MakeItHappen

I think that would be counter-productive. In the past 4 years, I've talked to or emailed a LOT of DZOs that at one time did take Skyride GC. Most of these DZOs feel 'stupid' (their description, not mine) for having been lured into the bait-n-switch plan. You see, not only does SkyRide dupe the prospective first jumper, they also dupe and apply high-pressure sales tactics upon DZOs. Some DZOs have thought 'Well, if I don't take them then my competitor will.' Then they come to learn that Skyride sets up an agreement with their competitor at a slightly lower wholesale price and referrals go to the competitor, even though they were 'promised' geographical exclusivity. Then Skyride comes back and says you have to lower your wholesale price in order to get referrals. At the same time Skyride keeps it's retail price the same. (That means Skyride gets more of the cut.) You end up with local DZs undercutting their wholesale price, losing money and making money for Skyride. This scenario has played out on the east coast, the midwest and the west coast. One DZO told me he is pestered by Skyride at the beginning of each season. He keeps saying NO!, but they keep pestering him. There is nothing illegal about a persistent salesperson. But persistent salespeople do make additional sales. You know what bugs me the most now. The DZOS that have 'suddenly seen the light' and call me to tell me all about what Skyride does. I've heard the story over and over. They bend my ear for 30-40 minutes. I keep saying 'uh-huh', 'uh-huh'. Now all of a sudden they want me and USPA to 'DO SOMETHING!' I've been explaining what they do for years - ever since that rainy weekend I paid attention to Billy Vance's posts on rec.skydiving. I've worked very hard elevating this problem to the USPA BOD. At most - the very most USPA can do is to toss Ben and Cary and their DZs out of USPA. That will not guarantee any changes by Skyride. Only Ben and Cary can change what they do. Quick fix: Do not take their gift certificates! . . Make It Happen Parachute History DiveMaker

Contact Jim Wallace twowhodive_AT_aol.com Jim, just recently retrained Chuck Anderson after many years of layoff. Chuck has a right hook and Jim modified one of their student rigs for a left main pull. Chuck was getting out of the sport when I was getting into it. I bought my first rig from Chuck. (It's that green rig on the guy in the yellow jumpsuit from the link above. 21 ft Piglett & 26 ft Navy Con if anyone wants to know. R3 cutaways too) Jim is at Perris Valley skydiving in Southern California. There is a tunnel on the DZ, plus a jet, plus a Skyvan, plus 3 otters, plus a bar, plus a pool, plus bunkhouse and the IHOP. Oh yeah - we have a Disneyland out here too. . . Make It Happen Parachute History DiveMaker

The Stress of Life by Hans Selye This is a classic work. It tells you about all the different chemicals that get released and how different activities enhance or curb their release. Personality and Prediction in Aviation by Jens-Henrik Johnsen This was written by a jumper doing his doctoral thesis. Email me directly for more references. . . Make It Happen Parachute History DiveMaker

Wow that is some Frankenstein like scar. I hope he heals up fast. I know your son will remember that day for the rest of his life. Glad he made it through with minimal injury. I was hit by a van, actually a rear-side mounted mirror of a van, on July 8, 1974 while riding a bicycle, exactly one month before Nixon resigned. I left work early because I was not feeling well. I was riding on the white line of a two-lane road. It was high noon and around 100 degrees out. The mirror clipped my left upper arm and threw me over the handlebars. A woman from a house right there came out and asked for my name and phone number. She called my Mom. By then the ambulance and cops had arrived. I told the emergency person that my arm was not broken. But the flesh was severely damaged. The flesh hung down to the ground when I sat up and lifted my elbow up even with my shoulder. These emergency guys said to lay down and put one of those plastic inflatable braces on my arm. I kept saying my arm was not broken. Then I asked for some shade. I wasn't feeling well and the sun was not making me feel better. It was 100 degrees out. Some cop took his hat off and gave me some shade. In the ER, a DR wanted to cut off my shirt. I said I'll just take it off. He wouldn't let me do that. I kept saying my arm was not broken. He cut off my shirt. I get x-rayed. Gosh - your arm isn't broken. Duh?! They kept me over night for observation. My parents sued for costs. I guess it was 3x the actual costs. The lawyer got 1/3. We even had to go to court for the driver. The driver was a 16 yo. I was 17 at the time. I bought my first motorcycle with the money! It was a Yamaha 250 Enduro. Bike riding, whether bicycle or motorcycle, does make you a better 4-wheeled vehicle driver. I've lost count of the number of people trying to kill me on my bicycle or motorcycle. Idiots that direct traffic from inside their cars and whimsically change the rules of the road are the worst. . . Make It Happen Parachute History DiveMaker

