jonstark

If you're building up a P take a look into this gross weight increase. It allows for a substantial take-off weight increase by paperwork only. http://www.182stc.com/ jon

Keep an eye out for the blue gas cylinder. It's gotta be blue though. jon

Ellington is right there. [/url]http://skydivect.com/[url] jon

Snakes don't have hips.

[LIKE]

My very first job out of A&P school was in the Grumman American experimental department as a static test rigger. We did some of the same types of tests on landing gear components for several aircraft. We took them to "ultimate" or failure. Well past what was survivable. That was a real cool job. Stayed with the company for 22+ years. jon

I'm thinking she may look a bit more like Arlo Guthrie. jon

Try 'em all then decide. It's not like you're gonna marry the place! jon

There's skydiving at Dona Ana County at Santa Teresa Airport. It's just west of El Paso maybe 15 miles. Some nice folks there. I use it as a fuel stop sometimes flying cross country. Have slept in their rigging loft too. jon

Very nicely done! Congrats. jon

I seem to remember that there was a blade manufacturer who falsified fatigue test data. The blades had to survive so many hours under full running stresses. They failed prematurely but the company just installed new blades and continued on with the testing and claimed their blades lasted the required amount of time and were fine. There has been at least one fatal accident that I am aware of caused by these bogus parts. Could this accident have been due to these bogus parts? Would this change anybody's mind as to the legitimacy of the wrongful death claims? jon

With this statement you indicate your lack of experience to know what is risky behavior and what is not. Until you understand and recognize the inherent risk you should be attentive to guidance from the initiated. jon

Mine stays on my key ring. Just about lost a finger years ago with a different ring. Have never really worn my wedding band for much more than for a few minutes once in a while. jon

At Skydive City there is a bright yellow arrow in the boarding area. It's about 4X10 feet, lays on the ground and is real heavy. Early in the day a consensus is gathered as to the landing direction by asking real loud "WHICH WAY ARE WE LANDING??!!" The arrow is then positioned to point into the wind as a strong suggestion that this is the way to land. It is adjusted throughout the day and is easily seen during boarding as well as in the air. It helps a LOT! jon

Slight correction Jerry... Some day the lucky ones get old.

My first recollection of the use of "pud" in parachuting was when the Racer had a rectangle of Velcro hook on the bottom of the container and a fuzzy "pud" attached to the "pull-out" bridle. They were notorious for floating so, in an attempt to make it more secure, a loop was added to the container for a rubber stow band and a tab was added to the tip of the pud to wrap the band around. This lasted for awhile then the pud was reinforced and tucked into two slots, one at either end, still BOC. How about "Parachute Unpacking Device"? jon

Maybe Sherman will chime in.

Was watching a compilation of swoops gone bad the other night. The look of utter panic on the faces of those who ditched trying to land on the raft was intense. jon

I sure hope you don't intend to swoop any pond that is deeper than you can stand up in unless you have a reliable quick release system for the weight belt. jon

My dog got skunked at about 3AM one night. I spent a couple hours with all kinds of concoctions trying to get him cleaned up only to have the skunk smell deeply impregnate MY hands. Wouldn't you know it I had an early business flight to get on where all the pax sit and sulk in their bad luck for having to get up so early to fly out of town. Nobody was talking and some asshole smelled like a skunk. I sat on my hands for the whole flight wondering whether I should tell my doggie story or not. I had the middle seat and the two guys on either side of me didn't say a word. I moved my sister out of a house she had been hoarding in for many years. When moving a dryer it really seemed much heavier than a dryer should be. On investigation I found it stuffed absolutely full of rice, flour, beans, etc. jon

and mad skillz

I know John that you are capable of making rigs that would work well outside either side of the TSO certification regimen's envelope. One that works well at high speeds and another that works well at low speeds. You must build one rig though for the market at large and, as a manufacturer of sport gear, you have the constraints that we, the consumers, have put you under. We want it clean, good looking, tight, small, on and on. Some of our wish list items impinge on the performance of the system as a whole. The FAA and PIA have striven by the evolution of the TSO standards to make our equipment as safe as possible knowing full well that we will operate it outside it's published limitations. You've placarded it and warned us. You've worked with AAD manufacturers to interface. You've developed new and innovative systems to broaden the performance envelope. No matter what you do you will always be hard pressed to make that perfect piece of equipment. The one that is "fool proof". We, the consumers, must realize that you, the manufacturers, have limitations and we must be willing to compromise our desires to have the safety you do offer. If you tell me I can't have a 65 sq ft reserve that packs up like a pack of cigarettes and won't blow up at 250 MPH sobeit. If I insist on jumping one the onus is on me. There will always be the exception to any rule. The unwitting student who, no fault of his own, will exceed the equipment limitations. These are the tragic losses. They are the real drivers of your evolutionary efforts though aren't they. We applaud your efforts.

In the distant past AADs were referred to as AODs or Automatic Opening Devices. Recognizing the misnomer the industry changed the name to what the device actually does. It merely Activates the reserve deployment sequence. That's all it can do. jon

If you're not nervous on landing you're not awake! Just don't quit flying the a/c until IT'S done flying. I use my Cessna 180 for long cross country and have to land in all kind of conditions after 4+ hours of cruising. Those landings often STINK! I've got 800+ hours in taildraggers and still get nervous as heck. Learn to do Dutch Rolls on final. That wakes up your rudder feet really well. Good luck! jon

These are some serious allegations. Are you saying that manufacturers are falsifying test data and that the PIA is remiss in acting on knowledge of this? It sounds as though you must be aware that a reserve, to be TSO'd, must deploy in a defined amount of time as well as distance in both high and low speeds. The manufacturers have long been struggling to accomplish this most difficult feat yet we the jumpers insist on stretching the envelope and expecting everything to work as advertised. It just ain't so. Admittedly there have been design flaws and/or deficiencies identified over the years that may have passed TSO testing yet have proven to be less than desirable in regular use. That's the reason for Airworthiness Directives and manufacturers' service bulletins. When a piece of equipment is operated outside of the normal or TSO test regime or in a manner inconsistent with it's published limitations do you still believe it should function as tested? How about putting the onus on the users? If a jumper is going to go head down at nearly 200 mph with a reserve that is neither tested nor certified at that speed should a manufacturer be held accountable for a failure of that system? For you to accuse manufacturers of falsification of test data is very bold. I suggest if you have direct knowledge of actual instances you contact the FAA or at least file a "Malfunction or Defect Report", FAA form 8010-4. This document WILL get the attention of the entire industry. I guarantee it. jon