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Everything posted by DJL

  1. I've had my eye on this for a while and it looks like the industry is about to turn the corner of the magic ratio of energy density (energy to weight). There are already commercial airlines ordering electric aircraft in the short haul market and I have to believe that with the flight cost being 1/10th of an ICE aircraft that it's going to turn heads very quickly. Once an air frame that works with skydiving hits the secondary market there's no doubt that small DZ's will start snapping these up. If big DZ's are getting hit hard NOW with C182 operations sprouting up around them, just wait until they can fly for $20/hr fuel cost. Here are a couple on the current market. The key elements are cost, operating cost, weight and power. Bye Aerospance eFlyer 2 ($350k, $20/hr, XXkg, 90kW peak/70kW continuous) Company is testing a 9-seater Cessna Caravan - powertrain developed for existing airframe ($XXXX, $XX/hr, 50 kg engine, 250 kw) Seimens SP260D engine ($XXXX, $XX/hr, 50 kg engine, 261 kw) Their goal is a 10kw/kg engine
  2. Another order on the books for an electric aircraft. Not a type that benefits us but some help in developing the market and infrastructure. Order for First All-Electric Passenger Airplane Placed by Massachusetts Carrier
  3. DJL

    Ideal body type for skydiving

    Nope, you're fine. Fitness will always get you through a hot day. Fittin-this jumpsuit is always an issue after the holidays.
  4. Sure but there's little point in doing that since what you'll want when you're a student will probably be vastly different than what you want when you have about 50-100 jumps and actually know what's out there. Focus on the important things and save your money for jumping.
  5. I don't like taking it off if I'm doing a regular skydive but it's a pain in the ass and my magnetic keeper on my reserve flap won't hold it down. Any advice? Will slider tabs on the riser do the trick? Sew a collapsing system into it?
  6. Good point. Would like to see the battery pack associated with that. Continuous Power at 750 HP is no joke, we can start dreaming about putting them on Twin Otters.
  7. This is the power plant and drives referenced for the aircraft above. They say they can be retrofitted into Caravans and King Airs. However, this says nothing about the battery portion which is where the real weight is
  8. Seems like it's still leaving the aircraft (Beaver) underpowered considering the current plant is 450hp (336kw): "The first aircraft to be converted will be the DHC-2 de Havilland Beaver, a six-passenger commercial aircraft used across Harbour Air’s route network. Harbour Air and magniX expect to conduct first flight tests of the all-electric aircraft in late 2019. This partnership follows significant milestones for both companies, including the successful testing of magniX’s 350 HP all-electric motor and the addition of a Vancouver to Seattle route in Harbour Air’s destination roster." However, the economics of flight are all about fuel cost and weight so if it costs less then you can fly less weight.
  9. I think part of this issue is that (Talking out of my Ass) that there's a requirement to have enough fuel for a certain quantity of flight beyond the planned flight. In reality, yes you can reclaim some flight time.
  10. Seems like that's a problem worth solving since you can't have an aircraft sitting on the tarmac not making money and rapid charging is bad for batteries. If you can secure cargo adequately for flight I have to imagine that you can do the same for a design built element of the aircraft. Edit: And when you're talking about a comparison to the complexity of fueling, holding fuel and pumping fuel to the engines I have to imagine a purposed build module is quite an improvement.
  11. And you can probably charge while you load since you're eliminating liquid fuel getting carted around. There also shouldn't be an issue with a cool-down period for restarts. It looks like regional people-carriers who use Caravans are very interested in this and can set the pace for how to run ground ops.
  12. DJL

    Tipping your AFF instructors

    No. You're peers and student/teacher. This isn't a tipping situation.
  13. Yup. For shooting vid it's kind of a P-I-T-A trying to reattach while turning loads quick. I'm going to see about sewing some collapsible lines on it.
  14. DJL

    tandem instructor course

    Either pack tandems or shoot video or both, you need to know way more about the gear and operation than 500 jumps gives you. If this is what you want to do then you need to take it seriously.
  15. DJL