If the tension in the chest strap connected to the MLW is parallel to the metallic keeper, then all is ok. If the tension is closer to perpendicular to the metallic keeper then the strap can loosen up (say on exit or a hybrid load). If the tension is parallel at first, to place the keeper tight, then the fastener seems to hold. Any slack will allow the strap to loosen. . . Make It Happen Parachute History DiveMaker

An AAD does change the way you jump. Those that 'turn it on and forget about it' are usually not aware of the operating parameters. The number (or percentage) of instances of 'lost altitude awareness' has probably NOT changed over the years. What has changed is that people get 'woken up' and directed to life saving procedures by audibles. In the 80's, audibles only had one beep. It was usually set for breakoff altitude. Today they have three, if you choose to use all three. And there are AADs that try to open your reserve if you REALLY forget what to do. The AAD did NOT fail. It was operator error. I think this is a concept that a lot of people have trouble accepting. "If some other jumper makes a mistake, then perhaps I might make that mistake." It brings home the concept that I might do something that does me in. This might be hard to accept, but once you do, you will have a tremendous respect for the ground. This crosses all experience levels. It is much easier to think that the other jumper was 'just stupid' or 'un-educated'. When you start to realize that the folks that go in or take their gear for granted are smart and educated, then you realize that you too are susceptible to these same mistakes. It may give you a restless night or two. Landing safely? Jumpers should be able to deal with an altimeter, audible or AAD "failure". "failure" meaning it is not telling you or doing the 'expected' thing. Each jumper has multiple INDEPENDANT ways to determine altitude. You need to cross check each of these ways and determine which ones are 'telling the truth' and 'which ones are broken'. For example, if I see 7 of my companions tracking off and pulling and the same time I see my altimeter read 8K or no beeper signal (if I was wearing a beeper set for breakoff altitude), I will track and pull. Of course, looking at the ground would be a big suggestion too! For additional thoughts see Is Device Dependency Anonymous for You? Fast forward to the year 2050. (air-bag, GPS and CYPRES stuff) . . Make It Happen Parachute History DiveMaker

I think you are assuming reliability that may not be there. One incident, a jumper had a total and then pulled the reserve. Nothing came out. She started pounding the pack with her elbows. Still nothing came out. Then she tried again for the main. She got the main out - just in time. One incident, a jumper cuts away a mal and pulls reserve. Nothing comes out. He tries to clear a hesitation from his back. Still nothing. Finally, the CYPRES fires. Witnesses saw something shiney fall from him as the reserve opened. Speculation was that a temp pin was left in the reserve pack job. One incident, a jumper discovered on a repack that the closing loops were not routed through the cutter. [I always check that the loops are routed through the cutters, but I am not sure you can do that on all rigs.] One incident, a jumper had a total. When he tried for the reserve he tumbled. Then he decided to remain stable and 'wait for the CYPRES to fire'. He lived, but that has to be the most illogical way of saving yourself. He had about 5x as many jumps as you. Who knows, flipping over on your back might help clear all those flaps holding in a pilot chute on non-pop-top rigs. I'd fight all the way to the ground. A little instability during reserve deployment would be the least of my concerns. . . Make It Happen Parachute History DiveMaker

