DBCOOPER

Am I correct in seeing that the brakes were never unstowed? If so, why not? Probably afraid of all the excess brake line flying around... Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Here's #5 https://youtu.be/zihpcABVelM Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

I think he meant before the chop. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Still say you make shit up. Here is a list of all the STC's for jump doors in the FAA web site. http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSTC.nsf/MainFrame?OpenFrameSet If you look at them all, there is no information provided as to the requirements to accomplish the modification, nor any limitations invoked by such modifications. So you never saw anything on the FAA web site requiring a pilot to wear a parachute like you stated, you made it up. Now if you have an STC, it specifically tells you how to modify an aircraft with drawings, and any requirements for placarding or limitations that are a direct result of the modifications that must be placed in the flight manual. So its possible that an STC could require a pilot to wear a parachute, you just wouldn't find it on the FAA web site. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Just provide the reference from the FAA web site and I'll retract my "make shit up" Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

I love when people make shit up. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

$25 new at ParaGear.... Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

I would like to try making a door opening handle for my 182 of one if someone would be so kind to send me a couple... Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Well technically there was no parachute operation so the regs did not apply... Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Here you go... The U.S. military sometimes uses a system, which they call "Julian date format"[12] that indicates the year and the actual day out of the 365 days of the year (and thus a designation of the month would not be needed). For example, "11 December 1999" can be written in some contexts as "1999345" or "99345", for the 345th day of 1999.[13] This system is most often used in US military logistics, since it makes the process of calculating estimated shipping and arrival dates easier. For example: say a tank engine takes an estimated 35 days to ship by sea from the US to Korea. If the engine is sent on 99104, it should arrive on 99139. Note that outside of the US military and some US government agencies, including the Internal Revenue Service, this format is usually referred to as "ordinal date", rather than "Julian date" [14] Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

That's the way everything in US aviation works. Get you annual on July 1st and its good till July 31 the next year. Same thing with medicals. I think it's a hold over from the military and their stupid Julian calendar. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Used to be a dirt strip. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Pilots don't want any videos of what could be construed as a violation of the FAR's. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

I agree with John. Lost Prairie Saturday night sunset load is one of the best. Before they paved the runway it would be the DC-3, Skyvan, and a couple of Otters. Along with a formation flyby in the days before gopros and facebook. They wrecked the fire tower flybys too. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

I think a 2 bladed prop might help. When it was time to overhaul mine I thought about going to a 3 bladed prop but the people at Sensenich Propeller Service told me 3 blades are great for cruise but a 2 bladed prop will out climb a 3 bladed prop every time. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Spend over $25,000 getting the ratings and you won't even meet insurance requirements. The old model of finding time builders chasing their dream has pretty much faded away. Spend an hour flying four tandems and the person packing those rigs makes a whole lot more. At best they paid $2000 for their rating, and at worst somebody showed them how to pack them. Most low timers are fine when everything is functioning as designed but I'd take an experienced pilot that's doing it for the love of the sport any day. They are just few and far between. They're a whole lot easier on the planes also. Rant over. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

If you condition is Presbyopia(http://www.aoa.org/patients-and-public/eye-and-vision-problems/glossary-of-eye-and-vision-conditions/presbyopia?sso=y like I have, I have found that wearing corrective lenses while jumping creates and unsafe condition on landing as the magnification creates a blurred condition. I normally wear trifocals and it has been a challenge learning to land airplanes,helicopters and canopy's while wearing them. It requires a lot of head movement and tilting to keep out of the close up and intermediate correction portion of the lens. I got a pair of these http://www.safetyglassesusa.com/safety-glasses-with-rx-inserts.html?search_query=&page=3&limit=16&sort=alphaasc&category=1458&is_category_page=1 with just the top two corrections (intermediate and distance) but only use them when I'm taking videos so I can see the setting on the camera in the plane. For regular skydives I find that if I take my glasses off 30 minutes prior to the jump my eyes adjust and it works out fine. I do have problems seeing an analog altimeter but I can see a Neptune just fine. I do wear them on my motorcycle and they offer fairly good wind protection on the bike and in freefall without any foam edging. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

In the USA where USPA is the organization responsible to keep the FAA in check, there is a regulation about cloud clearances that is pretty much ignored by the cloud chasers. Its pretty hard to kill a cloud. One of these days one of them will meet a pilot with the same disregard for the regs. Unfortunately the tandem student would be doing everything right when they get to meet their first wingsuiter. According the tenents of Risk Management, USPA did the right thing. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Its in general skydiving discussions not in bonfire... Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

If I was king of the forest I would have you sit thru the first jump course ground school and then train you up and do a level 3 or what ever they call it these days. Then take it from there. That is if you show up with your log book. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

The four types of hypoxia ...from our friends at the FAA Hypoxic Hypoxia This is the most common form of hypoxia encountered in aviation and occurs at the lung level. This type of hypoxia is commonly called altitude hypoxia. Pilots may experience hypoxic hypoxia when flying at altitude in an unpressurized aircraft. With increasing altitude, the molecules of oxygen in ambient air get farther apart and exert less pressure per square inch. The percentage of oxygen does not change as we ascend; however, the partial pressure of oxygen in ambient air decreases as we go to altitude. In other words, with increasing altitude, the partial pressure of oxygen gets lower and the lungs cannot effectively transfer oxygen from the ambient air to the blood to be carried to all tissues in the body. Hypemic Hypoxia This type of hypoxia is caused by the reduced ability of the blood to carry oxygen. To the pilot, this means that, even though there is an adequate supply of oxygen to breathe, the blood's capacity to carry the oxygen to the cells has been impaired. There are a variety of reasons for this to happen. Anemia, hemorrhage, hemoglobin abnormalities, sulfa drugs, nitrites, and carbon monoxide interfere with the ability of the blood to carry oxygen, reducing the amount of oxygen the blood can carry to the cells. The most common cause for hypemic hypoxia in aviation is when carbon monoxide is inhaled because of aircraft heater malfunctions, engine manifold leaks, or cockpit contamination with exhaust from other aircraft. Hemoglobin bonds with carbon monoxide 200 times more readily than it bonds with oxygen. Stagnant Hypoxia This type of hypoxia occurs at the circulatory level. If the blood flow is compromised for any reason, then sufficient oxygen cannot get to the body tissues. To the pilot, this means, that even though there is an adequate supply of oxygen to breathe, it is not getting to the cells of the body tissues to support their metabolism. Decreased blood flow can result from the heart failing to pump effectively, arterial constriction pooling of the blood such as occurs during neurologic shock or from enlarged veins in the lower extremities. Stagnant hypoxia also occurs when the body is exposed to cold temperatures because the blood flow is decreased to the extremities. This may happen following a rapid decompression during flight or while operating an aircraft in cold weather conditions without cabin heating. Histoxic Hypoxia This type of hypoxia happens at the cell level. This means that the cell expecting and needing the oxygen is impaired and cannot use the oxygen to support metabolism. To the pilot, this means that even though there is an adequate supply of oxygen to breathe and that oxygen is being circulated by the blood, the cells are unable to accept or use the oxygen. Alcohol, narcotics, and cyanide are three primary factors that can cause histoxic hypoxia. Cyanide is one of the byproducts during the combustion of plastics. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Alcohol does not reduce the bloods ability to carry oxygen. It blocks the organs(brain) ability to absorb the available oxygen. If I remember correctly from my army instructor pilot days this is called histoxic hypoxia. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

Not really, as long as you store the rig in a cool, dry place nothing will happen to it... Cool like a 60 inch tv with surround sound,a gaming system,water bed, kegerator, 6 headed shower and a whirlpool tub? Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

My plane is so old it came with an owners manual not a poh.DG to runway heading just prior to take off. VFR regs in the US list a compass in the minimum equipment list but the only check required during 100 hour or annual is that there is a compass correction card for the compass. Flying cross country it could be used to check for presession of the DG but on a 20 minute flight to altitude that isn't necessary. Besides a portable gps or iPhone is much more accurate. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.

I have never used a magnetic compass flying jumpers in a 182. Matter of fact I think the last time I used the compass was years ago during my instrument check ride. Its not like flying in IMC. Replying to: Re: Stall On Jump Run Emergency Procedure? by billvon If the plane is unrecoverable then exiting is a very very good idea.