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What makes you think a little incovenience like a broken leg would stop her? She does what she wants! "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Great Article Nick- Thanks. Glad I got there before the "Flatbed 10." BSBD Harry Leicher El Cap 157 "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Ditto! See you @ L.P. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Flying out with the owner of a PT-6 powered Bonanza. Should be getting in Sunday, staying until Friday. Camping @ Camp Scholler with EAA Chapter 7. Still same cell #? Blue Skies! Harry "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

As Fran York @ Fran's Star Ranch once said: "Honey, if you're coming here to do business, I don't care how you get here. Just get here!" "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

When I turned 21, I thought the days of my friends saying I wasn't old enough to play with them were over. Guess not! "10 feet or 10,000 feet, Freefall is a Rush!. Tubes, the skydivers and surfers bar" "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Congtats! In this sport, getting OLD is something of which you can be proud! I year, 2 months, 26 days to go for me. But, who's counting? "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Chuck -- How's the ankle? Bad day for you at "Old Farts!" BSBD Harry "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Check out Southwest Airlines http://southwest.com/travel_center/cos_qa.html "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Just make sure we all stay out of the "Bounce House!" "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

I think it's Joe DeLagarza Where did all that hair go? "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Real simple. It is very common to have different controllers working different altitude airspace. The two planes were probably talking to different controllers. ATC is more accustomed to planes in level flight, or climbs & descents not exceeding 2,000 f.p.m. As was previously mentioned and Otter on descent can easily hit 6,000 fpm. Remember, @ 240 kts, the RJ would be covering 4 miles per minute. At the time the Otter gave its “2 minute to drop” call to its ATC controller, the RJ might have been 8 miles away, on an assigned heading that would not have taken it over the DZ. To the controller handling the Otter, no conflict. The ATC controller handling the RJ would have seen a target in level flight, way above the RJ. Without knowledge of the anticipated rapid descent, again no conflict of a turn over the DZ. Depending on when the RJ was given instructions to turn, with the frequency congestion in busy areas, and ATC’s priority to separate IFR traffic from other IFR traffic, there might have been no opportunity for either controller to call the other on a landline, or to give an advisory to either aircraft. Remember, if we ask ATC to sterilize the airspace over the DZ even if there are no jump planes up, the airlines would be within their rights to ask ATC to sterilize the airspace in the published departure paths, even if no jets were actually on departure. Guess who has more clout. At Perris, there has to be coordination with SoCal Approach as well as March ARB Tracon. They seem really good at it, and as a pilot flying near the area I’ve had both ATC facilities give me advisories of jump activity and anticipated rapid descents. I’ve also heard the controllers tell the jump planes to stop a descent at a certain altitude due to conflicting traffic below. Since this is the second incident in this location reported on this forum alone, I’m wondering if a meeting with the ATC managers might be in order to try to establish procedures to minimize the risks. I know there is often a reluctance to talk to the Feds, but being proactive by offering a reasonable solution to an anticipated problem if often better than dealing with the consequences of taking no action at all. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

If we ask ATC to sterilize the airspace over the DZ even if there are no jump planes up, the airlines would be within their rights to ask ATC to sterilize the airspace in the published departure paths, even if no jets were actually on departure. Guess who has more clout. To expect sterilization of airspace for a Cessna DZ the makes a few flights per day is completely unreasonable. On the other hand, a NOTAM or evenb a TFR may be established for extraordinary events, such as the WFFC. But where do you draw the line? "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Full face helmets really have put a damper on the activity! "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Depending on technology to do a job for which it might not have been intended might actually reduce safety margins, not enhance them. Maybe there are other alternatives that would be more effective. As I understand it, the software in TCAS units is designed to deal with horizontal closures, not rapid vertical closures. The RA’s are either “Climb” or “Dive.” If an Otter Pilot in a rapid descent received a “Dive” command, what should he change? Although TIS might give enhanced information about traffic below a jump plane either on jump run or during descent, what effect on safety would there be if the single pilot of an Otter was concentrating on the small screen of a Garmin 430 while dealing with changing CG as floaters climb out? Some questions regarding this particular incident: 1) Do we know if the Otter pilot was aware of the RJ and was already established on trajectory that would have afforded adequate VFR separation, i.e. in a turn away from the path of the RJ? Perhaps the evasive action was not really necessary, although I am fully familiar with taking action when another plane pops into my line of sight. 2) Do we know if there was any ATC advisory given to the RJ of the jump activity? Some more effective steps might be to: 1) Work with the various ATC facilities to have the controller handling the departures off PHL inform the controller handling the Otter on jump run that a jet was being sent over the DZ. 2) Have the ATIS at PHL include info about the jump activity like at Brown field (SDM) 3) Have the chart for the PHILADELPHIA 7 departure include info about the DZ the same way the PRADO 6 departure from Ontario warns about the Perris and Elsinore DZ’s . Note that JUMPA intersection has been designated at the Elsinore DZ! http://www.naco.faa.gov/d-tpp/0706/00965PRADO.PDF http://www.naco.faa.gov/d-tpp/0706/00320PHILADELPHIA.PDF Before we ask DZ’s to spend hundreds of thousands of $ on equipment that might not only NOT enhance safety but actually detract from safety, shouldn’t alternatives that might be more effective be exhausted? Harry Leicher "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Patty- Nice to revive my thoughts about you. Dean Schumacher was one of our group to make the legal jump off El Cap in 1980. A few years ago I was looking at a pretty young thing at Perris (you weren't around or I would have been looking at you) and her boyfriend comes up. Jay Schumacher, Dean's son He introduces me to her as a friend of his father. Ouch!!! Blue Skies! Harry "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Actually it was "Twelfth Street Rag" by Pee Wee Hunt but they don't have any link to download it so maybe they're just going off some paper record of it. Probably only available on a 78 if there is a recording. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Looks like they didn't have recording equipment when I was born! "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