I can't believe you do not check the reserve/AAD on your sport rig. You should be checking to see that the AAD is still turned on. They can turn off. You should be checking the reserve pin in case it got bent. I found two bent reserve pins on someone else's gear. One was about 30 seconds before exit. "What ever you do Joe (made up name) don't cutaway!" He rode the plane down. The other was on an AFF evaluator's rig after I packed it. I brought the evaluator and the two candidates over to see the rig. It might have happened on exit (C-182), but more than likely it happened during the dirt dive when the wing and step are closer together. Maybe - maybe not. How many instances will occur for this feature to be put to use?? I can see maybe a DZO wanting to swap an AAD between a student rig and a tandem rig once in a great while. Maybe on rental gear? Most places use the expert level anyway. Other than that when would this feature be used? In a pinch, you could use the offset landing elevation feature to adjust when an AAD fires. I do not recommend it, but it is a possible solution. Even if you had a switch on the inside, what would you do if it was set wrong? You'd have to open up the reserve to change it. Remember, if it is possible to do something it may eventually happen. Ask any equipment manufacturer that. It's not like riggers never make mistakes. All you have to do is think about all the problems of switching between direct bag SL and a FF rig for students. You might also recall that the FXC 12000 had a way to set what altitude it would fire at. On the ride up the needle disappears. There were numerous operator errors of changing the setting while airborne. IOW, the feature of changing the activation altitude, either by Modes or offset elevations, introduces other operator failure modes, even though it might appear to be more convenient. As to Solly's rig, I do not know how it was set into Tandem mode. From the posts and the manual it appears to not be an inadvertent hitting of the buttons. That would indicate, somewhere along the line there was operator error. It could be (speculation here) a potential Vigil user interested in learning about how it worked asked someone for a demonstration. Maybe the person giving the demonstration changed modes and then turned the AAD off or left it in Tandem mode. The Vigil remembers altitude corrections and the mode. Perhaps the person giving the demo did not realize that. Solly still gets 2 demerits for not checking his gear and so do you, Ron, if you are not checking it on your sport rig. . . Make It Happen Parachute History DiveMaker

Did it occur to anyone that [freefallmama1] and [Perplexiti] are trolling for information? Mike, the laskydiving and skydive-tennessee pics have been changed. What they used to have is here It was a Mission Impossible weekend of jumping, not a movie. This pic is still one with me in it. It has been used on a number of Skyride sites. Other pics on http://www.chicagoskydiving.net/photogal.html and other skyride sites also are not used with permission. . . Make It Happen Parachute History DiveMaker

A sexual offender lives next door to me. The family next door moved in last summer. I checked the Megan's Law DB again today and learned about my new neighbor. I talked with the offender's nephew today also, across the property line fence. He said the guy was retired and does volunteer work at the Temecula Senior Center. He claimed not to know details of 'what happened' and that his uncle was never sent to jail and that 'He's harmless'. The offender's offense was "288(a) LEWD OR LASCIVIOUS ACTS WITH CHILD UNDER 14 YEARS" The nephew said it happened 5 years ago. The police come over once a month and check his bedroom and make sure he still lives there. So later in the day I talked to my other neighbor that has small kids. I told him what I knew about this offender and that he lived right next door to us. This neighbor does not have internet access. I gave him the info I got from the web site. My neighborhood is quite safe. I take walks after dark, with my dog of course. I leave my doors unlocked, unless I am actually leaving town for a few days. My other neighbor, the retired widower, always keeps an eagle eye out when I'm gone for the dog-sitter and 'strangers'. She doesn't have internet access either. I won't start locking my doors because of this, but I will be watching for this guy 'making friends' with my neighbor's kids. Most child victims know their offender. This guy did something - I do not know what exactly - but it had to be against social mores of most people. He did not do time. He is out in the world. I do not trust him. . . Make It Happen Parachute History DiveMaker

