PWScottIV

So last weekend I did my first Hop'n'Pop at 3.5k for my A-license requirements... On the way to altitude I was trying to see where we were, but sometime before my jump run I lost track. Light turned green, so I opened the door and stuck my head out, but couldn't see anything recognizable. I looked back in to the person behind me, and asked if he knew where we were, but I only got a shrug. I looked out momentarily again and the pilot (also DZO) was yelling at me to get out. So, reluctantly, I did. I totally understand the time/money constraints of having to go around again, but do you think I should have stayed in, or do you think I should have gone like I did? When I've talked to the DZO about spotting before, he's said when the light turns green, then jump. But that goes against everything I've been told and read. The DZO uses a GPS to assist his spot, and he does take feedback AFTER the jump. Should I second guess him if I'm the only person visually spotting? If yes, do you think it's ok for me to try to estimate the drift based on winds-aloft forecasts and hold at the door occasionally (if I feel it's needed) to move further upwind? I just don't have a good feeling for what's acceptable and what's not. I don't want to piss off the DZO, but I also don't want to put myself or others into a potentially hazardous situation, especially considering that he doesn't visually see the spot. See my next post for more detail and a satellite view markup. Gravity Waits for No One.

Yep, I've definitely become a junkie too... I think about it all fricken day long. So, have you started yet Ben? Gravity Waits for No One.

I think I might actually know what's wrong. There should be a pressure switch that makes sure the fan is operating properly. The rubber diaphram in the switch or the hose connecting the switch it to the duct could be leaking. The best way to make sure that's the problem is to short-circuit the pressure switch wire right after the fan and the burner starts. You cannot bypass it before then because the system might sense there is something wrong. Let me know if that works. Gravity Waits for No One.

I own a dynofor load cell, a german company (i stole it) it measures the force of whatever we put it on. so yeah, we actively measure. but for a long while we estimated. 'trial and error' mostly trial. only 1 error. Where do you place it and what sort of loads does it see? What safety factor are you using? Gravity Waits for No One.

So far I've jumped a 206, a 208, a King Air, and a PAC 750. My favorite was the PAC, but I'd really like to jump some rear exit planes... Gravity Waits for No One.

Hey, do you actively measure any of the loads being placed on the lines/anchors? Or do you just estimate? Gravity Waits for No One.

Well, using the 3:1 rule, you're way behind the curve... Gravity Waits for No One.

http://www.stupidsigns.com/Default.asp?CP=ARC&ID=234 Gravity Waits for No One.

What is the purpose of such a list? The purpose is to accidentally leave it laying around/visible for your now Significant Other to find and start a hellacious fight over... Atleast, that's what happened with the one I made a few years back... Heh, that's what I was thinking... Probably not the best idea to be posting stuff like that in a public forum... lol Gravity Waits for No One.

Not quite, white phosphorus is a completely different type of grenade and there is no way you could even remotely confuse it as a smoke as it immediately begins to burn through what ever it is touching. White smoke is labeled as "HC" and is indeed a heavy concentrate of just that, white smoke. Just some clarification. The colored smoke: yellow, green, red and violet are M18's. White comes in 2 varieties. M83-TA and M8-HC (not Heavy Concentrate but rather HexaChloroethane) witch is toxic. HC is easily distinguishable from TA by weight alone, its heavier and burns longer and thicker hence the nick name "Heavy Concentrate". HC will also burn whatever it is thrown on because it shoots a good amount of flame out the bottom like a blow torch. Oh and the white phosphorus one your talking about is an all Red canister labeled "Incendiary". If you come across one don't tie it to your foot unless you want to die. Actually, you might get lucky enough to have a fully cauterized stump remaining when your leg gets vaporized. You should get one that says "HE" on it, that would do a much better job of killing you... Gravity Waits for No One.

