tombuch

The original RWS tandem system was called the Vector, just like the sport rig. The Sigma is the newest model from RWS, and it sets the standard in the industry. The Vector tandem is good, but the Sigma is way, way, way better. Look, it sounds like this person is going to make her jump in Russia and is fishing for reasons to say that's OK. It just doesn't make sense to mess with an unknown and potentially unregulated system, and take training from people you don't know and can't adequately evaluate. It might work out fine, but you will get better value and comfort dealing with a Canadian program. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

USPA defines wing loading as: "...the jumpers exit weight divided by the area of the parachute canopy, expressed in the United States in pounds per square foot." You can find that in the 2004 SIM on page 141, and also in the glossary. PD uses the same basic definition, on their web site at http://performancedesigns.com/docs/wingload.pdf as follows: "Wing loading is a measurement of how much total weight is supported by how large a wing, and is usually expressed in pounds per square foot. Everything the jumper exits with, including all clothing, the rig and both canopies must be included in the weight." Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I strongly suggest you do your student training in Canada. The Canadian Sport Parachute Association has a solid program in place, and a great reputation. Any CSPA affiliated drop zone should be fine. Check out their web site at http://www.cspa.ca/. You will find a link on the left side to "Member Groups" that will list all the affiliated drop zones in Canada. If you do your training in Russia there is no telling what you might get in terms of safety or skill level training, and Russian training may not be accepted by local drop zones in Canada. For more information about student training programs, check out a book I wrote for McGraw-Hill called JUMP! Skydiving Made Fun and Easy. It is primarily written for the United States domestic market, but much of the material applies to Canada as well. You may find it in Candian book stores, or through on-line retailers like Amazon.com. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I think USPA blew it on this one. The big difference between solo programs such as AFF and SL , and tandem, is that drop zones sell AFF and SL as training, but they sell and treat tandem as a ride. There is a feeling that we wouldn't put underage kids out alone, but heck, strap them to an instructor and nothing can go wrong. That's of course the wrong way to view tandem, but it does seem to be the industry view, and it's the way many of our customers think of tandem. When an adult gets hurt or killed, the liability is mitigated by a waiver. When a child gets hurt or killed, the waiver is useless. You are correct that the drop zone should be able to define its own level of liability, but when there is no valid waiver, the drop zone is inflicting the elevated risk on the manufacturers and USPA. That's us. No drop zone should be allowed to inflict the financial liability of a no-waiver skydive on USPA or the manufacturers. If I had my druthers, the age limit would be 18 for all programs, and would be waiverable by the full board. That would allow a program to take a very specific minor under specific circumstances, without subjecting the organization to unlimited liability. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I do think it is necessary. The time in sports improves judgment and allows for a better rounded and committed instructor. Typically a person who builds 500 jumps in a year is jumping alot, but isn't being exposed to other elements like rigging, teaching, and student support. I also find that first year jumpers tend to be a bit gung ho. They generally lack a clear understanding of the dangers and risks in skydiving, and they lack the judgment needed to work with students in a tandem environment. Three years gives a skydiver time to see people get seriously hurt or bounce, and helps a jumper trade "GO" for "WHOA." That's important. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I'm a bit confused. Your profile says you currently have a 150 reserve loaded at .88, and a 170 main loaded at .78. The math suggests you weigh 132 pounds. Your post asks about a 140 reserve loaded at 1.1, and that would make you 154 pounds. It doesn't really matter if we use pounds, stone, or Kilos, the math doesn't work out for the wing loading on the new reserve. Are you using your weight plus the weight of the rig (about 25 pounds) for all your calculations, as you should be? If your actual weight without gear is 132ish, then a 140 reserve should be alright, although I would still preference the 150, but above either I would encourage the Cypres. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