When a rig is packed and in a no-load configuration the relative positions of the terminal housing cable grommet and the riser grommet can take on any number of relative positions that are all quite safe and correct. The twist tension from the cable housing, riser covers, etc may make some terminal ends stand out away from the riser grommet. On other rigs they may be flushed together [there should be slack in the loop in this case]. Under the no-load configuration, it does not matter. The routing of the loop does of course matter! Under loaded conditions, ie under canopy, the three rings should be parallel to each other and parallel to the riser below the confluence point. This is where the loop length comes into play. The grommets do touch under a loaded configuration. The common point is the top of the grommet. There can be some offset (side to side) induced by housing tension. Maybe I should scan the picture from the Three-ring riser Construction manual that I am looking at? . . Make It Happen Parachute History DiveMaker

Sorry, Dave, an S&TA cannot waive the RSL requirement unless she is also the supervising instructor. It is a FB (full board) waiver except when a supervising instructor endorses a particular student, cleared for self-supervision, for one or multiple jumps without an RSL. It is technically possible for an I to endorse 'no-RSL' for a student cleared for self- supervision without an S&TA's approval or FB waiver. This is a major weakness in the two exemptions of that part of the BSRs. The jumper in question mentioned 'coach'. It may be semantics or that a 'coach' actually gave this endorsement, hopefully in writing, or the DZ has some standing endorsement for all self-supervision students, hopefully in writing, or has a FB waiver. Waivers must be renewed annually. None have come through for this BSR for +2 years, if ever, except for the original Square1 request. I do not like this part of the BSRs. It should have been left as a FB waiver without any exemptions. Search on 'Square1 BSR' FMI. It strikes me as unusual that an Instructor that had never jumped with this student would have give such an endorsement. It strikes me as a BSR violation if a Coach gave such an endorsement. It may be that the rig actually did have an RSL and Noah did not realize that. This is correct. It is unclear if you were jumping an SOS system or not. An SOS system has one handle on the left main lift webbing [MLW] that pulls both the cutaway and reserve. Or did your rig have a handle on the right MLW for the cutaway and a handle on the left MLW for the reserve? . . Make It Happen Parachute History DiveMaker

HEY Everyone! Can I have your attention please??? Tomorrow is Safety Day in the US. [Check with your local DZ because some of the northern DZS move the date to later in the year.] I want you to promise me that you will make every jump you do this year a successful jump. Stand up, raise your right hand and repeat……… I promise I will decide by 1000 feet where I will land. I promise I will PLF when the landing looks to be too fast. I promise I will look at the ground or altimeter more than a snively canopy or other malfunction. I promise to execute emergency procedures by my hard and fast altitude of ______ feet. [USPA recommends 1800 feet for B-D license holders and 2500 feet for students and A license holders.] I promise to do three gear checks on every jump. Before donning. after donning and before exit. I promise to triple check my chest strap threading on each and every jump. I promise to only get on loads that are within my abilities. I promise to read the owner's manual of every piece of equipment I own. I promise to ask questions about things I do not understand before I NEED to know the information. . . Make It Happen Parachute History DiveMaker

It is perfectly okay to be anal-retentive about a gear check. Always do their gear check in the same order. Never allow themselves to be interrupted during a gear check or start over if an interruption is unavoidable. Always touch all 3 handles after putting on the rig. Always do the pre-boarding gear check after the last dirt dive. Always use the sit and schooch technique for sitting in an airplane. {Some people use the plop down into a lazy-boy chair technique.} Always ask permission to adjust or point something out on someone else's equipment. Gear up in the same way all the time. One day someone asked me why I put on my helmet when boarding an aircraft. The guy asked me if I was really worried about hitting my head. The reason I do that is because I have both hands free and can check my handles just before boarding and after I sit down. It is perfectly okay to be anal-retentive about a gear check. If you are doing EPs, stress looking at the ground or altimeter more than the canopy or hard pull. . . Make It Happen Parachute History DiveMaker

