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Everything posted by mjosparky

  1. In the late 70’s I put a little over 500 jumps on a Strato Star. For it’s time it was a very versatile canopy. I started doing Crew with it and made my first 100 or so demos with it. My idea of a fair fight is clubbing baby seals
  2. Sit up during deployment. My idea of a fair fight is clubbing baby seals
  3. http://www.med.navy.mil/sites/nmotc/nami/academics/Documents/FlightSurgeonsManual.pdf Chapter I My idea of a fair fight is clubbing baby seals
  4. No batteries needed. My idea of a fair fight is clubbing baby seals
  5. It's old school, but it's easy to read and the batteries never go bad. My idea of a fair fight is clubbing baby seals
  6. No, that's why so many jumper get injured or die under perfectly good canopies. My idea of a fair fight is clubbing baby seals
  7. The Silhoute is has always been one of the best kept secrets in skyding I my opinion. Sparky My idea of a fair fight is clubbing baby seals
  8. At 30 jumps you have a skydiver who is not very good at skydiving. Add a camera and you a skydiverwho can't skydive very well shootings pissing poor pictures. There is a reason for the recommendation of 200. _ My idea of a fair fight is clubbing baby seals
  9. A little more info about this area: http://www.sisterscountry.com/Recreation-and-activities Jerry Baumchen Hey Jerry, If I read them map right, they are not getting much wiggle room. One oof the quotes stated that it was a "public" airport I think it is a private airport with public use. Not sure what effect that will have but like you said the ODA appears to be dealing fairly. Sparky My idea of a fair fight is clubbing baby seals
  10. Freedom Parachute Team was using high end HT's with throat mics around 2002/03. I used the same set up when did testing while working for AERO. My idea of a fair fight is clubbing baby seals
  11. It was first done in the LA area in 1982 by Larry Walters. A movie production company recreated it flying out of Apple Valley Airport. My idea of a fair fight is clubbing baby seals
  12. I worked for Joe Crotwell's company AERO. Most of are contracts were Government test programs. We could fly a King Air to YPG with a pilot and at least two crew members. We would do as many as 4 lifts a day with 4 to 6 drops per lift, at altitudes from 500 agl to 25,000 agl. we would provide everything. They would pay for rooms and meals sometimes for 3 or 4 days. They paid up from chock to chock. And it was cheaper than using military personal and planes. My idea of a fair fight is clubbing baby seals
  13. Never had the pleasure of meeting Hod, but your posts makes me fell like knew him. He was a lucky man to have a friend like you. My idea of a fair fight is clubbing baby seals
  14. A jumpsuit will have the greatest effect on how you fly more than any other piece of gear. But it's your choice. Don't buy one and see how it works. More than likely you will end up jumping alone. My idea of a fair fight is clubbing baby seals
  15. Rich, Source: 360 degrees of Financial Literacy My idea of a fair fight is clubbing baby seals
  16. USPA membership liability insurance is third party insurance. Google "third party insurance". Correct. It covers damage done by a jumper to someone else's stuff ("someone else" being the 'third party') So when someone screws up and, say, bounces off a car in the parking lot, it's covered. Or damages crops on an out landing. Or kicks the dorsal fin on a KA on exit. Or forgets to pull the seatbelt in on a Helicopter jump and the buckle bounces off the outside and chips/scratches the hell out of the paint (happened recently - airplane paint shop located on the airport had the heli painted and ready to go by next morning). If that car is owned by another jumper who is also a USPA member it is not covered. Both jumpers are "policyholders" under the same group policy. My idea of a fair fight is clubbing baby seals
  17. USPA membership liability insurance is third party insurance. Google "third party insurance". My idea of a fair fight is clubbing baby seals
