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  2. dudeman17

    DB Cooper

    Robert, I think the part you're not getting about the 5/6 parachute theory is, that not all of them were on the plane. I'm not saying that I subscribe to this theory, indeed I'm just interested in the one he used and how it might affect the success of his jump, but as I understand it... Cooper asks for 4 parachutes. Maybe a couple different agents get on that, I dunno, but perhaps someone gets 2 from Hayden, someone else gets 4 from Cossey or Sky Sports or whoever, but they end up giving Cooper 4 out of the six. The other 2 are no longer in play. It sounds like the one Hayden got back may have been one of those, the other one seems unaccounted for. The part that I question about all of that is, at least 3 of the backpack ones are bailout rigs, certainly the ones they gave him were. The 2 front-mounts are useless from the get-go, regardless that one of them was a dummy, because they don't have harnesses, and don't attach to the bailout ones. I think I speculated on this before, but maybe they did that on purpose - he asks for 4, they give him 4, but 2 of them are unusable, limiting how many other people he may have forced to jump. But they gave him 4, if there were 1 or 2 others, they were never on the plane.
  3. RobertMBlevins

    DB Cooper

    You would have to search further back. Yes, there was a previous thread on Cooper prior to the 2008 entries. It was locked for one reason or another, but it should be back there in the Stone Age somewhere.
  4. RobertMBlevins

    DB Cooper

    Some people have wondered exactly WHAT was in that paper bag Cooper carried. I keep wondering if it was a pair of boots, maybe a few other small items, but there is no way to tell. The former manager at the Ace Hardware in Des Moines, WA was in the Army Reserve at the time of the hijacking, and Gayla Prociv used to work with him back in the late 1990s. His name is Bill Rattie. He claimed to me that he was part of the group called up to do the search near Ariel. He also said he found a single brown loafer and turned it in to his superiors, but heard nothing else about it. This happened some years before I ever heard of KC or Skipp Porteous. Back in 2000, I believe, not long after I met Gayla. I know that isn't much...not expecting people to jump up and down about it. Bill later moved to Hawaii, but neither Gayla or I have heard from him in many years. Can't even be sure he is still there. Goes by Bill but full name is William Rattie. As far as the parachute question, i.e. could there have been FIVE chutes on board, I just don't know what's going on with that. All previous information going back decades has said only four chutes were provided and that one of them was the dummy trainer. So...I just don't know what to say on that. The reports are a bit conflicting in some parts. EDIT: THIS is Bill Rattie's Facebook page. Damn. He hasn't made a post there since frickin' 2012, and I saw I had a message in to him six years ago that he didn't yet answer. I recognize him from his pictures there. How does someone do so much Facebook and then stop seven years ago? LOL. Oh, well. That's him, though. Frankly I'm starting to doubt his story. He said he was barely 18 in 1972, and that would make him about the same age as I am now. Hmm....he might not have been old enough in 1972 to BE in the Army...I will have to check this out further. I was trying to remember how old he looked in 2000, and he COULD have been about my age back then. Maybe. Until I can figure out a way to get hold of him with some pointed questions, his story should be taken with a grain of salt. EDIT: Well...maybe he WAS telling the truth. At least about being in the Army at the time of the hijacking. These places he lived match his history. But there isn't much else on the internet about him, unfortunately. I would have to drop a few bucks on one of those reports you can buy. One source says he's 68 now, the other says 62. Big difference in this case. Thinking back, I'm *fairly* sure we were about the same age when I would see him at the Ace Hardware back in 2000. I don't think he was younger than me.
  5. Today
  6. dudeman17

    DB Cooper

    If they were hi-tops, they'd certainly have a better chance of staying on.
  7. FLYJACK

    DB Cooper

    According to Tina.. brown ankle length pebble grain shoes, not the tie type perhaps ankle boots?
  8. dudeman17

