tombuch

It isn't as bad as it looks from the cabin. The pilot sits up pretty high and has good forward and left side visibility, but can't see much of what is below the plane to the front, nor is there great visibility to the right or behind. There are generally not any radar type displays in the aircraft, but Air Traffic Control is often calling traffic. A good pilot will keep his head and eyes moving and develop a good overall picture of what is around him. If you happen to see traffic on the climb and think it is a factor, mention it to the pilot. When it comes time to spot, it really helps if everybody looks for traffic, and that is especially true of those sitting on the right side. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

We have discussed this issue numerous times on these forums. In the United States the airspace is public use, and with the exception of some very limited national security areas, is not restricted. Airplanes have the right to fly over our drop zones at will. The airspace belongs to pilots too. Pilots have an obligation to become familiar with "all available information," as best they can, but that does not mean they need to stay away from skydiving areas. Skydivers have an obligation to avoid creating a hazard to other air traffic. That's included in FAR 105.5 as follows: Keep in mind that not all pilots use sectionals. Many use GPS or other digital displays that do not depict drop zones. Instrument pilots use IFR charts that do not include drop zones. New flight planning software does not depict drop zones. Drop zone listings in the AFD and on sectionals are not complete, and are often inaccurate. Gliders have large wingspans, fly slowly, and should be easy to see. It is our obligation to clear the airspace before we jump. That means looking in all directions, and making sure traffic is not blocked by clouds. It is really up to the pilots of jump planes AND THE JUMPERS to make sure the airspace is clear before we jump. For more detail, see The S&TA area of The Ranch web site at http://ranchskydive.com/safety/index.htm. Specifically, check out: Article 1, Checking For Traffic Article 8 Airspace Article 13 FAA Regulations Applied. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Nope. Data presented in my book "JUMP! Skydiving Made Fun and Easy" for the year 2000 shows one fatality for every 70,130 jumps, based on single year estimates of 2,244,165 jumps and 32 fatalities, as reported by USPA. The numbers are getting better. In the year 2003 (the last year estimates of jump activity are available) USPA reported 25 fatalities with 2,086,692 jumps, or an average of one fatality for every 83,468 skydives. The USPA estimate of total number of jumps is based on jump numbers reported by individual members on their renewal applications and does NOT include student jumps, but the fatalities do include students. The number of jumps made in 2003 is actually based on 2002 numbers adjusted for a decrease in USPA membership. These numbers are obviously not absolute, so use them with caution. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Try this at USPA.com http://www.uspa.org/about/images/memsurvey02.pdf. Here are some other quick numbers: 300,000 Americans jump from airplanes each year (JUMP!, page 3) There are about 32,000 members of the United States Parachute Association Together we make more than 2 million jumps each year (USPA estimate) There are roughly 300 active drop zones in the United States . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I am often amazed when I talk with an experienced jumper after an accident, and he tells me he that had done exactly the same thing, or jumped under identical circumstances hundreds of times and was never hurt. Often, the jumper can’t understand what went wrong ‘this time,’ and attributes the accident to bad luck. Consider this quote from a recent thread in the Incidents Forum: Often an experienced jumper gets very comfortable pushing limits and is generally successful, although at least a few of the jumps create some unusual anxiety. Once on the ground there are two ways to interpret the stressful event. First, the jumper can learn that he is perfectly capable of handing the given situation or condition. He learns that pushing limits and taking extraordinary risk is alright, and believes he survived because he is “good,” and will always experience the same outcome. Alternatively, the jumper could learn that the conditions pushed him beyond a comfortable level, but that he managed to survive with a bit of skill, and a lot of luck. He learns that pushing limits is very risky, and understands that if he continues to push himself at that level he may eventually run out of luck, and face injury. Every experienced jumper I know has pushed limits and landed shaking from a near disastrous event. The difference between a jumper who I consider “safe” and one I consider “risky” is the way they interpret the event, and what they learn from the near accident. A safe jumper will try to avoid or mitigate the dangerous situation in the future. A more common reaction is to smugly walk away, comfortable that the same situation can be handled again and again, with the same positive outcome. The actual risk of a specific skydive is a matter of the many decisions we make, and the way those various decisions stack up to create a chain of risk specific to an individual jump. Each of us can choose to minimize risk, or we can choose to push ourselves and accept increased risk. Either approach is probably appropriate in an individual sport like skydiving, but it is imperative that we know what specific risk level we are incurring. That knowledge is gained through appropriate interpretation of all past experiences, and reasonable management of the many risk factors on each jump. A “safe” skydiver will not attribute his success to skill when luck played a significant role. The key to safety isn't the experience, but rather the way the experience is interpreted. I’ll also add that in student training, the risk level should be appropriate to the experience, expectations, and risk tolerance of the student, and not based on the level of risk the instructor has successfully negotiated in the past, or is willing to accept at that moment. For a more complete discussion of risk, including the concepts of ‘chains and pyramids,’ see Article 17 on The Ranch web site called “A Safety Culture” available at http://ranchskydive.com/safety/index.htm. It’s pretty wordy, but it does a decent job of tackling cultural issues that lead to accidents. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

