dudeman17

I agree with all of that. I didn't mean to imply that they could just pull a rating for no good reason, I was just saying that they don't need the FAA's permission. But again, I agree with what you're saying here. Although it seems that... might be exactly what they're doing. I'd like to know why, and it bothers me too.

Yes, I read the original posts. The part that caught my attention was... So, like I said, it seems that they just had it in for this TI and were determined to suspend their rating, regardless. I'd be curious to know why, but unless swoopfly knows and cares to share it with us, I doubt that we will know. But everybody seemed to be fixated on the idea that USPA has no authority over the medical. My response was not aimed at the original situation, which I suspect really has nothing to do with the medical. My response was based on an objective hypothetical under a hopefully fair system. And with that in mind, I stand by my assertion that USPA's lack of authority over the medical is superseded by their absolute authority over the rating. But perhaps my hypothetical was optimistic. Because, unfortunately,... ... would seem to be true.

As far as the original post and the TI involved, I have stated that I wish we knew more about it. Like was said, apparently USPA came up with one reason, then changed to another in order to suspend his rating. It sounds like someone had it in for the TI, and they just came up with a reason to suspend him. Whether or not that is valid, we don't know. And I keep using the word 'suspend' about the rating, because I would hope that there would be a review process, and that if the reason for the suspension was in fact invalid, then the rating would be reinstated. It sounds like the FAA did review the matter, but USPA has not reinstated the rating. So who knows? My arguments in this matter have been aimed at a more general circumstance, and not at the original situation. So in that respect, my point has been that... ...DOES NOT MATTER. What matters is that USPA has sole authority over, and responsibility for, the ratings it issues. If it has reason to believe that a TI no longer qualifies for the rating, for whatever reason, including that they think the TI has violated the terms of a medical that USPA does not issue and can not revoke, they have to respond. Consider the following... The FAA is a huge organization that oversees all of aviation. I think they'd rather not be bothered with petty skydiver stuff any more than they have to. If a TI, especially a non-pilot TI, were to do something that would invalidate their medical, how long do you think it would take for the FAA to find out about it, if ever, and respond. But skydiving is a smaller, more connected community. It is far more likely that someone would report such a TI to USPA. So what are they supposed to do? Bother the FAA about it, and wait for them to investigate, before taking action on the rating? In the meantime, what if there is an incident with said TI? What do you think a liability lawyer is going to do with that? So I would think that USPA would have to suspend the rating, at least temporarily, until the matter could be investigated and resolved.

Is there any evidence to suggest that? All I've heard about it is that the BRS was set up to be deployed by a cypres, which is not remote-controllable.

No, you're right. My point was correct the first time.

If you read the words before and after the one you took offense to, you might see that I was not calling you stupid. In fact, I was trying to give you credit for NOT being stupid. I was pointing out that your argument was, and is, willfully myopic. And that right there is the myopia. What I am trying to point out is that whether or not the FAA officially revokes the medical is irrelevant. USPA knows what the medical requires, and they know the circumstances that would likely invalidate it. They don't need to defer to the FAA, or even bother them with procedural details in order to exercise control over the ratings they issue. What was that about being purposefully myopic in order to be argumentative? I believe my comment was an accurate, if simplistic, representation of the argument you seem to be making. ------- I don't know what else to tell you. If you want to continue to argue that USPA does not have the sole authority over the ratings it issues, have at it. Although... ...you seem to be coming around.

You can not possibly be an MD and be this stupid. No, you are being purposefully myopic in order to be argumentative. Oh well, such is the nature of the internet. The FAA has nothing whatsoever to do with skydiving instructor ratings. The only reason they ever addressed TI ratings is because for years tandems operated under a waiver from the FAA reg that said each jumper had to have their own single harness dual parachute system. And all they said about it was that they wanted the TI to meet USPA and manufacturer requirements. It was USPA and the manufacturers that made the requirement for the TI to hold an FAA medical. So while, as an isolated issue, USPA has no jurisdiction over the FAA medical, they DO have jurisdiction over ensuring that the TI maintains qualification and eligibility to hold the TI rating, including maintaining a valid medical. If they receive information that a TI is NOT maintaining eligibility to hold the rating, including maintaining a valid medical, then it IS their jurisdiction to respond. And while it is solely the FAA's jurisdiction to officially revoke a medical, the circumstances that would invalidate it are not classified secrets. So whether or not the FAA actually revokes the medical is irrelevant. USPA can suspend the TI rating if they have reason to believe the qualifications for it are not being met. So by your logic, on Saturday night a TI can blow bong smoke in the S&TA's face. Then on Sunday morning, if the S&TA has a problem with the TI gearing up a tandem student, all the TI has to do is show the S&TA his medical, say 'piss off', and go on his merry way. Sure.

