rmarshall234

>But none that I've seen have mentioned the considerations of wind while on final approach to the target. I have been wondering about this. I noticed in the video that at what would have been ~ 3000 ft AGL he goes into a pretty aggressive track for about 5 or 6 seconds. I wonder if he was compensating for some pretty good wind shear or was he simply getting back on target? I suspect the former. And, your point about him needing to be faced into the forecasted wind direction is spot-on. Ha! pun intended. I also wonder why he didn't wear booties. I agree that this was a pretty bad-ass stunt but Maaann....was it risky. His instinctive double roll back towards the center of the net indicates to me that he realized how thin the margin was. Still, kudos to him for having pulled it off. Not sure he would ever want to try it again though. I'm looking forward to hearing the Skydive Radio interview.

>Busted valve! Dang, I thought they'd run a little longer on 3 cylinders, but I guess the chunks were big enough >to stop the engine _________________________________________________ Chunks aside, you take away 25% of the available power and it's time to start looking for an alternate. Especially at 400 ft. Again, kudos to the girl! She'll grow up to be a REAL pilot.

>If anyone has first hand knowledge of the characteristics of accuracy canopies, I would love a PM and move this offline. Good call. If it were me I'd start by asking Mike Owens. He's around here some and goes by the name of Sparky. Or MJOsparky, or something like that. Good luck. It seems like you've thought this through well.

>I'm not a pilot, but I used to judge their actions professionally. That's funny!! Yep, I can feel you guys up there judging. Sometimes, I even hear it too.. >Real pilots, critique away. It looks to me like she did a great job. As for the flaps...landing on a golf course certainly qualifies as a "short field" landing. Flaps in that airplane would provide increased lift and a slower approach speed. The POH would call for full flaps for a short field landing. Having said that, every emergency is different and what matters is the outcome. I think she did great.

>because you could not get out of them fast enough ... Yep, you hit the nail on the head for me... My last cut-away was on a spinetto, on an AFF jump where I was reserve side with this really big guy that had his butt up the whole time. I was so fatigued at pull time I got behind the curve and the canopy spun up before I could stop it. When I chopped, it took two attempts to clear the Velcro on my pud and I literaly said out loud..."save yourself weakling". That, and a burst of adrenaline is all it took. (Probably more a story about complacency than line twist but what-the-hell.)

Thanks. I noticed that as well when I searched for my seal and it wasn't there either.

I would say you have 3 Certificates. And, you are type rated for both Seat and Back on you Senior Rigger Certificate. Thank you for posting the database!

Yep. Unfortunately.

Here is some of the verbiage from the Final Rule when the FAA changed the repack cycle to 180 days (Amendments Nos 91-305 and 105-13) which may be helpful. We received numerous comments regarding the proposed change to the repack interval. Some commenters suggested that in lieu of 180 days, the FAA should adopt a 6-month repack interval, and others suggested that the interval should be 6 calendar months. We viewed these comments as favorable since the commenters did not express opposition to the rule. The commenters merely stated their suggestions without providing a rationale for them. The FAA, however, considers there to be a difference between 180 days, six months, and six calendar months. The 180 days is a fixed period, whereas a 6-month period could vary depending on the number of days in the 6 months. We will retain the 180-day repacking interval as proposed. ------------------------------------------------------------------- It looks like PIA already had a chance to weigh-in on this one. And regarding the 180 day count... Within 180 days before the date of its use, if its canopy, shroud, and harness are composed exclusively of nylon, rayon, or similar synthetic fiber or material that is substantially resistant to damage from mold, mildew, and other fungi, and other rotting agents propagated in a moist environment; or ------------------------------------------------------------------- I interpret this final comment as... 180 days, plus one. Anybody else agree or disagree?

I certainly understand the reasoning here but the PDC is an official document and the FAA wants us to list the Work Performed, not what one didn't do. The equivalent would be me doing a tire replacement on an aircraft and listing in the log book that I didn't replace the tube. An unnecessary and undesired log entry.

>decided to home the AT ... Being a westerner I've never been on the Appalachian Trail but my sister has a bakery in Roan Mountain TN and she says people call her from the AT and ask to have a pizza delivered when they come through!

That's great! When I did a lot of backpacking the magic number for me was 40. If I could keep my pack under 40 lbs it made all the difference in the world. By the time you are into that 3rd day and you've transitioned into a machine,

>But I was hoping someone here would have an elegant solution. I use the dremel too and it works great with practically zero physical effort. Yes, you have to be careful not to build up too much heat but I've never had a problem: Two pizza cut slices into the rolled edges of the grommet then clamp the flap to your work bench without damaging it. (I use woodworkers clamps) Take a 3/8 cold chisel and a small hammer and "lift" the rolled edge where you made your pizza cuts. You can almost use your fingers to finish the job at that point.

The short and correct answer is: you date it the day you inspect and certify it as being airworthy.

>I've heard several people say that. Remember the guy at Elsinore that flew his canopy into the open shipping container and the parachute slammed the doors shut? And, when you opened the doors to see if he was still alive he said....."that's the stupidest thing I've ever done in my life!" That was classic!!

>And they have pulled the requirement for tube stoes for the diaper locking stows. Do you know why? I'm curious.

I was a controller for 29+ years. I can tell you now, that pilots, under threat of federal penalties, listen much better than skydiving students. . . Agreed! As a pilot I've always said....I'm not concerned about crashing, or getting lost, or mechanical failure...what I'm really afraid of is violating controlled airspace. Because if I do, it's guys like you that have to say those dreaded words: "are you ready to copy this phone number?". Argh! Btw, in almost all cases, Air Traffic Controllers are awesome! I love the service you guys provide and your skill and professionalism. It is no wonder the American aviation system is the envy of the world.

As Peek says, none. As for desired skills, try to find someone with good radio communication experience. I pilot would be good or better yet, an Air Traffic Controller. At Brown Field in the 90s we had Terry Natschke talk down all our students. He had experience at both and was phenomenal. He could handle 4 or 5 students in the air at once and provide clear and concise instructions to all. Hell, he could even adapt to the occasional Japanese student. Ex: "not yet, not yet, frair, frair, flair".

Learn how to do a proper PLF and keep it in your back pocket for when you really *need it. Find the grey haired guy or girl on your dz that has been jumping since round parachutes were the norm, and ask them to teach you. I'm sure they'd be happy to pass on their knowledge.

>Sure wish I could have met George before he passed away. George Morar was a little gruff until you got to know him but a hell-of-a good guy! He would let me jump the shit out of his personal gear - a Racer with a Pegasus - and never asked for a dime. Besides Pope, jumping at Yolo in the early 80s was the most fun I've had skydiving. It was a sad day when I heard he went in.

>From the early 80's at Yolo Dropzone in Davis, CA. Spark plug clean/rotate time for N4980V. That's the airplane I almost died in. ( post #24 from "Your single most dangerous jump" thread) I wonder if it's still flying, I think I'll do an N number search. (Registration is expired now. Most recently registered to Bush Air in Delaware. Hopefully sitting on the ramp or in somebody's hangar somewhere.)

>This is what is used to look like at Perris. That's an awesome, and historic photo!

Good to hear from you buddy!

>he sewed it on my bridle THROUGH my kill line. You should mention to your rigger that Patrick de Gayardon killed himself with a sewing error similar to this. He should also compensate you for your time.

>I got to fly with one of Mike's friends in his aerobatic plane. It was amazing. And that friend was my buddy and fellow skydiver Charlie Greer in his Extra 300. Funny story....after a very long day of giving rides Charlie went into the reception area to get something to eat, only to find out that all the food was now gone. ;-) When you're an amazing guy like Mike Mangold you have amazing friends too. Nice job everyone with the send-off and nothing but Blue Skies henceforth for Mike Mangold.