This is definitely a comment from a new-age jumper. And it strikes me as odd because I have been jumping for +20 years. Back in the BC days [BC= Before Cypres-aka before 1990] the #1 way people died in skydiving was a low or no pull. Dying under a perfectly good canopy was virtually non-existent. To me, and please realize my long term perspective here, the fact that these types of fatalities happen so INFREQUENTLY now is a good thing. The persistent perfectly good canopy fatalities are extremely frustrating. I'll have to admit to something about this fatality that never ever crossed my mind. It never occurred to me that a jumper would or could or potentially turn on an AAD at home. I do not know if this is what happened, but the possibility of it is, to me, very mind-boggling. I suppose this is similar to the same way new-age jumpers think that a no/low pull is mind-boggling. This was so disturbing to me that I asked the S&T Comm if we should specifically mention in the SIM that an AAD should be turned on at the DZ. This is still up for discussion. New jumpers do not have the history of AADs that us old folks have. It seems to me that when AADs were not reliable, many more regular jumpers knew about their advantages and disadvantages. Today, with the CYPRES and other reliable AADs, regular jumpers seem to take for granted the AAD, it's operational parameters and reliability. . . Make It Happen Parachute History DiveMaker

Know where you are and where you can go. There is an over-used adage that 'History repeats itself. Those that do not know history will repeat it.' It really makes me sad and extremely frustrated when experienced and inexperienced jumpers do low turns because they did not know where they were (up high) and where they could go (up high). The number one way to determine where you are and where you can go is the use of the projected landing point. This is also know as the 'accuracy trick' - a name I eschew because it implies esoteric knowledge. I like the 'stationary point' better, but that name does not reflect the projected landing point if you descend through doglegs. When the winds pick up at Perris, I head into the wind once under a good canopy. A slight drawback of this is that I am heading in the opposite direction of most everyone else on the load. I'm usually in the first group, since I mostly do RW. I have a lot of people passing me around 2K. They are going South and I am going North (or visa versa). The big advantage is that I can land by the gate with no one around me. Everyone else all went too far downwind and could not make it back. That tells me that a LARGE number of jumpers cannot predict where they will land. If you have a long spot or the winds picked up is NOT a reason to go in. There is no reason for someone to die because they have a long spot and then subsequently do a low turn to avoid an obstacle. There is no reason for someone to die if the winds come up and then do a low turn to avoid an obstacle. There is no reason jumpers need to die in these situations. I STRONGLY suggest reading Get-Home-itis High Wind Landing Approaches I recently added a new section to Get-Home-itis about how to see the projected landing point. This was prompted by someone's comment about not being able to see it. I'll mention also that the articles on SPSJ are there because the same questions keep arising. I'm too lazy to rewrite a reply for each person that asks. I write a general article that addresses many people's concerns and then reference the article. I wish jumpers would stop giving me things to write about. And for extra measure try out Altitude Awareness Malfunction Junction Wake Up Call . . Make It Happen Parachute History DiveMaker

I feel like arm-chair quarterbacking…. The HOT tip would be to have mini-skis on from your knees to past your toes. This can easily be worn during the jump without interfering. The curl of the tips could be modified for a better fit. So what you do as you come into landing on the perfect 26 degree snow-laden slope is FLARE your landing. DOH? Homer Simpson told me that all lifting aircraft use a flared landing. He said "You know - it slows down aircraft and those new-fangled parachutes." You sit up and catch as much air as you can just a few feet above the surface. Touchdown is on the mini-knee-skis. You can go really fast. Your body acts as the air brakes. Couple of caveats tho… I'd first learn how to ski on my knees in a wingsuit. I'd practice on the same slope. I'd probably have to have a mod for the practice skis or have to take them off because getting on and off the lift would be difficult. I'd practice my approaches from a 2-person hang-glider. Fly that glider right down the slope, cut myself away, land on my knee-skis and skid to a stop in front of the press people at the bottom of the hill. I'd work out in a gym under Arnold for several years to build the strength required to act as a speed brake for myself. Build those quads. I'd say 'Ahhhhh----shit' if I tumbled over on my back and then started sliding down the hill 'Why didn't I put skis on my back too or maybe one of those saucer thingies??' But now that I think of it, a controlled pitch-over to land on a snow slider attached to my back might work too. I could play dead-ants on the way down the hill. . . Make It Happen Parachute History DiveMaker