What's not to understand? USPA says a TI has to have a valid medical. There are behaviors/conditions that would invalidate the medical. If USPA becomes aware of such, they are obligated to look into it. While they do not have the authority to revoke the medical, they do have the authority to suspend the rating.

I too will defer to you as far as the handling of medical information goes. But like pc said, USPA has to be able to do something about information they get. You yourself said... So if USPA becomes aware of something like that, they have to be able to act on it. And I'm not here to defend USPA. They certainly have their problems. Mullins and Aikins come to mind. I've spent most of my jumping career trying to ignore them as much as I can. But I'd like to know more about the original situation that was mentioned. At first they said 'he's threatening the students', then they say he's violating his medical. Sounds like someone has it in for this TI. I also wish you well with your health issue.

Well, I can see your point, but it may not be accurate because... As I understand it, the FAA does not independently require a TI to have a medical. It's USPA and the manufacturers who made that requirement. The FAA just wants the TI to meet the USPA/manufacturer requirements. So if USPA is who made the requirement, then they do have an interest in seeing that it is met.

Interesting. Hopefully you'll post links when your articles come out. I'd look forward to reading them.

Curious what percentage of PEP's these days use squares, and if there is any suggestion/requirement that the pilot has jump experience?

I love that word, that concept. I wish more people paid greater attention to it. But in no way does it lessen the need to... Good job making use of your 'down' time.

That raises an interesting question. NOTAM's are filed through the FAA. So if the FAA had denied his waiver request, and he tried to file a NOTAM for it anyway, what would the FAA have done?

Some video about this I saw on youtube had comments from a number of pilots, including a flight school, who regularly fly / were flying that day in the area and knew nothing about it. So apparently Luke didn't clear his airspace very well.

It worked for John Wayne! https://www.youtube.com/watch?v=17z9A6Np2nA There are some related, more serious videos linked from that one.

Sometimes on the close up video the lens can distort things a bit, so your instructors can work with you on the specifics of your body position. (Do you know about 'heel clicks' or 'toe taps' to get your legs even?) One thing I would suggest is a bit less arms, that is, your hands might want to be more even with your head as opposed to out in front of you. But I'll give you something more general to think about. The release dive is kind of a crux point in your progression. Freefall stability and control is kind of like a kid learning to ride a bicycle in that there is a subtle balance point to it. At first the kid has training wheels, then someone is holding the back of the seat and letting go, the kid is wobbly, then something 'clicks' and the kid's got it. Next thing you know, he's jumping curbs, doing wheelies and what not. Freefall control is similar. On the release dives, the student often tries to get the ideal body position, hold it rigid, and hope for the best. But then any asymmetricity will cause a turn, and the more rigid you hold it the worse it gets. So you want to be more relaxed, more fluid. Freefall is a fluid environment. It's more a boat on the water than a car on the street. And holding a heading can be less a matter of getting the body position perfect, and more of exerting subtle turn control in order to stay put. On your last dive, you can see that you have a pretty significant left turn happening. Every time your instructor lets go, you start to go left, and he re-docks or blocks you to stop it. That's kind of a tight spot for him, because the hope is that you notice it and correct, but he stops you pretty quickly, because if he doesn't you're going to spin and that certainly would not help you to relax. So on your release, you want to notice if you're starting to go anywhere, then take corrective action by doing a counter turn. But it's subtle. Looking at your level 2 dive, it looks like you got robbed a bit. When it's time for your turns, you can see the instructor shake you to prompt you, but then he kind of takes over. You can see him pushing down and pulling up on your arm to effect the turns. I'm willing to bet that he also put some legs into it to effect the turns himself. You can see the other instructor putting some leg control into the second turn. That's also kind of a tight spot for the instructors, because you trying to do your first turns, it takes more effort with the instructors hanging on than it would by yourself. So while they don't want to impede you, they shouldn't feed you either. So it doesn't look like you really got a positive feel for your own turns on that dive. I can't tell your instructors what to do, but if I had you on your next jump, what I would do is - It looks like you're otherwise comfortable and relaxed, and efficient with your exit and PRCT. I would have you do your exit, a quick touch, then a turn each way (starting with right) to feel the control, then go for the release. Again, they're going to do what they will, and they should, but that would be my take. Another thing that helps with heading control is to make sure you're looking at it. If you're 'in your head' thinking about things, it's easy to meander around. But if you pick a spot on the horizon and look at your heading, it can help you hold it. So that's about a nickel's worth, adjusted for inflation. Take it or leave it, or douse it with salt. In any event, good luck with your next jump, be relaxed and have fun!

