Derekbox

Didnt his reputation trash itself? The real victims are those left behind, his family, loved ones and friends. The point is pretty obvious.

Wasnt me.

If you contact PD they are normally VERY good about helping out there customers with all issues, including sliders. Before you bankroll a slider, contact them. D

Randomness: http://www.youtube.com/watch?v=Vk898IhVbEA Im not going to say who the jumper in the video is, but Ill give you a hint, he is jumping a velo 120.

Attached to your main on a typical skyhook cutaway. ;)

I prefer a garlic teryaki myself.

I think that anyone who thinks the stick shift is stupid, is stupid for not being able to manage something so stupidly simple. ;)

What do you get for that $15k?

Here is the lowdown for those interested in the know how: Landing gear (and pretty much all indications on aircraft) are done via feedback. By that I mean, when the gear handle is put down, the lights do not turn green until the landing gear goes down, and the downlock switches is made. Moving the gear handle does not turn the lights on. There are 2 switchs to be concerned with the landing gear indication the uplock and downlock switch's Here is the simple logic (generally speaking) of the landing gear indication system: if the gear is up, and locked, the uplock switch is made and all gear lights are off. If the gear is in transit (neither uplock nor downlock switch is made) then the gear unsafe light(s) are on. When the gear is down and locked, the gear down (green) lights are on. Now on the 135, there might not be dedicated gear lights, it is may be annuciated on the EICAS. I am not sure. If that is a case, it also addresses another issue, or pilots missing annuciations on the tubes that seem to be more easily caught on an annuciator scan. On the EICAS, it seems that an effort must be made to watch for messages that dont trigger the CW lights (a.k.a. white or advisory messages). As far as warning systems, most modern EGPWS/GPWS systems have a "Too Low Gear" and "Too Low Flap" warning mode (Mode 4). BUT unlike the gear lights, the EGPWS input can very well come from the handle itself. Ideally it comes from the gear switches, but not always. I have installed them both ways. So *IF* the gear system did malfunction (giving a false indication) *AND* the handle was down but the gears were up *AND* the EGPWS was wired to the handle and not the gear switch, then they would not get a warning. EGPWS units also have Inhibit switches which, as the name implies inhibits warnings. Without digging through manuals for hours right now, I can say fairly confidently, that the inhibit switch should not inhibit warnings for gear and flaps. Just terrain warnings. I believe mode 4 uses radio altimeter altitude, but can also use barometic altitude from the airdata system. The airplane itself likely also has a warning system just based off simple switchology. If the flaps are down, then a warning should sound if the throttles are retarded below a certain power settings with the gear up. It is a seperate system than the EGPWS. Thats all for now. Im to tired to dig up more info. Id like to see some wiring diagrams for the 135 right now... There is only one gear handle so there can not be a disagree as far as comparing goes. I think it means that the lights showed green but the handle was up. more to come....

Damn that must have been one hell of a rectification... Only what 4 months later?

Dude if you fly your 135 like you flied your sabre 2 then of course itll be boring. You hook like shit. Where you been fucker? Get out to Sebastian and Ill show you how its done... D

Avidyne TAS 600 Family of Traffic Awareness Systems I don't have anything good or bad to say about it, I do not personally know the system. I do on the other hand know how to install them.... just tossing that out there.

I love you too Trey. I'm not an avionics snob, I'm a guru. But you asked for it, you have a TAS, Traffic Advisory Systems, which is like a TCAS, but is not. TCAS is a Honeywell brandname, and that would be the $117k system. Ill take a cut on that parts sale when you decide to upgrade. ;) By the way, as far as jump ships are concerned, Skydive Atlanta has the best avionics I have seen. Dual Garmins, MFD, TAS... very nice. Looks like they have a good maintenance program too. I think a lot of DZ's could take some pointers from SDA. and they have great boogies too. and great chicks too. and carnival rides. and stilt walkers. and freeflying and djs

I am not sure if your reply was directed at me, or commenting in general. So I will try to tread carefully here. I did not imply anyone was at fault. It appears to me that the CRJ was doing business as usual. But on the same token, it does not seem that the Otter was at fault either. Now had a collision occured, without doubt the Otter would be the root cause, but was he breaking any rules (and I am not soliciting opinions about him being wreckless either). Did the Otter do anything breaking any rules? My point, was that even if both aircraft had TCAS installed, in this situation, I do not think that it would have made a difference. You said it yourself, 6000'/m dive, the otter would go from non threat to threat in a matter of seconds, and in a dive from above, the TCAS warnings issued would not appropriate for this kind of vertical closure. What would have helped the Otter, is not the TCAS itself, but the situational awareness presented by the TCAS display. But that same fuctionality would also be provided by TIS. A much more cost effective solution if you have a mode S terminal (and most of the NE US region does). The reason I mention the TIS solution, is an operator can use the Garmin solution, use a 430/530, get a new com, new nav, GPS, MFD and TIS for about the same cost as the simplest Traffic avoidance system. That is something that you would have MUCH greater success selling to a DZ. Of course there is still a significant installation cost associated with either package. So let me rephrase this, if the CRJ and Otter has 2000' of vertical seperation, the TCAS will be fat dumb and happy. and then enters into a dive of 6000'/m, the TCAS for both should go off, at which point either aircraft have seconds to respond. The TCAS would issue TA (traffic advisor), if one has a TCAS 2 unit, it may also issue a RA (resolution advisory), but the commands are going to tell the planes to climb or dive. But that are still in the same vertical plane. The effectiveness of these commands is sketchy at best. TCAS 3 addresses the shortcomings of the previous generations lack of horizontal resolutions which would be effective in this scenerio, but TCAS 3 does not exsist. My point - depending on TCAS alone to prevent this collision is not the solution. Situational awareness is the solution here, and a TCAS/TIS display will give you a much better picture of that. Of course if any of these aircraft have a bad transponder, or the transponder/tcas antenna is shadowed then it doesnt matter.