Old thread, but still a good question. I am in the group with Grant. Many years ago, when all dirt alerts only had one altitude signal, I had mine set someplace between 1500 and 1800 feet. This was my 'you must be putting yourself under a good parachute altitude.' It paid off in a big way one day when I had a snively opening and was looking at the parachute. see Altitude Awareness Then I used a Time-Out for a number of years. I set it for break-off altitude (normally 3,500, but nowadays that is 4k). It also went off at 2,500 and flat-lined at 1800 (never heard that tone) I could never tell the difference between the break-off signal and the 2,500 signal. At 2,500 it always scared the bejesus out of me because it would make me think something was wrong. That's the last thing you want when you are tracking away from 299 other jumpers. The one and only jump where the 2,500 signal made me feel good was on the 50-way Night Dive It was ok to pull that high on that load. Nowadays, when I wear a helmet, I use an original Dytter set at 1800 feet. I did not use a dirt alert on the 357-way. I'll also mention that on most big-ways you do not need a signal for break-off because the signal is usually someone pulling out. On a recent big-way there was one jumper that left on his dirt alert signal - not the pull out- just a second before the last person to dock. We left with an incomplete. My personal assessment of my altitude awareness is that it is better, even on 4-way loads, with the one-tone at the 'get the reserve out altitude' than when I had several tones. YMMV. . . Make It Happen Parachute History DiveMaker

See Google Search links ought to convince you that your time is better spent elsewhere. . . Make It Happen Parachute History DiveMaker

A jumper emailed me about this course: USPA Listing FEB 14-20 AFF Instructor Rating Course Atlanta Skydiving Center, Cedartown, GA FFI: e-mail Glenn Bangs I don't know about anyone else, but I think that any letter that comes from USPA asking SkyRide (Ben Butler and Cary Quattrochi, also owners of Atlanta Skydiving Center) to stop their deceptive practices becomes a practice in futility when the USPA President runs a certification course at ASC. There is definitely a mixed message being sent. From the Draft version of the Winter 2005 BOD Minutes: Executive Committee (Chair-Glenn Bangs): 2. Group Member complaints against 1-800-SKYRIDE: Ben Butler, co-owner of SKYRIDE, asked to appear before the Executive Committee and respond to complaints heard during the DZO Conference. A copy of the letter sent to his partner, Cary Quattrocchi outlining complaints was provided to him. He was asked to address the list of grievances mentioned during the meeting and outlined in the letter dated May 19,2004. The Executive Committee asked that the complaints be addressed and rectified within 60 days. In the meantime, USPA will draft a letter, with counsel opinion on actions to be taken by the Association after the 60 day period has expired. . . Make It Happen Parachute History DiveMaker

This cracks me up!! When did Dave become the all-knowing, all-seeing guru on the 'place and purpose' of flat packing??? feel more like a "skydiver" too funny Dave. It really is. Maybe one day I'll go back to pro packing if I ever feel the need to feel more like a skydiver. I'm sure I'll get invited on more of the 'cool' loads if I pro pack. In the meantime, flat-packing is much faster and easier than a pro pack. I use a roll pack now, but the standard stack pack was also faster and easier than a pro pack too. Skylord, I'll take you up on your "I will pay well for someone else to jump my pack job!!" Let me know and I'll have you packing for me and paying me to jump it. [New jumpers have way too much money to burn.] Of course, you have to pack my parachute the way I want it packed. As long as I teach you how to do that, I have no qualms about it. Disclaimer: I only jump Racers with a pud deployment system. All bets are off with any other type of system. If some other rig had a Racer pud deployment system, I might consider it. It would not be your pack job in question, but the other types of puds or deployment systems or the way the reserve deploys. Also - as long as you are cleared to jumpmaster yourself, I am almost 100% sure Elsinore or Perris would allow me to do two-ways with you. You could get free coaching, such a deal? Let me know because there are a few paperwork items to clear first. I teach you how to pack. I jump the pack job. You get freefall coaching without worrying about your pack job. By the end of the day you'll be shooting yourself about how easy this is. . . Make It Happen Parachute History DiveMaker