You still need FSDO approval for flight with the door open or removed. AC 105-2c 23 AIRCRAFT OPERATING AND AIRWORTHINESS REQUIREMENTS. a. Procedure. Owners or operators of aircraft listed in Appendix 2, who are interested in-obtaining authorization and operating limitations for these aircraft to be flown with the door open or removed, should forward a written - request to the FSDO having jurisdiction over the area in.which -these operations are to be conducted. The request should contain the following information: (1) blame and address of the registered owner(s) of the aircraft. (2) Make, model, serial, and registration numbers of the aircraft. (3) Place where the aircraft is normally based. (4) Reason the aircraft is to be operated with a door open or removed. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

That your target is an airport shouldn't be a big deal. The topic is covered in greater detail in Advisory Circular 105-2c, sections 15-20. You will find it on line at http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/c96c33525870370c862569de005bd7aa/$FILE/AC105-2c.pdf, and also in the 2004 SIM on pages 192-201. A landing on an airport requires prior approval from airport management. A landing into controlled airspace associated with an airport requires authorization from the tower at the airport. A landing into a congested area requires authorization from the FSDO/GADO. You will find a good chart that defines the various authorization requirements in the AC. Your desire to remove or open the door of a Cessna in flight does require the approval of the local FSDO. See the Advisory Circular, section 23. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Yeee Haw! Set up a booth right next to the ferris wheel. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

My first jump was made in 1979 at a tiny skydiving center near Buffalo, New York. The jump was arranged through a student newspaper and is briefly discussed in Jump! Make Your First Skydive Fun and Easy. I actually wrote a first person feature about that jump for the paper, and it was published along with a collection of photographs. The story is packed with the hyperbole of a young college student buzzing with adrenaline. I still remember every detail of that first jump, including the terror of landing my round parachute in a tree. That jump was made more than 20 years ago when the only training method available was static line, and everybody used military-style round parachutes. When I made that first skydive I was interested in photography, not writing, and never imagined that I would make more than 4,500 jumps, and become the author of a book about the sport. The Spectrum Reporter Risks Life By Tom Buchanan Reprinted From The Spectrum, University at Buffalo, Buffalo, New York April 30, 1979 An intense sensation of fear rushed through my mind when George Wood, the jumpmaster, told me to “Get out of the plane.” I stepped outside the craft. My body was numb, I instinctively grabbed hold of the diagonal wing strut, throwing my right leg forward as we had been instructed the day before. George, as he had done with the others, slapped the back of my left thigh as a nonverbal signal to “fly with the wind.” My right leg shot back and my body assumed the arched position. I started counting…Arch-thousand, two thousand, three thousand. Suddenly at the count of three thousand, everything was quiet. A perfect canopy bloomed above my head. I was momentarily lost in the sky I quickly found the drop zone by searching for the only body of water – Lake Ontario – and tracing it back to the grass runway. The big white arrow – which experienced jumpers were supposed to point out from the ground to help guide novices – was unmanned. Unlike most first time jumpers, I had to find the ground on my own. The descent lasted only a few short minutes. I approached the drop zone faster than I should have, and swiftly passed over the landing target. If I continued on course and did nothing, my body would have crashed into a set of deadly power lines and been fried like a hunk of steak. Rather than die through painful, messy electrocution, I quickly maneuvered my canopy into a partial ‘run’ – heading with the wind – position and passed a mere 15 feet over the electrical hazard. Once past the power lines, my final landing spot was 20 yards ahead, an area cluttered by a house, a garage, a barn, an empty swimming pool and dozens of man eating trees. Fall To Earth I saw myself moving first for a tree landing. Without hesitation I assumed the “covered position” learned in five hours of jump training. My body crashed into a huge beech tree and then slipped through the snapping branches. I then slammed into the roof of a small garage and quickly bounced off, continuing my fall to earth. The canopy was wrapped in the overhead tree, suspending me one foot above the ground, in front of a badly frightened dog. I unstrapped my parachute and quickly left the area in case the dog regained its senses and decided to attack. Once away from the landing area, I inspected my body for damages but couldn’t even find a scratch. While walking back to retrieve the canopy, George explained that a tree landing is unusual. Most jumps are really quite routine, George explained. I was the exception. Looking back, the jump was fantastic, and the landing, at least interesting. It seems strange, but jumping from a speeding airplane is, well, fun. There is no other thrill that can match an adrenaline-producing fall from 3,000 feet. It is easy to see why some people skydive as a hobby; it’s addictive. I’m trying it again, after finals. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