Did the CRJ get a traffic warning? Here are my issues, if the Otter is diving onto another aircraft then: 1) In a dive, the Otter may change from non threat to threat, the warning may not be issued quickly enough for effective response. 2) TCAS generally issues, "climb" or "dive" commands. This is effective on collisions that happen on the horizontal plane. It would be much less effective on a vertical collision scheme. TCAS 3 has the horizontal avoidance scheme, but TCAS 3 has been backburnered and is not available. 3) A TCAS installed in the Otter would not likely prevent a collision in the vertical scheme (see #1 and #2 above). But, IF the Otter does have TCAS installed with a display to show intruders, then the situational awareness might be greatly increased, knowing that an aircraft is in close proximity and below you, the aware pilot would ideally change the decent profile. 4) This same traffic awareness can be provided by TIS if your area is under Mode S coverage that supports TIS. Now this awareness would require a display. The bare bones TCAS installation is the Avidyne TAS series which would run $10-20k, plus installation. The Garmin TIS solution (GTX 330 with GNS430), could be had for approx $10-20k plus installation. Now, the term TCAS is being thrown around here indiscriminately. TCAS is a Honeywell trademark. It is BIG dollar equipment. But it is also some of the best. You could easily spend $50-100k+ on a true TCAS 1 installation if using after market parts. Now if any operator there is interested in a TCAS/Traffic awareness/avionics installation feel free to call your local DZ.com avionics tech/installer (me). D p.s. training is simple, self test unit per the manual, and do what the unit says, pull up/dive.

2.38 on my Velo. The wind noise is unbelievably amazing.

I still remember the last time I saw Lee, vividly. It was the evening before he went it, we had just finished my AFF 2 (he was my AFF instructor). He was joking about how he was going to get Maddog over the fence... Still chuckle about that one. Lee was the first person in skydiving to reach out to me as a friend, a bond was quickly formed. I still wonder what it would be like to do a jump with him now, his student now a skydiver. Miss you bro. D

the hosts file is a hidden systems file, if you type in *.* in the directory, you should see it...

To check your hosts file, open notepad, goto open file and paste this in "c:\windows\system32\drivers\etc\hosts" hit enter (the file is "hosts" and it does not have an extenstion, but for all intensive purposes, it is a texst file). At this point, you may or may not see anything. You may see an entry like this: # [Misc A - Z] 127.0.0.1 a8.net Anything started with # is a note, it is ignored. Now if someone tries to access the domain a8.net then it will automatically be forwarded to the IP 127.0.0.1, where it will get nothing and it will fail to load. Savy geeks have started compiling huge lists of known shit domains and use this trick to block access to them. Sometimes good domains can be added to this list. Also some malicious software may edit or rewrite this list and force page redirects, i.e. you goto www.google.com and end up on www.hotskydiveronmuleaction.com I would open a second text file, save it on your desktop, CUT everything out of your hosts file, save it on the back up, save/close the hosts file and restart. Now if this fixes the problem, well you have another problem (virus/trojan/etc) that edited your hosts file. But more than likely that is not the case (restore, or dont, if you dont know what host files are, and you have them then i would advise *NOT* restoring it). I personally would suspect it is your computer/browser causing the issue. As far as the hijack this log, you need to post it on any one of several forums where some ubergeeks will gladly flash there geekness and analyze it for you. Also if you are on a laptop, generally you should connect directly to the router via cat5, it isnt a huge deal (unless its the problem), but generally speaking, its safer and more reliable. Also, not knowing your router specifically, but more than likely there is a simple way to do a hard reset on the unit that will flush everything and from there you can reprogram the router. Many routers have means to edit the IP address used to access it and resetting the router will reset this to the default IP, the tech manual will answer that... Derek P.S. I love you matt

Read what Muex said and consider it, his words are to be taken seriously, I am not a pilot, but I work and live in aviation and damn near every career pilot i have talked to has told me that same thing. They told me not to consider a career as a professional pilot unless I want to get walked all over. Granted there are the choice corporate jobs, but its the same use and abuse gig for the most part. It is a labor of love... ;)

I have not used a VISO, so I cant comment on them, but for all intensive purposes, I would say the VISO is interchangable with the Neptune as far as digital high resolution altimeters go. As far as getting it wet... Dont chow... ;)

Do not use polarized sunglasses. I use a neptune for swooping. You can loose the neptune (and go analog). Most swoopers I know use neptunes, very few dont, and even less can set up without an altimeter at all. As far as safety concerns - dont loose altitude awareness and turn low. Dont focus on your altimeter and loose awareness of traffic around you.

Coupled with a GPS to derive ground speed? forward speed? way points and what not? Funny you said avionics.... thats what I do for a living...

What are you building?? Here is a site where a guy documents a build where he uses a BT transmitter/receiver: http://zedomax.com/blog/zedomax-diy-113-build-a-bluetooth-controlled-holloween-hovercraft-party-light/ Has some good programming information, some code, interfacing, schematics etc etc.... Enjoy. Here is the bluetooth transceiver they used: http://cubloc.com/product/04_02.php

Nice canopy nick... hehehe I swooped the piss out of that one too... ;) Did you see my pic a few posts up?