  18. This is a sort of a long read but it deals with jump in Antarctica. "I have no official capacity to investigate this accident since it occurred outside of the US. Had this occurred at my DZ, I would have been charged with assisting in the investigation as a USPA Instructor/Examiner and FAA licensed parachute rigger. I have produced this analysis so as to gain some measure of insight into the problems these men encountered so as to avoid the consequences of this accident in the future. I understand that the Chileans still have the gear; therefore, no US organization has had a chance to examine the 3 deceased skydivers rigs (although the evidence thus far indicates there was no gear malfunctions). Although I am sure more information will come to light as time goes by, I feel there has been enough information gathered to make a conclusion as to the cause(s) of this accident with a high-degree of certainty. Weather: (12/6 at 1200 GMT): 4,000 scattered, visibility unlimited, winds 140 true (from the direction of the 140 East Meridian) at 7 knots, temperature -29.9C, altimeter setting was 28.76" Hg (about 1.16" below standard sea level pressure of 29.92 - typical for pressure at the South Pole) Organization: Adventure Network International provided the logistical support for this operation. From all indications that I received, I believe Ray Miller and Steve Mulholland were being compensated by ANI for their efforts in organizing the Expedition. In other words, ANI was in full operational charge of this operation. I will make reference to Ray's and Steve's experience levels below. I am not sure whether it was Ray or Steve who was doing the organizing for the 4-way. Planned Activity: 4-way freefall formation with the point being pulled from the aircraft. Aircraft: Lockheed L-100 (Operated by SAFAir of Johannesburg, SA) from Punta Arenas, Chile to Patriot Hills, Antarctica (80S, 81W). DeHavilland DHC-6-300 (Operated by Ken Borric Air of Calgary, Canada) from Patriot Hills to Amundsen-Scott Base at the geographical South Pole. Only 1 jump was executed during this profile. Drop Exit Altitude: approximately 8,500 ft. AGL or 17,801 ft. AMSL (DZ at 9,301 ft. AMSL) Profile: The aircraft landed first at Pole, took off the door then climbed to altitude. I am not sure at what altitude the aircraft cruised to Pole, but it is normally at 12,500 ft. AMSL (approximately 3,000 ft. AGL). Their route of flight from Patriot Hills to Pole was between the Horlick Mountains and the Pensacola Mountains which is a gradual climbing terrain to 9,301 AMSL. I am not sure how long they would have remained at the cruise altitude and what effect this had on hypoxia during the jump. The Twin Otter in wheel/ski configuration cruises at approx. 140 kts. and the distance is 585 nm. Time of flight is approx. 4.5 hours. The DeHavilland DHC-6-300 Twin Otter has an unpressurized cabin. I do not believe they would have had enough oxygen aboard for the jumpers to pre-breath oxygen before landing at Pole and climb to altitude for drop - nor do I believe they did so. The jump: From Michael Kearns' statement (as well as sources close to the debrief), it appears that they did have supplemental oxygen aboard the aircraft and some of the jumpers did use it during the climb to altitude. None of the deceased were reported to have AAD's. None had bail out oxygen. From what I can gather, they tried to pull a 4-way from the aircraft which funneled. Two people were able to put together a 2-way as the remaining 2 jumpers tried to close for a 4-way. Michael Kearns was on final approach to dock on the freefall formation with one other behind him when his CYPRES fired at its preset altitude of 750 ft. AGL. Mike made no report of any signal by the load organizer to break the freefall formation for separation during opening. Mike had only time enough to unstow his brakes and turn into the wind before hitting hard on the ice. He went immediately to the base to get help. The base personnel retraced Mike's steps in the snow with skidoos and, after a short search, found the 3 bodies. Planned break off was at 4,000 ft. AGL with opening at 3,500 ft. AGL minimum. All 3 of the deceased impacted the snow in close proximity and were partially buried beneath the surface. Steve Mulholland was the only one of the 3 deceased to have a partial deployment. Since we have not been able to examine the gear - specifically the closure loop on Steve's main, I am not certain whether the deployment was caused by impact or by efforts at deployment. From what I knew of Steve, I assume he made an effort at deployment. ANALYSIS: I spoke with several sources close to the investigation and have formed this analysis of the accident based upon my knowledge of the people involved and the facts surrounding the case. I have been told that there will be an article in Parachutist on the accident which may give a few more details other than that included in this report. From what I know about Ray and Steve, Ray was