The law in this case is Federal Aviation Law (parts 61 and 105) that require a rigger (or packer under the direct supervision of a rigger) to follow the manufacturers recommendations. The manufacturers of kill line pilot chutes require that if so equiped, the colored section be visible. That's the standard that must be used. If the mark has moved because the kill line has stretched or shrunk, or has worn off, it shouldn't be packed. Many people ignore that standard, but that is the actual equipment maintenance standard, and a rigger or packer is required to follow it. Sometimes it's a matter of the colored section fading, but sometimes the kill line has shrunk through use, and the apex of the pilot chute is actually being pulled down, reducing the effectiveness of the pilot chute. When a person packs a main parachute for himself, the standard is whatever he wants it to be. When a rigger or packer (under the direct supervision of a rigger) packs, the standard is the manufacturers directions. That's not a matter of a paying for a general service, but rather it is a matter of paying for a very specific federally mandated service. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Most instructors that I know work at big drop zones and do not look at the waiver, that's handled by the school office. Ideally the office team will see a medical condition listed and then get the manager and instructor involved in making the decision to jump. If the student mentioned the problem to me I would get back to the office staff and manager to confirm it was on the waiver and get their involvement. In this case I would want to know how long it had been since the last attack, and what triggers the attacks. Nitroglycerin is designed to dilate blood vessels, and is usually taken by the patient at the first sign of chest pain. The key problem for patients that carry nitro is usually a blocked coronary artery, that's the artery that supplies blood to the heart. A reduction in blood flow to the heart can cause cardiac damage and death. Nitro opens the blood vessels, but will also lower blood pressure. Since it will lower blood pressure, it is not recommended in cases where BP is already too low (generally systolic below 100). You may encounter cases of low blood pressure in a normal skydive just after landing. It is important to know when, and when not to administer nitroglycerin, and important for your student to understand physiological effects of skydiving that might aggravate or mask the underlying condition. You should understand that a trip to altitude reduces ambient pressure and oxygen delivery. 14,000 feet is about .6 ATM, so there is significantly less oxygen available than at the surface. If you are jumping at a DZ above MSL, there may be even less oxygen. Skydiving is also stressful, and that can limit muscular movement in the diaphram, further reducing oxygen intake. Stress can also reduce the efficiency of the heart muscle. If I was going to take the student, I would consider limiting the altitude and not going all the way to 14,000. If there is an EMT or doctor on the field I would make sure they were aware of the problem and ready to assist as needed. My key concern here would be to make sure the condition is stable, make sure the student understands the added risks, and then limit those risks with lower altitude skydives, at least initially. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Good point Dan. The USPA suggestion is to break off 1,500 feet above the highest planned opening altitude for groups of 5 or fewer, and 2,000 feet above the highest opening altitude for groups of six or more. I generally pull between 2,000 and 2,500 feet (4,700 jumps, "D" license, fast opening main), so I like to break at about 4,000 - 4,500 feet. Many folks on my RW loads like to open at 3,000-3,500, as seems common from this thread, so I generally request a group break off in the range of 5,000 feet. Lot's of jumpers have been complaining about it. I actually wrote a feature for The Ranch web site that addresses the issue of break off and opening altitudes. It will be posted at: http://ranchskydive.com/safety/index.htm soon, but in the mean time I've attached it as a Microsoft RTF file. It's an interesting concept worth thinking about. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I was not at the DZ in question, and do not know either person. I have identified several issues that should be sorted out in this case. 1) While the jumper failed to inspect his gear on the ground as he should have, he did get a final pin check prior to exit, and he should be commended for that. Likewise, he made a difficult decision to ride the plane down because he was uncertain about his equipment, and he should be commended for that. My hunch is that this jumper learned an important lesson about trusting packers and inspecting his gear, and will not allow the same mistake to happen again. I also suspect other jumpers who have not thought much about pin checks will use this incident as a catalyst to revisit the task. 2) Fighting should not be allowed on the DZ at any time, for any reason. The person who started the fight should be ejected from the DZ and should not be permitted to return. Packers and drop zone employees/contractors should never get into a physical fight with a customer, nor should they continue a fight beyond basic self-defense. That’s a matter of good customer relations on the part of the business. If a packer (or any dz employee/contractor) is involved in a fight with a customer beyond self-defense, that person should be dismissed from the business, even if he did not start the fight. Fighting degrades the recreational experience for every customer, and should not be tolerated. 3) While every jumper is responsible for checking his own gear, the packer is responsible for making sure the work is done properly. The FAA allows an individual jumper to pack his own main parachute, but if that parachute is packed by anybody else, the work must be done either by a rigger, or under the direct supervision of a rigger. The FAA defines “direct supervision” to include taking responsibility for that packing. By this federal standard, the packer (or his supervisor) is responsible for the pack job. (See 14 CFR, part 105.43(a) and 105.3 listed below) Ideally, both the packer and the customer will check the bridle to ensure the pilot chute has been set. In this case it appears neither person checked the work. The packer or rigger is required to understand and follow all manufacturers procedures, and that includes the directions for packing a collapsible pilot chute, if one is installed. The workmanship and final inspection are the responsibility of the packer, and since he failed to do what is expected by the manufacturer and the regulations, he should not charge for the work. The jumper should have checked the workmanship before boarding the airplane, but did not, so the jumper should be responsible for the cost of the unused jump ticket. (See 14 CFR part 65.129(e)) 4) Mistakes sometimes happen in any business, and in any relationship. It’s possible the bridle marking may have worn off, or it may have been just inside the window and not visible. It is also possible that the pilot chute was not set at all. Once the problem was detected and the jumper was back on the ground, the best solution would have been for the packer to realize he had not delivered the rig in jumpable condition, and he should have immediately offered a refund on the pack job. He should have then pulled the line out of the bridle a short distance to see if it was marked and set, and should have helped the jumper to understand how to do that simple inspection on his own. If the bridle was not set at all, the packer should apologize for making the mistake and repack the rig from the start to detect any other errors that might have been made, and to reassure his customer. 5) Packers need to think of themselves as both mechanics who deal with equipment, and business people who deal with customers. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Ughhhhh! This has been discussed to death on this site many times over. There are two basic approaches. Either everybody decides to follow the first person down, or everybody agrees on a landing direction before the plane takes off. Either system works. See my take on the issue at: http://ranchskydive.com/safety/tb_article12.htm. It is one solution for one drop zone. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