She was apologetic and remorseful. She said she knew she went through a red light. She definitely realized that things could have been a lot worse. I didn't even ask for the police to come. I figured a ticket would not make things better. No one was hurt and it was her car that had the broken turn signal. I got the impression she was more of a 'deer in head lights'. She did not even swerve. Then again she probably did not have any place to go. I wonder if she even braked at all. I would love to hear what the SUV driver saw. The strange thing is that I have to turn my head to the left to see the car coming in on me. It was only a car lane width away from me. . . Make It Happen Parachute History DiveMaker

I almost was taken out today by a lady going thru a red light. I was pulling out of WalMart onto Sanderson. Sanderson runs north-south. Sanderson has two lanes in each direction. I was making a left turn. The intersection has a three-lane exit from WalMart facing east. I was in the southern left turn lane, aka the middle lane. There was a big-ass SUV in the northern left turn lane. The light turns green for us. The SUV and I start into the intersection. The SUV slows down about 10 feet into the intersection. I continue. Then I see why the SUV slowed down. The SUV was blocking my line of sight of traffic to the north. There was a car heading south. For some reason I glanced back up at the light. I wanted to make sure it was green. It was. Then as I looked back at the car bearing down on me, I said 'DO SOMETHING!' to myself. I thought brakes will not help. I am already in the path of this car. About the time my shoulder was even with the right side of the car I determined that flooring it was the best way out. I floored the accelerator and quickly remembered to turn. You can't go straight. As our vehicles pass, I feel and hear a tiny thump. It was almost imperceptible. Turns out that we tagged each other. The car's front left turn signal was broken. There was no damage to my truck. The sight of that car heading right for me to T-bone me is something I won't forget. One moment I'm thinking 'I'm going to be hit'. The next instant I'm thinking 'no I'm not, I'm going to get out of the way'. You only have to miss. It kind of reminded me of all the cars that tried to take me out on my motorcycle or people trying to take me out under canopy. The reaper lurks. . . Make It Happen Parachute History DiveMaker

In one month short of 23 years of jumping I have never given my main to a rigger to inspect. All the items you mention are inspected on repacks of the main, eg after each jump. I also check connector links tightness and slider grommets for knicks. I pack for myself. Why would I need to pay someone to do the same thing I do on every jump? . . Make It Happen Parachute History DiveMaker

Locking down the tetrahedron is one of the most stupidest things a DZ can do. The tetrahedron indicates wind direction. If on some 'special' jumps you lock it down to indicate landing direction you screw people that read the tetrahedron for wind direction. Landing direction can be indicated by some other means. On the 300-ways at Eloy, a large yellow crepe paper arrow was placed on the main landing area to indicate landing direction. The tetrahedron was left alone. It is of importance to know wind direction when landing in an area that has specific directions to land. It is nice to know if you have a cross wind or not. Perris made a bone-head move at the POPS loads this past summer. Someone locked down the tetrahedron, pointing to the North. It was left locked even after the POPS loads were done. On the sunset load that day, the winds changed to be from the South. Five jumpers on that load landed downwind in about a 10 mph wind. The first jumper used the tetrahedron and only the tetrahedron to determine wind direction. He landed to the North. The others followed because he was he first down. Some of these jumpers did realize that there was something amiss with the tetrahedron. I asked the first jumper down about this when he came back across the runway. He did not look at the wind socks or check ground speed because he always used the tetrahedron to determine wind direction. That is something the vast majority of jumpers do. Fortunately, no one was hurt. I was watching the landings and it took me a few minutes to realize that the tetrahedron was locked down. The wind socks and wind blades all showed wind from the south. The tetrahedron showed wind from the north. The rest of the jumpers on the sunset load landed to the south. Locking down or holding the tetrahedron is NOT the way to indicate landing direction on big-ways. Use another indicator such as a crepe paper arrow. In the meantime, I ignore the tetrahedron on big-ways at Perris. . . Make It Happen Parachute History DiveMaker