clicky http://www.wired.com/news/games/0,2101,67316,00.html?tw=wn_tophead_3 . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I received an email from Stephen Hudak from The Orlando Sentinel yesterday following one of my posts on the Incidents forum. He asked that I give him a call, and we spoke for a few minutes last night. Mr. Hudak was writing a follow-up story and wanted to quote from my post about how an accident 'could' happen. He understood clearly that I wasn't there, but that I could speak as a knowledgeable pilot and jumper. As we spoke he confirmed that I was the person who wrote the specific post he was quoting, and he confirmed the spelling of my name, as well as my credentials. He asked for specific permission to quote from the post. He asked a few simple follow-up questions, then asked me about several other people he had spoken with, mostly as a means of confirming their identities and status within the industry. Throughout the conversation he was respectful and professional. I appreciated his willingness to seek out information about a local story, and to try and write an accurate report. The press has a job to do. We all expect accurate stories, and good reporters strive to deliver that accuracy. Reporters, however, can't be expected to have the depth of understanding that experts have, nor can they be expected to detail a story in exact industry language within a general circulation title. My hope in the case of the Deland accident is that the initial stories will define the accident as unusual, offer a few positive words about the character of the two people involved, provide a framework so whuffos can understand roughly what happened, and then report that the investigation is continuing. Follow-up stories can dig a bit deeper and provide more depth as the reporters involved speak with additional sources and gain an understanding of the industry. We should all understand that dropzone.com is a public forum, and reporters do read our posts. That's not necessarily a bad thing. Likewise, when reporters do contact us, we should respect their needs, and their willingness to do research and seek out sources who have expertise. A professional reporter will strive for understanding and accuracy, and will work hard to serve his readers. Reporters are not the enemy. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Kinda like the flyer that we have on our web site, and distribute to local airports? See http://ranchskydive.com/ranch-pilot-caution.pdf . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

It shouldn't be a tough course, but with that said, practice your gear checks with an instructor, and practice teaching short segments in front of your peers. Then relax. A good Coach Course Director will establish a high standard, but will then do everything he can to help you relax and meet the standard. That's the same approach any instructor should take with any course. Most of the candidates that I have put through the Coach Course do very well. The exceptions are jumpers who are not ready, and they always figure that out pretty quickly. When I have a candidate that isn't ready, the course becomes something of a prep program to help them pass it next time, and everybody goes home happy. Based on your listed experience, I'd guess your flying is OK, and that you will need some work on critiquing students in the air, and teaching on the ground. It sounds like you have already read the material, so that gives you a leg up on the professional knowledge part of the course. Look to the evaluators for guidance and training throughout the program, and work well with the other candidates. The course will be fun if you approach it that way. Keep in mind that in this setting you will be a student, and that the evaluators are instructors. Watch how they work, and how they present and extract information. Think about how you "feel," and how the different techniques used by the trainers help or hurt your progress. There will be some examples of great teaching/evaluating, and probably some examples of poor teaching too. Whenever I take a training or evaluation course I always come home with a new appreciation of what my students go through, and how to help them learn. Have fun with the Coach Course, and enjoy your new role as an instructor. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