From his web site located at: http://ww2.freefall.com/peek/peekbio.html Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

That makes it easier to match the packing card to the rig. When I'm checking in peoples rigs I always check the seal symbol and look for the same symbol on the card. Since you are a rigger and were using your own rig, it doesn't really matter...you can vouch for who you are and that it is your pack job. Consider, however, that your customers may also be dealing with inspectors who look for the seal symbol on the data card. If you put it there it makes life easier and more secure for everybody, and it hardly takes any extra time. I wouldn't deny a visitor the right to jump a rig because the card doesn't have a rigger seal symbol, but it is a nice thing to see, and it demonstrates professionalism. Now, you can argue that the FAA only requires that you seal the reserve with your symbol, and then put your certificate number on the data card, but legal isn't always enough. A bit of extra effort can go a long way. (My seal symbol is S55...it's a cool one with all characters looking pretty much alike. I enjoy writing it out!) Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Perhaps being able to see contrasting thread when doing inspections? Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

It means you reply to a point but totally change the conversation. This thread was about some guy who seems to hate life, and you effectively changed it to discuss computer issues. That's usually not such a great thing to do, but in this case is certainly welcome. So, wanna talk about any other issues in this thread? Or should we return to guy with a lousy attitude? Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Every drop zone is different, but for an example of a typical waiver, see http://www.skydivetheranch.com/waivers/waivers.pdf. This is a collection of documents that must be signed by a tandem student at Skydive The Ranch in New York. This link includes drop zone waivers and a tandem specific waiver from the Relative Workshop that is not required of experienced skydivers. We also use passive video waivers for our students, and that includes the Relative Workshop video waiver. These videos must be watched by our tandem students, but not be experienced jumpers. For a quick look at our video waivers, see http://skydivetheranch.com/waiver_video.htm. Some drop zones have heavy waiver requirements, some are much shorter. I've never spent more than about 10 minutes in the waiver process at any of the Florida drop zones, so you shouldn't have anything too serious to worry about. If you are concerned about the specific legal rights you will be signing away, the dz will probably be happy to send you a copy of their waivers in advance. USPA membership is required because it includes liability insurance in case you damage property on the ground. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

The tandem malfunction rate seems to vary between about 1:300 and 1:1,000. Some people do much better than others. Several of the manufacturers have found the malfunction rate is lowest for those instructors that pack their own main parachutes, and highest at very busy drop zones that use other people to pack their parachutes. My personal feeling is that one malfunction every 400 jumps is a bit too high, and although not beyond industry standards, could certainly be lower. I'll probably be slammed by others who will claim that "sh*t happens" and we shouldn't worry about malfunctions, but I always see those simple malfunctions as a part of an accident chain. Sh*t doesn't just happen, we invite it to happen. If we can reduce malfunctions, we can reduce injuries and fatalities. There are lots of things you can do when selecting a drop zone or instructor to improve your training and safety. Asking questions of several drop zones and then comparing answers is the first. Get a feel for each drop zone, and select the DZ that seems best by both measured parameters and vibe. Do some research. If you are in the United States, I actually wrote a book for beginners like you that explains how to find drop zones, and how to compare them. It offers tons of information to make the decision process simple. The book is called "JUMP! Skydiving Made Fun and Easy" and it available from many US domestic booksellers, including Amazon.com. Click on the link below my name for the Amazon listing. Another great book is called "Parachuting: The Skydiver's Handbook," also available from many booksellers and Amazon. Either book will help you understand the sport a bit better. You can also learn a bit from the USPA web site at: http://www.uspa.org/about/index.htm#learn Blue Skies, Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Contact Bill Dause at The parachute Center. I believe he holds the rights to that system. His address is as follows: Parachute Center P.O. Box 423 23597 N. Hwy. 99, Acampo, Ca. Ph. (209) 369-1128; Fax: (209) 366-0235 Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

I'm confused about what you are asking. If you worked those two weeks, you should be paid. If, on the other hand, you gave two weeks notice and EXPECTED to keep working through that period and didn't, then absent a formal agreement, the DZ can choose to not use your services and not pay you for the period. It's always nice when an employee gives two weeks notice, but it is often not required, and notice alone does not mandate payment for the time. I suspect most of us in the skydiving world are employed on an "at will" basis. That means we can quit or be fired without notice or cause, and without additional compensation. Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Yup. They can also fine the jumper, the DZ, or any other person or organization that is in any way involved in the jump. For more detail about the law and those responsible for compliance, please see my article at: http://ranchskydive.com/safety/tb_article13.htm Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy

Tom Buchanan Instructor Emeritus Comm Pilot MSEL,G Author: JUMP! Skydiving Made Fun and Easy