jumperjustin

N/A

Just letting those who may not have read the dz news at skydiveairtight.com know about the upcoming event. The 8th of July The dz at Skiatook,oklahoma will be having a memorial jump with three 182`s in formation and 8 and 12 ways all day to remember our fellow friend and brother Chris Hadley whom passed on due to a heart condition last year. It would be greatly appriciated to have anyone out whos in the area to support us in making this day a real tribute to Chris and his dad Eric (spanky) Hadley whom have always been true friends to me. Thank you to all that support..Blue skies forever Chris you will never be forgoten..

Well I have to say that i have seen parachi's workmanship and have nothing at the least bit to say bad about her suits.Ive watched numbers of students slide in on their knees and asses and her suits have held up more assured than some of the what you want to call youre top marketsuits today..If you want to talk about seamstress wise,I think you may need to get a few more jumps under youre belt,become a rigger and run a few dreaded lines through some of the top quality material that technology has offered this sport today.Obviously you purchased a suit that has been in stock for a while and placed on ebay to rotate stock. If youre looking for a top quality suit that fits and flys like you need it to,Common since says talk to customer service about exact measurement and you will recieve the quality,size and color you need to fit youre needs.parachi in my opinion and experiance delivers top quality customer service, reliability,and a timely delivery for especially the new and up comming jumper like yourself that may or may not have the best landings and need the parachi durability..

I think that this dropzone has the best AFF and tandem instructors that I've seen. They have a very fluid and informative method of teaching and I think that they go by the book, but at the same time make it fun and exciting for everyone.I give this place an A..

A few weeks ago I had posted an add on the bonfire.. This add was to notify my friends and fellow skydivers of a prospective safety hazard due to an airplane prop strike..this information that i had posted was only a speculation on present information.. the airplane has been overhauled by an exelent mechanic that took the proper procedures to fix an renew us (skydivers) of our safety.. The dropzone owner in my own opinon has been and will be one of my best friends for a long time.. I didnt mean to cause any harm again and i feel that this place deserves an a+ for following proper procedures.. sencerly justin

No its not being done, its only the prop and bulkhead to the best of my knowledge thats being changed, the engine is not being looked at..

I know first hand that there has been several fellow jumpers and friends that have been concerned with a local dropzones propeller strike incident that occured in northern oklahoma.Explained:"the aircraft was taxing into the hanger after a nite demo when the pilot heard a sound. the prop had struck a poll and airplane tire that holds windblades in place during normal opperation hours, resulting in a half dollar size chunk missing in the prop",Staff member explained.. Some say that a prop strike requires a full engine tear down if prop mhas to be removed for repair ,which it did.. So for the safety and knowledge of my friends, I did some research on this to better explain the precautions that may need to be taken into cosideration if the engine is not torn down and inspected,which some say that these precautions are not being followed.... T.C.M.'s Service Bulletin 96-11, in a nutshell, says that if a propeller must be removed from the aircraft to be repaired following a propeller blade impact of any sort or if the engine physically lost R.P.M.'s from the incident, then the engine has experienced a propeller strike and it should be removed from service and completely disassembled and thoroughly inspected for damage from the incident. Teledyne Continental powered aircraft operating under Part 135 of the F.A.R.'s, that have to comply with all manufacturers service bulletins, would have to comply with Service Bulletin 96-11 requiring total disassembly and inspection after any incident that required removal of the propeller for repairs or if the engine physically lost R.P.M.'s during the incident. An aircraft, operating under the same regulations, that is powered by a Textron Lycoming engine, would have to comply with Service Bulletin 475B after a propeller strike of any kind and would also have to comply with A.D.note 91-14-22 if the propeller strike was deemed a sudden engine stoppage. On these Textron Lycoming powered aircraft, it is the responsibility of the inspecting technician to determine if the engine should be removed from service for disassembly and inspection. PROPELLER STRIKES AND SUDDEN STOPPAGES OF EPI AIRCRAFT ENGINES AND PSRU's Document Number 260002 REVISION HISTORY ID Date Description A 08/22/01 Initial Release. B 01/29/02 Added specific standard NDT references to Section 3.1. C 04/05/02 Expanded Section 3.1 1.0 ABSTRACT This document specifies the required procedures to be followed with regard to any EPI aircraft engine or PSRU involved in a propeller strike or sudden stoppage event. The requirements specified herein are similar to those specified by Lycoming (SB 533-A), Continental (SB96-11), Woodward Prop Governors (SB 33574B), McCauley Prop Governors (SB 215B), and the Slick Magneto Overhaul Manual (Page 4-1) for their respective aircraft products following a prop strike or sudden stoppage event. 2.0 DEFINITIONS The following definition of PROPELLER STRIKE is taken from Lycoming Service Bulletin SB 533-A and Continental Service Bulletin SB96-11, which are, for all intents and purposes, identical. A propeller strike is defined as follows: (a) Any incident, whether or not the engine is operating, that requires repair to the propeller other than minor dressing of the blades; (b) Any incident during engine operation in which the propeller impacts a solid object which causes a drop in RPM and also requires structural repair of the propeller (incidents requiring only paint touch-up are not included). This is not restricted to propeller strikes against the ground, and although the propeller may continue to rotate, damage to the engine may result, possibly progressing to engine failure. (c) A sudden RPM drop while impacting water, tall grass, or similar non-solid medium, where propeller damage is not normally incurred. The above definitions encompass any propeller strike occurring at taxi speeds and during touch-and-go operations, involving propeller tip ground contact. In addition, they also include situations where an aircraft is stationary and the landing gear collapses causing one or more blades to be bent or substantially damaged, or where a hangar door (or other object) strikes the propeller blade. These cases should be handled as a sudden engine stoppage because of potentially severe side loadings on the propshaft flange, front bearing, and seal. 3.0 COMPLIANCE Circumstances which surround accidents are many and varied. Therefore, the circumstances of the accident cannot, in EPI's opinion, be used to predict the extent of the damage to the engine or the PSRU, or to assure the future reliability of either the engine or the PSRU. 3.1 Engines and PSRU's As the designer and manufacturer of the subject engines and/or PSRU's, EPI, Inc. takes the position that in the case of a sudden engine stoppage, propeller strike, or the loss of a propeller blade or tip, that the affected engine(s) and/or PSRU(s) shall not be returned to service before being removed and returned to EPI, Inc. for a complete disassembly and inspection of: (a) all the rotating and reciprocating parts, (b) the accessory drive components, (c) any devices installed on the accessory drive at the time of the incident (including, but not limited to: rotating fuel pumps, oil pressure and scavenge pumps, ignition distributors and/or magnetos, hydraulic pumps, vacuum pumps) (d) all propeller drive and governor drive components, bearings, seals and housings. Any of the above parts which are covered by a manufacturer's document defining inspection after such incidents shall be inspected in accordance with the applicable documents. Any parts not so covered are to be completely inspected for conformity to original design drawings with respect to concentricity, straightness and runout, followed by complete inspection by accepted NDT methodology and declared, as a result of those inspections, to be undamaged. For ferromagnetic parts, the inspection standard is ASTM E-1444. For non-ferromagnetic parts, the inspection standard is ASTM E-1417. This research has not been directed at anyone to mean harm or cause problems but, to notify fellow friends to use caution when boarding the unknown.."most problems occur during take off, where the use of a reserve is no good,especially with a heavely loaded cessna". Think about the safety of you and your fellow jumpers were family we should stick together and stay alive.. blues skies..

Nice job Steve.. just got a chance to check youre page out lookin good..

Thanks for coming out and Im glad you had a good time.. tell all youre friends and come back and see us..