There are some good pictures (and great information) in a couple of books about skydiving available at many bookstores, and on-line retailers like Amazon.com. First, check out Parachuting: The Skydivers Handbook by Poynter and Turoff, then pick up The Skydivers Survival Guide by Antebi and Emerson. Both books will help your out. My book, JUMP! Skydiving Made Fun and Easy has some great information too, but is geared more to whuffos (those who haven't jumped at all, or have just a couple of skydives). JUMP! is also a great read for experienced skydivers who are looking for ways to answer questions from whuffo friends and family. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I thought I remembered a higher number from Perris. If we allow for the SEAL's, and use an easy number like 200 pounds as an average, the 4,205 available load for this specific Otter becomes only 21 passengers. That's quite a difference. Alternatively, the 23 passengers exceed the allowable load by 575 pounds. Weight and balance is important with Otters, and equally so with small Cessna's. Far too many accidents in the skydiving world begin with an overloaded airplane, then add an out of balance configuration. Some operators try to avoid this issue by reducing fuel loads, but son-of-a-gun, many of our accidents are the result of fuel exhaustion. Perhaps the safer solution would be to develop an accurate weight and balance for each load, and reduce the number of passengers if necessary. It's also important to understand that the useful load for an airplane is specific to that airplane. Each aircraft has a different empty weight based on things like equipment, and a different gross weight based on things like flight surfaces and engines. So, the 4,025 pounds of useful load (plus 1,000 pounds of fuel) listed as the limit for this Otter may not be the same number used for Otters at other DZ's. I'll get a bit more technical and mention that take off distance is based on gross weight, runway surface, density altitude (that includes temperature), and aircraft configuration. The maximum weight for a given day/runway may well be less than the allowable gross calculated in a weight and balance. Jumpers should probably take this opportunity to talk with the DZO and ask to see an accurate weight and balance for each airplane in the fleet, and ask to see take off performance for that weight configuration on your runway on a hot day. My hunch, based on accident data, and general experience, is that our airplanes are often overloaded, and that this is a bigger problem with Cessna's than large turbines. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I'd reconsider the average of 175 pounds. Most rigs are in the 25 pound range, so your average human weight limit is reduced to 150. My hunch is that we weigh more (on average) than that. Has your DZ, or any DZ, done a real average of all passengers with gear? I'd be interested in what we really weigh. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Hey Scott: The topic of landing direction has been hashed out here about a million times. The verdict is that there isn't a right way or a wrong way to establish landing direction, but whatever method is used should be followed by everybody. The three typical ways of defining landing direction are: 1) First person down sets the direction 2) Everybody follows a specific wind direction device 3) Everybody agrees in advance what the landing direction will be, then follows it. At The Ranch we use the third method. There are still conflicts, but at least we have an established means of defining landing direction. For a discussion of our approach, see Article 12 "Landing Direction Defined" at http://ranchskydive.com/safety/index.htm . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I was thinking it would be cool for manifest to be watching the feed as an extra set of eyes for the pilots, and then call on the radio if there is a conflict. Unfortunately, the data is embargoed for 10 minutes prior to release as a "security" precaution, so it isn't useful for actual traffic separation. There are systems that will relay a live-live radar feed to a display on the flight deck (only in specific areas where coverage is available), but they are very expensive and require a capable display, something lacking in most skydiving airplanes. Another option is an inflight collision avoidance system that gets it's data directly from the transponders of other airplanes. These systems are somewhat less expensive, but since they are designed for in flight collision avoidance, they are optimized for the display of limited traffic at close in distance and near level. They might not be very useful for skydiving pilots who are more interested in traffic 4-12 miles out, and as much as 10,000 feet below jump altitude. . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I have no problem with that from a legal standpoint. Just be aware that opening characteristics can be very different. Most BASE canopies are designed for best openings at slow descent speeds with no horizontal movement. Also consider the possible loss of a direct bag system unless it is attached to the canopy. Also consider the effect of a large BASE specific pilot chute at terminal velocity. With all that said, some BASE canopies can be packed for terminal openings from very big objects, and pilot chutes can be matched for airplane style openings. It can work. My point is that if you are going to use a BASE specific main parachute from an airplane, think the process through, just as you would if using a skydiving specific parachute for a selected BASE jump. If you lack experience, talk it out with a rigger who understands BASE equipment. Heck, even if you are the worlds most experienced BASE jumper, anytime you change equipment or technique it's a good idea to chat about your plans with other jumpers first as a mean of peer review. Be safe, have fun. (...adding BASE-128 to my sig for this post) . Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Probably very few of the pilots know they are flying over a DZ. General Aviation pilots using a standard sectional chart can see the parachute symbol on the chart, but pilots flying with digital displays like GPS, and commercial pilots in big jets flying with FMS systems, do not have any symbology to tell them of the drop zone. That's a problem that is being worked at the national level by USPA, FAA, and AOPA. There has been a bunch of progress over the last few months, and we should see data standards in place within a few more months. Actually getting that data into the hands of pilots, however, is still a long way off. For more discussion about depiction of drop zones in digital formats, see my post starting a thread last June at http://dropzone.com/cgi-bin/forum/gforum.cgi?post=1133168;#1133168. For detail specific to airspace around The Ranch see article 8 "Airspace" at http://ranchskydive.com/safety/index.htm. While this article is targeted at the airspace around The Ranch, it should also give jumpers at other drop zoners an idea of how airspace is defined and depicted. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