    DB Cooper

    Something else - Supposedly Cooper was wearing loafers, presumably of the dress shoe variety (since he had a suit on). Unless those things were fairly snug, I would expect that they might likely blow off on a 200 mph exit. That means he would be landing and hiking out in his socks. I hope he had feet like Cody Lundin.
  9. FLYJACK

    DB Cooper

    Found another FBI document... Parachutes found on plane FBI doc page 4951 "On the floor directly in front of seat number 18D, the exterior canvas cover for a chest type parachute was observed along with the handle utilized for releasing this parachute. The label on this canvas covering indicated it to be Pack Part Number 4511876B and indicated the date of manufacture to have been October, (year illegible). The flap on this canvas exterior contained a sewn on white label with the notation SSS # 5 and COSS. This flap had also been stenciled with the name JOHNSON. An opened parachute which apparently had been removed from the canvas parachute cover described above was found spread out over seats 17C and 17B. This parachute was of a pink-orange color. On seat 18B, an unopened back type parachute was observed. A card in the pocket of this parachute reflected it to be a Conacol type parachute, number 60-9707 and made by the Pioneer Parachute Company. This card indicated it was last inspected on May 21, 1971." The Pioneer back chute 60-9707 left on the plane does not match the chute Hayden got back from the FBI.. that indicates one of Hayden's chutes was not sent to the plane and Cooper must have jumped with Cossey's chute. 1. MAKE: Pioneer TYPE: 26 ft white ripstop conical, SERIAL NO: 226, DATE OF MFR 9/57 (1957) --- packed by Cossey 5/21/71 (Hayden got this one back) 2. MAKE: Pioneer TYPE: 24 ft white ripstop conical, SERIAL NO: 60-9707, DATE OF MFR: 7/60 (1960) --- packed by Cossey 5/21/71 (This back chute was left on the plane, ID'd by National Guard in Reno)
  10. Skyjeff03

    Small Parachute de France Rig in great conditions!

    do you want to split the AAD?
  11. Razvanescu

    Military ALTITRACK METERS

    Time Left: 29 days and 21 hours

    • FOR SALE
    • USED

    Military Altitrack in METERS 10000m like new!!!! Only 10 jumps. Comes with mounts, software, IR connection, original box, spare battery.

    $800.00

    Brasov - RO

  12. pchapman

    What does 'deep brakes' mean?

    'Deep' is relative to whatever the stall point of the canopy is. Which could be with toggles past full arm extension, or chest level, or whatever applies to you and your arms in that particular harness with that particular canopy. So you can fly with no brakes, shallow brakes, moderate brakes (or medium or whatever term you want), or deep brakes. There's no specific definition (eg, "75-99% of the usable brake range before the first pre-stall rocking"). It's just "a lot of brake, getting closer to the point where you would stall the canopy or have arms fully extended". In deep brakes the canopy will fly a steeper line towards the ground, a steeper descent. The canopy might be dropping vertically faster than in moderate brakes, although possible less than when in no brakes, if it is a ground hungry canopy with a high descent rate in normal flight. It is easier to hit a target on the ground when coming down steeply, rather than skimming by at a shallow angle. Deep brakes is good for that. If too deep, you are getting closer to a stall, and thus susceptible to added danger from turbulence or accidentally stalling the canopy. You also won't have much energy left in the canopy for a flare, which isn't a big issue if doing accuracy with a big canopy onto a soft tuffet. If you do need to descend steeply (e.g., landing into a small field surrounded by trees), but would hit the ground too hard without much flare, you might need to have the room to pick up some speed again (out of deep brakes) before doing a flare with more effect. You might also fly in deep brakes when learning about and practicing approaches to stalls and doing stalls, while up high. Flying in deep brakes is therefore something with some added risk if not done appropriately, and not generally needed for normal flying and landing (excluding the dynamic activity of the flare), but is useful in specific situations.
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  14. FLYJACK