Separation between groups has been hashed out here about a million times. The 45 degree rule doesn't work. Don't use it. Time is what matters. See Article 15 Waiting Between Groups at http://theblueskyranch.com/STA.php. I'd also suggest you select an instructor you trust and ask for help understanding the math behind selecting an exit point. It's a great ground instruction segment that fits well with a bad weather day. The best way for you to learn is to ask questions and actively seek out information. There are also a few great books available to help you. The Skydivers Handbook is one, and there are others too. That topic has also been discussed many times here. . Thanks for the info. Gravity Waits for No One.

You have a point. Introducing concepts like looking for traffic just before exit isn't such a great idea. However, spotting and checking for traffic is part of the AFF program, and must be covered before a student is approved to self supervise. If a student is approved for solo jumps, then he needs to understand how to spot, and how to clear the airspace. Typically, that is covered first with ground instruction, and then in-flight assistance with spotting before jump number 7. The USPA Integrated Student Program includes it in category "D." Keep in mind that FAR 105.5 places the burden of clearing the airspace on the pilot and jumper, and makes no distinction between a student or instructor. If you are getting out of the airplane, then traffic avoidance is your responsibility. You must understand this regulation and accept the responsibility before you can be cleared for self supervision. . I guess I wasn't specific enough in my reply. I totally agree with instructing spotting (including checking to make sure the airspace is clear while at the door), however, trying to get an AFF/AFP student to do that DURING freefall is ridiculous, IMO. At least for myself, I had tunnel vision (or at least a high level of focus) to such a degree that I didn't even see other groups on the jump run (opening or in freefall) until my last AFF jump and then only while I was under canopy. Many times I wasn't even aware of what my instructors were doing. I was able to focus on doing what I needed to do in my dive flow and my COA because I had practiced before my jumps, but if someone told me I had to look out for airplanes while in freefall... I assume I either would have let it go in one ear and out the other, or I would have had a much more difficult time focusing on the important stuff... With that said, I feel that basic spotting skills wouldn't be a bad idea to teach earlier than I was taught them... Even if it's just a VERY brief and basic discussion on the gound and then a quick look down before exiting. I didn't get any spotting instruction at all until AFF 5 (and that was only a glance down). I still havn't recieved any instruction on calculating the spot based on wind forcasts. I have only recieved basic instruction on clearing the airspace, mostly for group separation. Another somewhat disturbing experience I've had is that I've talked to three different AFFI's and I've recieved diffrent recommendations from all of them. One said it has to do more with time, one said 1000' visual horizontal separation, and another said about 45 degrees. The scary thing is, that I'm self-supervising and I really don't feel I've got a good feeling for which technique I should use... Any tips? Gravity Waits for No One.

omfg rofl Gravity Waits for No One.

I'm in! Gravity Waits for No One.

Having recently finished AFF, I think you'd be wasting your breath, at a minimum, with most students. I assume, in some cases, students could forget the things that are most important (COA, Pull Priorites, etc), especially if they are fed things like that when they'll be leaving the plane soon. Wouldn't coached jumps be better for information like that? Gravity Waits for No One.

Hey Ben, I just finished my AFF program over at Skydive Santa Barbara (Lompoc, CA). I started at Bay Area Skydiving (Byron, CA), so that's why I did AFF instead of the AFP program they typically use at Lompoc. When do you plan to start your AFP? Although, I haven't done any tunnel work myself, I assume any "freefall" (tunnel included) time will increase your ability to control yourself in the sky. However, if you're short on cash already, and your goal is to skydive, maybe it would be best to just start AFP and see how you do... If you have some serious stability problems, then you might wanna do tunnel time. Again, I'm just a beginner, so I might be totally off here. Gravity Waits for No One.

When I was looking for a DZ for my GF and I to do AFF I shopped around quite a bit... After caling all of the DZs from Monterey to Santa Rosa and speaking to a few active skydivers I decided on Byron. I live in Folsom (Between Lake Tahoe and SF), so there's definitely closer and cheaper (Lodi) DZs than Byron... During my search I was able ascertain that it was very safe (most important IMO), friendly, and professional. I have also found that to be true in my experience (although somewhat limited by only 3 visits so far). Gravity Waits for No One.