PART 61—CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS Subpart B—Aircraft Ratings and Pilot Authorizations § 61.75 Private pilot certificate issued on the basis of a foreign pilot license. (a) General. A person who holds a current foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may apply for and be issued a private pilot certificate with the appropriate ratings when the application is based on the foreign pilot license that meets the requirements of this section. (b) Certificate issued. A U.S. private pilot certificate that is issued under this section shall specify the person's foreign license number and country of issuance. A person who holds a current foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued a private pilot certificate based on the foreign pilot license without any further showing of proficiency, provided the applicant: (1) Meets the requirements of this section; (2) Holds a foreign pilot license that— (i) Is not under an order of revocation or suspension by the foreign country that issued the foreign pilot license; and (ii) Does not contain an endorsement stating that the applicant has not met all of the standards of ICAO for that license; (3) Does not currently hold a U.S. pilot certificate; (4) Holds a current medical certificate issued under part 67 of this chapter or a current medical certificate issued by the country that issued the person's foreign pilot license; and (5) Is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft. (c) Aircraft ratings issued. Aircraft ratings listed on a person's foreign pilot license, in addition to any issued after testing under the provisions of this part, may be placed on that person's U.S. pilot certificate. (d) Instrument ratings issued. A person who holds an instrument rating on the foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued an instrument rating on a U.S. private pilot certificate provided: (1) The person's foreign pilot license authorizes instrument privileges; (2) Within 24 months preceding the month in which the person applies for the instrument rating, the person passes the appropriate knowledge test; and (3) The person is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft. (e) Operating privileges and limitations. A person who receives a U.S. private pilot certificate that has been issued under the provisions of this section: (1) May act as a pilot of a civil aircraft of U.S. registry in accordance with the private pilot privileges authorized by this part; (2) Is limited to the privileges placed on the certificate by the Administrator; (3) Is subject to the limitations and restrictions on the person's U.S. certificate and foreign pilot license when exercising the privileges of that U.S. pilot certificate in an aircraft of U.S. registry operating within or outside the United States; and (4) Shall not exercise the privileges of that U.S. private pilot certificate when the person's foreign pilot license has been revoked or suspended. (f) Limitation on licenses used as the basis for a U.S. certificate. Only one foreign pilot license may be used as a basis for issuing a U.S. private pilot certificate. The foreign pilot license and medical certification used as a basis for issuing a U.S. private pilot certificate under this section must be in the English language or accompanied by an English language transcription that has been signed by an official or representative of the foreign aviation authority that issued the foreign pilot license. (g) Limitation placed on a U.S. private pilot certificate. A U.S. private pilot certificate issued under this section is valid only when the holder has the foreign pilot license upon which the issuance of the U.S. private pilot certificate was based in the holder's personal possession or readily accessible in the aircraft. You have to first go to your local FSDO and have them request verification of your foreign license from the issuing countries civil aeronautics department. Once they get the verification, you fillout FAA form 8710, take it to the FSDO, and away you go. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

From the title of the post, I thought it was another thread about getting married. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Actually, NOTAM's are required for all jumps, except military operations on military reservations. § 105.25 Parachute operations in designated airspace. (a) No person may conduct a parachute operation, and no pilot in command of an aircraft may allow a parachute operation to be conducted from that aircraft— (1) Over or within a restricted area or prohibited area unless the controlling agency of the area concerned has authorized that parachute operation; (2) Within or into a Class A, B, C, D airspace area without, or in violation of the requirements of, an air traffic control authorization issued under this section; (3) Except as provided in paragraph (c) and (d) of this section, within or into Class E or G airspace area unless the air traffic control facility having jurisdiction over the airspace at the first intended exit altitude is notified of the parachute operation no earlier than 24 hours before or no later than 1 hour before the parachute operation begins. (b) Each request for a parachute operation authorization or notification required under this section must be submitted to the air traffic control facility having jurisdiction over the airspace at the first intended exit altitude and must include the information prescribed by §105.15(a) of this part. (c) For the purposes of paragraph (a)(3) of this section, air traffic control facilities may accept a written notification from an organization that conducts parachute operations and lists the scheduled series of parachute operations to be conducted over a stated period of time not longer than 12 calendar months. The notification must contain the information prescribed by §105.15(a) of this part, identify the responsible persons associated with that parachute operation, and be submitted at least 15 days, but not more than 30 days, before the parachute operation begins. The FAA may revoke the acceptance of the notification for any failure of the organization conducting the parachute operations to comply with its requirements. (d) Paragraph (a)(3) of this section does not apply to a parachute operation conducted by a member of an Armed Force within a restricted area that extends upward from the surface when that area is under the control of an Armed Force. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Sophomore year at Northwestern. If you really remember everything that went on, you weren't part of the scene! Remember Dow Chemical's motto: "Better Living Through Chemistry?" "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

Old? They were playing oldies @ Elsinore today. Heard 20th Century Fox by the Doors. If the subject of that song was 23 when the song was written , she could be collecting Social Security today. In just over 2 years, I'll be able to get on a POPS load with people who weren't born when I made my first jump! "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

To get a good idea of airline hiring requirements, etc., you might want to join "Air, Inc." http://jet-jobs.com/guestframe.html and survey what's really going on. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."

That really won't help when the issue is someone way above you making a high performance, descending approach. In a few of seconds, someone who was a couple of hundred feet above you in straight flight may become a collision threat. Also, that person may have been in the blind spot above you, impossible for you to see. "Harry, why did you land all the way out there? Nobody else landed out there." "Your statement answered your question."