    DB Cooper

    28 ft non-steerable, winds were estimated by using/averaging over time the Portland and Salem data. Initially they thought from the W, then SSW but close to 8 PM they were ESE and were shifting to S and SSW. So, like almost everything in this case,,, ???
  15. It's rather interesting that everyone (including my prior posts) are talking primarily about 'death'. We talk about 'deaths per xxx', or how likely you are to die. While that is perfectly understandable, for a couple different reasons, it ignores the injury potential. One of the reasons that injury is often overlooked is the reporting/statistics. Deaths are tracked a lot better, if for no other reasons than they make the news. At least in the US, it's pretty hard for a skydiving death to happen without the government (local & FAA) getting involved. Injuries are different. While many are reported to USPA, many are not. I can think of a lot of serious injuries (hospitalization serious) that never showed up here or in Parachutist. I also know a lot more folks who have suffered serious injury than have been killed. I'd guess that many injuries are 'self inflicted'. Swooping being the most obvious. Don't swoop, you won't misjudge a big turn and pound in. But not all. In addition to the classic 'swoop gone bad' injuries, turbulence or misjudging a 'normal' landing can have a bad outcome. Freefall collisions, bad exits (hitting the door hard enough to break bones), dislocations (primarily shoulders) during RW, that sort of thing. To disregard that risk, to only look at deaths, is to only see part of the total picture.
  16. pms07

    Randy Iverson

    Sad news indeed. Randy kicked me off the Baldwin drop zone back in the mid-'70s but likely I deserved it. Still, we got along well and he welcomed me back a week or two later...
  17. CoolBeans

    What does 'deep brakes' mean?

    What does it mean when skydivers fly in 'deep brakes', especially for accuracy landing? My understanding is that any skydiver can fly normally or fly in 'deep brakes'.
  18. Jyadz

    What does 'deep brakes' mean?

    Deep brakes is when (mainly in BASE) you set your brakes deeper so that when your canopy opens its flying forward at a very slow speed to prevent object strike in the case of an off heading. This is brake setting that comes with your BASE canopy or some people will set up custom deep brakes. Pulling your brakes to knee level is the flare and is not deep breaks. Deep breaks still let the canopy fly forward just slower while the flare is about stalling your canopy. If your in deep breaks and you pull the breaks to your knees (flaring) your just going to have less flare power vs flaring from full flight.
  19. Yesterday
  20. Is it when I hold toggles all the way down, around my knees? Also, especially in base community, I know that some people adjust brakes to be at 'deep brakes' level right after canopy inflation. What happens when they pull the already 'deep brakes' all the way down to knees level?
  21. In answer to "Is skydiving dangerous?" The answer is yes, anyone who says otherwise probably has not considered all the possibilities. You can do everything correct and have perfectly functioning gear, and still die. Are the risks, generally, manageable? Sure. But acknowledging that we participate in a dangerous activity seems like the first step of risk management.
  22. Honest question: Would the fact that the lines are fatter mean that there would be more area of the line acting on the grommet? The line itself may be 'draggier', but the larger surface area contact would also increase drag.
  23. sundevil777

    How long should it take to get on a load?

    You stated that you were looking for a jumpsuit. That sounds like it would likely happen some number of jumps in the future. You mentioned that your pullover and shirt were snug, tight fitting, you asked if it looks like the shirt is loose. That sounds like someone that thinks the problems with wearing a t shirt are related to whether it is loose or not. That doesn't solve the problem, and it is quite reasonable to think that you don't get it, even if you didn't explicitly reject my advice. It is common for newly aspiring jumpers to not at all realize the myriad ways things can go wrong. Those that have been around a long time have accumulated a lot of first hand, and much more anecdotal experience that can keep you from being a statistic. You can see plenty of people jump in t shirts, and of course they usually are ok. You are a novice, and should not be violating this safety practice. I don't care if some DZs let students do it, it is a real risk that is easily avoided. Perhaps some others here on the site will convince me otherwise, I'm open to being convinced, but I don't think it likely. You are past the formative assessment stage. That was when you were a complete newbie. Now everything is most definitely an authentic, summative assessment without the opportunity for re-takes to achieve mastery status. If you are surrounded by lots of old timers (almost everyone is an old timer to you), they may grant you bits of wisdom, and that wisdom may come as they just walk by you doing something and blurt out some advice. That advice may not be delivered with a positive, supportive tone, scaffolded based on your prior knowledge, differentiated for your own learning style, to impart understanding by design. No, it may be possible to be offended by their delivery, but they wouldn't be giving you their advice if they didn't care about you. If it isn't clear why their advice makes sense, then first assume their intent is not to offend, but to help, stop them, thank them for caring and talk about it. I think that in our profile on this site, if you are a student, your "discipline choices" should be limited to just one - staying alive, made more likely by making all efforts to not repeat the bad stuff others did. I do understand how my earlier post can be seen as rude. I apologize for that. I understand how this post can be seen as rude. I don't care about that, I am intentionally being blunt. If you're in Ohio, or if I go through Colorado, we should definitely jump together.
  24. JJG78