There is a cool site that features near real-time radar of urban airspace, including some of the biggest drop zones in the country. Check out http://www.passur.com/sites.htm for radar coverage in the New York, Tampa, Boston, LA, and San Jose areas. When the radar is set to a longer range, you get a very good picture of traffic congestion over and around drop zones like The Ranch (see White Plains radar), or Perris Valley. In fact, I just watched a load drop over Perris at 14,000 feet. Pretty cool. The data is about 10 minutes old when it hits your screen, but there is a terrific archive function that lets you go back in time. If you have a close call with another airplane at a drop zone that has coverage, you can easily look back and see who it was. The datablocks for the archive function turn on about an hour after the record was made, so so you can identify the target. The main page includes a url for each local airport, and below that it has a url for the radar return. Check it out. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Please don't be in such a rush to downsize. If you are going to demo a new canopy at a different DZ, it's a good idea to make a bunch of jumps on your own canopy at that DZ first, then downsize slowly. Seek advice from instructors and gear dealers, and don't push yourself too far at this level. The gear store at The Ranch is called The Pro Shop, and the owner/manager is Sonic. He is a master rigger, AFF Instructor, and S&TA. He is also a pioneer in the swooping world, and teaches canopy control at all levels. He has a pretty good handle on what kind of parachutes are appropriate for jumpers at different experience levels. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Of course you can skydive! The first time in a tunnel is tough for everybody, but it can be tougher for some people than others. The tunnel worker may have been having a bad day, and give you that line of nonsense because HE was frustrated and didn't want to spend the effort to get you stable. Your balance point will be different than other people, and your freefall speed will be a bit different too. Different isn't bad. If you are still close to the tunnel, give them a call and express your dissatisfaction with the comments, and the lack of support from that individual tunnel worker. Ask for a make good session, and give it another try. I don't think the business (I believe you identified it as Flyaway on the East coast) wants have a reputation of disrespecting their customers. Most of the folks who work in tunnels really love what they do, and enjoy sharing the thrill of flying with their customers. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Pull the cable every month and flex the three ring webbing. Lubricate the cable and then clean it off before reinstering. It may be that the cable was lubricated and not adequatly cleaned on the last repack, and thus more dirt was able to accumulate. Not all riggers deal with the cutaway system. Check with yours and see if he inspects and lubricates this component as part of a repack. Also, see if he checks the main parachute and pilot chute. That's not part of the TSO'ed system, but a good rigger will cover the main too as part of a standard repack. Ask to be sure you know what is included in your repack, and if you want more work done request it. Some riggers may charge extra, and some customers may choose to take their business elsewhere. It's your choice. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