not an active jumper which would make him non-proficient in Relative Work. Steve's main hobby was BASE jumping which is not an RW discipline. Steve told me he had approximately 100 skydives (non-BASE jumps) as well as the first known Antarctic BASE jump while working for Antarctic Support Associates in support of the USAP. Hans Rezac's main hobby was "extreme sports" including a nude jump last year in -20C weather. Hans was not a relative worker either. I have no information about Mike Kearns. Once the formation funneled off of the aircraft, the remainder of the dive was spent trying for a 4-way completion. Mike Kearns was closing for a 3 way when his CYPRES fired and deployed his reserve parachute. True airspeed increases (i.e. frontal area air resistance used to support a freefalling body) with an increase in altitude by a margin of 2% per thousand feet above sea level pressure as a rule of thumb. That means that at 18,000 ft. AMSL, terminal velocity is 36% faster than the sea level t.v. of 120 mph (or 163 mph). At 12,000 ft. (minimum container opening altitude) it is approx. 24% faster. The average during the freefall time is approximately 156 or ~160 mph. The normal freefall time of 41 seconds (from the Skydivers Information Manual freefall times chart) is now cut down to about 32 seconds (2.67 miles per minutes over 6,000 ft or ~1.2 miles plus time to accelerate to terminal). Add to that hypoxia, no Dytter Audible Altitude Warning Device, no AAD's, no practice jumps, inexperience, the stress of travel to get to the South Pole, cold, nervousness of jumping a hostile environment, lack of preparation, disorganization and distraction/temporal distortion from doing a freefall formation without proficiency. In aviation accidents, normally one problem does not add up to an incident. It normally takes several problems to lead to a disaster. Any one of these factors would not have lead up to this accident (reference Trond Jacobsen's successful jump from the same aircraft on the same flight and same pass at altitude). From my discussions with Trond, he had done considerable preparatory work before the expedition. Please refer here for Trond's write-up of the incident. Parroting a saying in too many skydiving accidents across the world, "An AAD could have prevented these fatalities". Although all persons on a freefall formation dive are charged with altitude awareness, the load organizer is charged with assigning break off altitude and assuring that those procedures are followed. Also, a basic concept in skydiving is the manual deployment of a parachute at a safe altitude above the ground - an operation which was not followed in this instance. This concludes my efforts at researching this accident. We have made a few minor changes to our expedition as a result of this accident, but in whole our planning has addressed the altimetry, training, experience and equipment issues faced in operations in this hostile environment. I would like to thank Dwight Fisher at the NSF's Office of Polar Programs for sharing his in-depth knowledge of Antarctic Aviation during our July, 1996 meeting to discuss operational aspects of our expedition" My idea of a fair fight is clubbing baby seals
  19. This is what I was able to find. http://prabook.com/web/person-view.html?profileId=824366 My idea of a fair fight is clubbing baby seals
  20. I often wonder why people get an answer from the manufacture and come on line and shop for an answer that fits what they want to do. My idea of a fair fight is clubbing baby seals
  21. Yea, what he said. Your questions try to mix sports jumping with military drops. My idea of a fair fight is clubbing baby seals
  22. About a week ago I put out a shout for a 4 stack patch. I got one in the mail today. It was from an old friend I haven’t seen in about 20 years. He moved to Texas. Many people on FB know him, Bill Parsons. Bill I want to thank you for going to the trouble of digging this out and getting it in the mail. I owe you one, it you make it to Cal. Dinner and drinks are on me. My idea of a fair fight is clubbing baby seals
  23. I have an old friend sending me one. Thanks to everyone for there read and offers. Michael My idea of a fair fight is clubbing baby seals
  24. I am trying to put together a display of my different SCR related things. I am missing the patch for a 4 Stack. I have the card but have lost the patch over the years. If someone has an extra or knows where to find one it would make this old man’s day. Thanks My idea of a fair fight is clubbing baby seals