    DB Cooper

    How far back to posts go on this topic of DB Cooper? I see February 2008, but it sounds like it goes back further than that. I might not be using the search function correctly. I thought a FBI agent named Ckret posted on here at one point.
  25. Tracking is one of the most pertinent skills in the sport. Tracking properly and safely can absolutely save your life. At camp Flock off we teach you all of the basics of group tracking and movement, then tune you up and make you a sharper, more aware and skilled flocker. We know we all want to flock our very best. SEPTEMBER 21-22, 2019*You will learn how to safely:*~Exit- floating and diving~Approach- what if I’m out of slot?~Break off- where do I go?~Deployment and landing - Where is everyone? Where ARE we? ~Off LandingsThis will be a mixed level course with groups decided upon and split up by skill level. Whether you’re fine tuning heading control and flying on level or trying to get in for that surf dock, we have a slot for you.This is a full weekend, rain or shine- camp. (We will have make up days in July and September should flying be stunted by weather.Day 1: Early arrival to knock out the seminar and all of the necessary ground work. What we do on the ground we do in the air. Be prepared to creep!Split into initial groups to assess skill level and better organize.Tentative Daily Schedule:Day1:7:30AM Arrival: SeminarJump 1: debrief and rearrange groups as necessaryJump 2&3: Debrief while having lunchJump 4-5: DebriefAny access jumps will be debriefed at the end of the day.Day 2: 8am arrival and simple debrief from previous days experiences. Fuel up + Chat as a group.Jumps 1-3: debrief and rearrange as necessary + lunchJumps 4-5: debriefJump 6: large group(s) sunset canopy Flock before we cheers to a beer light and some noms.So, you wanna flock with me?What you need:~A license (contact me directly if you have <100 jumps)~USPA Membership~Audible &/or mudflat mounted altimeter~$125 registration fee + your slotsWhat you get:~Two full days of instructed and debriefed flocking with full video on USB flash drive~Goody Bags~Food + Beer at the end of it allContact me directly to sign up!! stephanieskylove@gmail.com
  26. Christopherg

    Hello

    Wolf is right about staying Hydrated an well fed. Stay healthy and stretch often. You will be suprised at how sore you can get after a few jumps. Bring a lunch an bunch of snacks. Lots of water. If im not picking some jumpers brain for advise im either eating,stretching, or sleeping. Above all else once you get over the I could die doing this thought you will start to have so much fun either during freefall or under canopy. They are 2 totally different experiences..Enjoy them both. Listen to your coaches and don't over think anything. Stay loose an hold your arch.
  27. Calling all Wicked Wingys!! September 12-15, 2019This is a more advanced wingsuit camp. Participants must be able to fly their slots on back or belly. At least 200 wingsuit jumps required. Suit sizes will be standard flocking suits. Travis will be flying his TonySuits Gnar Bird. The first days (Thursday and Friday) will be focused on skill building so that we can make some beautiful formations on the weekend. The aim will be 5-6 jumps per day. Contact Travis for more information at travis@wickedwingsuits.com or https://www.facebook.com/Wicked.Travis
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