In the United States the regulations covering pening altitudes are by USPA, not FAA. The regulations are covered in the Basic Safety Requirements, section G as follows: Tandem-4,500 feet AGL All student and A license holders-3,000 feet AGL B-license holders-2,500 feet AGL C and D license Holders-2,000 feet AGL All USPA drop zones agree to follow the BSR's, so breaking one is a pretty big deal. With that said, I've watched a few very low openings, and usually handle them on a case by case basis. I hate intentional low openings by inexperienced jumpers on a busy weekend. I can be convinced to look the other way on a weekday, as long as the violation is not too obvious, and the jumper is very experienced and current. The intensity of enforcement is really drop zone dependent. On the issue of using a BASE rig...that is an FAA bust in the United States, and I won't tolerate it at all. Period. Using non-TSO'ed gear in the United States puts the pilot and drop zone at risk, and our pilots really depend on us all to keep them trouble free. When you are in the United States, please use your BASE rig for BASE jumps. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

There is no FAR violation implied. It is a USPA BSR that we are talking about. A violation of a BSR is a big deal, a violation of an FAR is a VERY big deal. Two different animals. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

OK, here is my quick read of the regulation, interpretation, and consideration of what is reasonable. It’s only my opinion. For the definitive application of the regulation, please contact Jim Crouch directly at USPA. Remember, I’m just a guy with no authority in the matter. First, I think your interpretation of 2-1(E)(4)(a) is correct. The regulation does say that ALL jumps must be “conducted” by an Instructor. I don’t see the significance of the capitalization of Instructor. What I do see is that the regulation does not say “under the supervision” or “direct supervision,” of the Instructor, but rather uses the term “conducted by.” That suggests that the person doing the jump training and dispatch must be an appropriately rated instructor, as long as the jumper is under the IAD/SL programs. My hunch is the intent is that the person doing the dispatch of an actual SL or IAD must be rated in the appropriate discipline (IAD for an IAD student, or SL for a SL student). I think the idea is that once the student is beyond the IAD or SL specific part of the training, then an Instructor in any program is able to do the in air dispatch. I think that should also include a Coach as the direct supervisor, as long as an Instructor is providing oversight as the supervisor. I think it is unreasonable for a Coach to handle an IAD or SL deployment (and I know you are not asking for this). I think it is probably reasonable for a Coach to handle everything after the first freefall, at least given the way the Coach rating is handled for other disciplines. That’s just my opinion. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I took my mom on a tandem for her 65th birthday. I was more nervous than she was. If your mom really wants to make the jump, she should be fine. The folks who I have had the most trouble with were generally pressured into making the jump, and not motivated to be there at all. The one exception was a kid with Downs Syndrome that I discussed several months ago. Real panic is pretty rare, and as an accomplished tandem instructor you should be able to recognize it and react without worry. Will your mom enjoy the jump? who knows. Give it a shot! Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I'd avoid The Parachute Manual Volume II (recommended by another poster) for a while. It's mostly a bunch of information about older parachutes that is more useful for riggers than conventional jumpers. A much better book on that topic is "The Parachute and It's Pilot" by Brian Germain. I'd also strongly suggest "Parachuting: The Skydivers Handbook" by Poynter and Turoff. I've got to add a quick plug for my book, "JUMP! Skydiving Made Fun and Easy." It's a good overview for whuffos interested in what the sport is all about, and will certainly help you answer questions from you old non-skydiving friends. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy