Rickendiver

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Gear

  • Container Other
    Infinity
  • Main Canopy Size
    150
  • Main Canopy Other
    Pilot
  • Reserve Canopy Size
    176
  • Reserve Canopy Other
    PD
  • AAD
    Vigil 2

Jump Profile

  • Home DZ
    Bay Area Skydiving, Skydive California
  • License
    C
  • License Number
    42646
  • Licensing Organization
    USPA
  • Number of Jumps
    800
  • Years in Sport
    8
  • First Choice Discipline
    Formation Skydiving
  • Freefall Photographer
    No

Ratings and Rigging

  • USPA Coach
    No
  • Pro Rating
    No
  • Wingsuit Instructor
    No
  1. Pacific Skydiving Center ( the one in the middle). Two Supervans, good operation. No FBO’s on the field that I could tell. Army still owns the airfield so no alcohol allowed🤨 Numerous vacation rentals across the road, but not sure about camping facilities.
  2. Give it a shot! I started at age 55, and am nearly 700 jumps in. You'll have tons of fun
  3. We do them every year at Byron, too. Normal jump run at 13k offset by an "average" tracking distance. No tracking suits allowed, everyone under an open canopy by 3k (IIRC), novice class & open class. We draw exit order by lot, and jumpmaster sends us out 1 at a time with a couple of seconds in between. Judges are positioned on the ground to spot. It helps to note canopy colors prior to contest.
  4. From this link, it looks like there were 2 DC-3's used in the movie. The one painted white is clearly not Southern Cross. Southern Cross has Wright R-1820 engines & not the P&W R-1830's that the one in the movie has. The pictures of the one in camo aren't clear enough for me to tell http://www.impdb.org/index.php?title=Drop_Zone
  5. That looks like the "City of Chicago" a Stinson Detroiter fitted with a 300 HP Wright J6 radial engine, during it's endurance record flight in 1930. He is greasing the rocker arms on each of the 9 cylinders. In-flight refueling was accomplished by another aircraft lowering gas cans to them. They stayed airborne for more than 500 hours! Yeah, pretty bad ass
  6. Engines on light twins are routinely shut down during training. With centerline thrust, there aren't the usual single-engine controllability issues normally associated with conventional twins due to assymetrical thrust/drag. As long as judicial use of cowl flaps, power and mixture settings are used it shouldn't be too detrimental to the engine. Besides, the air baffling on the rear engine of a Mixmaster is so poorly designed, it rarely makes it to TBO anyway
  7. Hmm, my Pilot 168ZPX did that to me as well, with off heading openings when brand new. After about 75 jumps it really started to beat the crap out me. Turned out the line set was way out of spec- some lines were too short, and others too long. Had a new line set installed and problem solved. It'd be interesting to see if mine was a one-off, or if it's happening with other Pilots as well.
  8. My brother ended up with the airplane a year or so after that. I flew right seat in it helping him ferry it back to Antioch, CA from Palatka, FL in the winter of (I think?)1985. We literally nearly froze to death when the gasoline heater failed at 14,000' over the mountains. Nice Super E Twin Beech- tall cabin, cargo door, 3 blade heavy Hartzell props. Heater sucked balls, though
  9. From the early 80's at Yolo Dropzone in Davis, CA. Spark plug clean/rotate time for N4980V.
  10. I know a few badass pilots Or, to speculate- The stall/spin may have been a result of losing the port engine on jump run. If the port engine had the only operational hydraulic pump, the loss of hydraulic pressure would cause the gear to free fall down.
  11. From what I could see in the video the aircraft was in a spiral dive after the spin recovery, which allows the aircraft to rapidly gain airspeed. The pilot had full aileron deflection to stop the spiral. (Conversely, rudder input would be used to stop a spin rotation). Lowering the gear in a DC3 or Beech 18 will move the CG forward a bit, but also increases drag to slow down the rapid acceleration while recovering from the dive.
  12. From the NTSB report: The fractured inner and outer intake valve springs from the number 2 cylinder were subsequently examined by investigators. Both springs showed fatigue fractures originating from rust pits on the surfaces. A review of the engine maintenance logbooks revealed that a 100 hour/annual inspection was completed on October 14, 2014, at 7,857.8 hours tachometer time. About 13 hours of operating time had accrued since the last inspection of October 14. About 1,501 hours had accumulated on the engine since its last major overhaul. According to the engine manufacturer's operating manual, under the 100-hour inspection procedures, it states, "Remove valve rocker covers, and inspect visible parts of the valve mechanism for breakage and lack of lubrication. All parts should be covered with oil." Per Continental, TBO on an IO470-S is 1500 hrs or 12 years.
  13. NTSB report stated that his altitude was 800-900' AGL. IMHO, the only survivable action would be to do exactly what he did. An attempted 180 back to the runway would likely have resulted in a fiery crash. Hitting the trees is also not a good plan. At that altitude & airspeed (just above stall speed) & near max gross weight, finding a place to land somewhere in front of you is the only viable option. One thing that did stand out to me in the NTSB report was the cause of engine failure. The intake valve springs on #2 cylinder had visible pitting & corrosion on them and had fractured. This should have been caught on at least one of the last few 100 hour inspections.