the common questions. It's also a good give-a-way for local media. The part that does seem to be appreciated by even the most experienced jumpers is the chapter called "Psychology." For a peek at JUMP! Skydiving Made Fun and Easy check out Amazon.com and click on the book cover for a look inside. I'm a big believer in Brian's books, and "Parachuting, The Skydivers Handbook." If you are hell bent on skydiving I would start with The Skydivers Handbook, then pick up The Parachute and It's Pilot by Germain. I'd also recommend The Skydivers Information Manual by USPA, available from their web site as a spiral bound book, or as a free download. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy