Schoenauer

My two rides took place around 600 tandems when I was still cocky and invincible. The two occasions happened within a hundred jumps of each other and were eye-openers. The first lasted over five seconds until the drogue was out a textbook sidespin with the drogue side down. I fallowed the recovery procedure outlined in the video by Bill Morrissey of Strong Enterprises at the time, “Side Spin Phenomena”. I had practice the recovery several time during a solo jump but was amazed with a student in front how fast it went from good at the door to bad. The second time we rolled to our side after the exit and stalled there not turning with the drogue up, so drogue out. We were on our sides less then five seconds. Both immediately happened on exit we just fell right into it and in hindsight, my exit technique and our body positions were to blame. Memento Mori

I am under the impression that there are three types of canopy collision: Wrap – When only the canopy or part of the canopy is wrapped around the jumper Entanglement – When a jumper or part of the jumper has passed through one or more lines Body to Body—Self explanatory “The SIM seems a little muddled in its instructions about what to do in case of a collision.” My question about this discrepancy is why did the USPA make the change in 5-1 H-3.b to the 10-11 SIM from the previous 09-10 SIM? From the 09-10 USPA SIM: 5-1 H-3.b 3. If a collision is inevitable: a. Protect your face and operation handles. b. Spread your legs to avoid going between lines. What do they what Instructors to teach students? Memento Mori

There was this guy who intentionally cut away a perfectly good canopy at or just above 1000’ which was seen by other jumpers on the load still under canopy as well as the manager who was also the S&TA and head rigger. All that was done was the jumper was grounded and banned from the DZ for a month. The neighboring DZs were notified of the incident and agreed to also keep him on the ground. It is hard to tell if this guy learned anything, but I don’t remember any further problem he gave while skydiving since his grounding. He died on a base jump with in the year of the incident. Memento Mori

No argument or disagreement there because of BSR 2-1 E.8 (NW) makes it very clear but this also apples to the pilot cannot supervise students while simultaneously piloting the aircraft. Most reputable skydiving school establishes a chain of command beginning with the pilot to the jumpmaster/spotter who supervises exit procedures for the fun jumpers. The instructor fallows the command from the pilot and the student fallows the command from their instructor, so, in this case of emergency exit, the responsibility rest on the instructor who makes the decision on whether the student exits or not once the pilot gives the command. Memento Mori

That is correct, but the instructor is still responsible for the student and yes the chain of command remains the same. The pilot is in command of the aircraft but the students take their command from the instructor. What skydiving school teach their students an alternative this? The instructors if they made the decision that the students should not exit then both or least one instructor should have remained aboard with their students. On the grim side of this it would make great headlines would it not? “Airplane crashes killing pilot and skydiving students as instructors parachute to safety”. Memento Mori

I agree. Memento Mori

This incident with all that happened or didn't happen is FUBAR. There is a good side to this in that no one was injured and some people will learn from it. Memento Mori

The USPA is very clear on aircraft chain of command. Fun jumpers take their commands from the pilot, instructors also but the student listens to their instructor not the Pilot. The pilot can not supervise students, SIM Sec. 2-1E.8 “No skydiver will simultaneously perform the duties of a USPA instructional rating holder and pilot-in-command of an aircraft in flight. [NW]” However the pilot can request that the instructors get out of the plane to lighten the load but the instructor’s have the final decision based on their training and experience and their students training. Do I believe that both instructors should have gotten out? No, not both of them at least one should have stayed with the students. I would like to know who was the AFF/IE who gave them their ratings?? Do I believe this incident happened on a twin otter? No, because I have landed in a full otter when it lost one engine's Beta Rings at 1000’, (This Ring is used by the propeller governor to gage the propeller pitch and when the Ring fails the propeller goes into feather, meaning no output). The pilot circled back around and landed without incident with field air density at 2200’. Memento Mori

Incomplete scenario, I hit another canopy on my second spinning 360 and then what happens, where, and at what Alt? Memento Mori

The first thing is communicate with the other jumper while check altitude. Seeing that my main is raped around the other jumper I would yell to the other that I am going to cutting away and do so if I don’t get a quick reply. As for checking for traffic below I may or may not, it depends on the scenario of where and when, details that are not given. Memento Mori

1.what is the seating config for LV 1 w/video in a 182? We don’t do videos for AFF students so main side sits with back against the instrument panel student in front reserve instructor sits behind pilot. When we did videos the video flyer sat back to instrument panel, main side sits in fort of them, student behind pilot, and reserve side sits in rear with as much weight forward as possible. 2.How do you teach COA's & short circles? On exit they should perform a body scan, then COA; altitude, heading, instructors. Instructor signals to perform maneuvers /skill set as per dive flow. After maneuvers COA's until 6000' then short circles; altitude, heading, altitude, heading, ect. At 5000' Wave off and pull. 3. what is the hard deck for Lv1? & Pull priorities? We look at #3 and #4 as being the same thing and that is the hard deck is the decision altitude the minimum altitude for the student to decide either to keep the main parachute or cutaway and pull reserve. The hard deck/decision alt. is 2500’ and the student should be performing the EP if that is their decision by 2000’. Of course if the decision is made at a higher altitude then they should take care of business at that time. The priorities Pull to save your life Pull on time Pull stable 4. What is the decision altitude? See #3 5. Would ever have a LV 1, 2 or 3 student next to an open door with out a grip or restraint? No. On a 182 or 206 the reserve side has a leg grip just before the door opens, the main side is blocking out the student when the door opens. The main side takes leg grip once they are on the step and then signals student to begin climb out. Memento Mori

TI: $35 TI: with HC $65 (includes editing) AFF Main side: $35 AFF Reserve side: $15 Coach: $15 Tandem pack jobs: $10 All AFF rigs and rentals: $6 Memento Mori

My target is 4 working hours with 4 to 6 students so break times are not included, lunch is on their own time. I can see that with the right instructor student match that a 2 hour FJC is vary possible. The information is being delivered at accelerated pace and the information in turn is being assimilated at an equally rate. I have had one student like this, lacking a better word, gifted where skills and the knowledge aspect were easy for them so teaching again was easy. It doesn’t happen vary often but it does and they are out there. Memento Mori

He says it was two hours ground training, so how much exaggeration does this in tale? I find if I am interested in a lecture time seems to fly. Memento Mori

Ditto. Memento Mori