According to a post elsewhere, USPA just gave Trevor Jacob a tandem rating.

Disclaimer: Anything I (or anyone else) have to say on here is just the ramblings of someone on the internet. Your primary source for instruction and training is your live, in person instructors when you go to your dz. That being said, I can offer some feedback from watching your videos. I'll leave it up to you whether you care to hear it.

So what was their verdict on that level 3?

Ten bucks says Andy gets in the seat first.

ummm... Just my guess.

Is this the first time the GK has done a demo at that stadium? If they've done this before/do it at all regularly, you'd think someone at the WH would be familiar with it. If it was the first time, you'd think the Army would make sure the WH was notified.

To be sure, your immediate concern is to get through your levels one by one. But since you like to over think things, what I was doing with my post was trying to convey a train of thought. Those aren't things you necessarily need to know before your next jump, but it illustrates a way of learning. You mentioned the hop n pop. The hop n pop is relevant to emergency exits. So I was fleshing out what else is relevant to emergency exits. If you look at things that way, you can learn not just 'what' they're teaching you, but why it's important. That way, you don't just do a hnp because that's what they told you to do, you prepare yourself for the possibility of an emergency exit. If you do that with all of the TLO's, and the environment in general, you become a well informed, prepared skydiver. A bit more about the hnp and emergency exits and survival in general. Like I've said, the point of the hnp is not to make a safe jump from 5k, it's to prepare yourself for an emergency exit. By most DZ protocols, you might be asked to do one anywhere over 1500ft. So while it is important on your actual hnp to 'take your time and get stable', it's not really about 'calculating freefall time', it's about being able to get the f out and get the f open when it's absolutely necessary. Taking 1000ft to do it might work on your official practice jump, but it might not be practical some day irl. So it's worth training yourself on. And some of your learning doesn't necessarily take dedicated study so much as targeted observation. For example, learning alternate landing areas. You don't need your pilot to draw you a map of his routes which you then study on Google Earth, just gaze out the window on your ride up and ask yourself 'if I needed to exit now, where would I land?' And to be sure, protocols are in place for a reason, and the Pilot in Command is in charge, so do what he says. And you need to be cognizant of things like weight and balance, and calm order vs panicked chaos. But there may come a moment in time when your immediate survival may require a decision. Here's a story from dinosaur days, long before seat belts were a thing. There was a DC-3 on takeoff roll. They were getting up to pretty good speed, but were still on the runway when things started to get out of control and it was apparent they were going to crash before they even took off. One guy in the back decided to dive out the door and pull his round reserve. He knew he was going to hit the runway, but he figured his canopy would stop him quickly, which it did. He went out the door thinking he was going to be the only survivor. Well the plane did groundloop and cartwheel and whatever, and pretty much everybody was injured to varying extents, by the grace of God no one died. But this guy went out the door figuring he'd be the only survivor, and survive he did. He was satisfied.

Which is exactly why they have you do it. Back in the day when everyone learned by a static line program, we started out at lower altitudes and worked our way up as we progressed to longer freefall delays. Now with AFF, all your jumps are from top floor. There were incidents where people balked at emergency exits because 'it was too low'. So the hop n pop is designed to show you that you don't need 10k to safely exit the airplane. Thinking is a good thing in your training and preparation. You just need to know where to focus it. You can practice for your hop n pop. When you graduate from AFF to your solos, commit some of your exits to doing a stable exit and quick practice touch. Then you'll be ready for it. Think through the scenarios that may require an emergency exit and how you'll want to deal with that. Know the altitude differences between when you'd go for main or reserve, and why that is. Train yourself to have a good visual sense of altitude. Study the routes your pilots take on the way to altitude, and determine your alternate landing areas for anywhere you may happen to be. Be knowledgable and prepared for anything and everything, before it actually happens. As you study these things, consult with your instructors, S&TA's, and experienced people you respect and trust. Safety's a skill. Survival's an art. Outwit the reaper.