    Dropzone Site Launch & Bugs Megathread

    I don't think the text has enough contrast with the background.
  16. I know I'm getting into heresy here but I've always pulled my cutaway then went to my reserve. I've never done the one hand on each handle thing and I've never understood any advantage to it but plenty of disadvantages. But then I've never looked at a handle. I took Pat Works' advice and practiced until I knew where they were. On my fourth malfunction I'm convinced I'd have bounced if I hadn't broken two rules. One, never cut away a total. But I did and when the reserve launched the main released. It wrapped around the reserve but the risers were disconnected to they just sort of wound that way too and were tossed aside. It left some pretty good burns on the reserve but I was ok. The second was looking at the handles. I was going through a grand and head down terminal. If I'd had to tear my eyes off the ground to find my handles I'd have gone in. No two ways about it. As it was while my mind was being overloaded at the sight of treetops flying away from each other my hands pulled my R2s then the reserve. Always cut away a total. Always cut away a pilot-chute in tow. Reserve opening shock is highly likely to dump the main d-bag out and if it's not cut away it will unstow all the lines as it falls away and then tangle with tension and cause a problem. If it's cut away it will fall away with risers and lines together and not reach any line stretch. Even if it entangles it won't have any force and won't affect the inflated reserve. A friend of mine has only just got back in the air after having this exact scenario which had him in a wheelchair for almost a year. He pitched his reserve with a PCIT without chopping and the reserve opening shock dumped his main which inflated and tangled around his foot. The asymmetry of the pull on his body sent his reserve into twists from which there was no recovery possible. It's simple. Execute your EPs exactly as you've learned and practiced and don't try to rethink the decades of accumulated experience and knowledge when you have a mal. Any advice to the contrary is bad advice. Why did your friend have a PC in tow? Also, are you an instructor or involved in student training in a professional manner? I asked because the answer can be relevant to why you would or wouldn't do this. Is the PC deflated, is the bridle misrouted? If it's not a deflated PC that it's most likely that the bridle is wrapped around a flap and in that case it's not going to come out. Beyond allegories we're past the days where a properly deployed PC wouldn't extract a properly packed main. Regardless of what you decide that decision should be made when you're on the ground. I do not cut away because I understand that if a PC can't pull the main off of my back then there is something much more severe going on. Next, in both situations you have the risk of the main deploying or extracting from the tray and entangling with the reserve BUT if it's cut away you can't do anything about that. If you have not cut it away you can still attempt to clear the entanglement until you've decided that the only way to change the configuration is to cut away the main on the logic that something else is better that something that's going to kill you anyway.
  17. DJL

    Tandom baglock

    There's a spotting Ap in which you can input the winds aloft and get it to spit out the probable landing location. That said, knowing where it was chopped more important, you'll need to walk the entire wind line but if there were cross winds it's not likely you will never see the tandem again. Spot Assist is the Ap.
  18. I have the Sigma Manual on my desk, the only scenarios where you first detach the RSL are: Open container (out of sequence) only if you cannot deploy the drogue Drogue Entanglement with videographer or 3rd person Detached Drogue with container open with bag still in container Collapsed Drogue in tow after unsuccessful drogue release The collapsed drogue is adequate for deploying the main normally on either system. The USPA IRM also does not defer to manufacturer's data in a collapsed drogue situation so I assume it's the same for the "other" systems that are used at lease in the US. As far as this situation goes I can't tell if the risers are released, much less the RSL, can't tell if the student drogue release has been activated but I don't see it. It appears as though the instructor drogue release is in place but it's possible that it was stuck in place (hard pull) which wouldn't be out of reason since some sort of serious packing fuckup and failure of a gear check put him in this situation to begin with. If he had attempted to cut away before deploying the reserve then a properly installed and routed instructor drogue release would've gone with the cutaway handle but if it was jammed then he could've chopped with it staying in place. Basically, what I'm getting at is that it's likely he didn't follow procedures for an open container because the only thing that would not allow the drogue to release would be something routed through the drogue release three ring that held it in place. Perhaps that's why the instructor handle was still in place.
  19. Out of curiosity, what section did you pull that from? On a Strong Dual Hawk the procedure would be no different on that rig regardless of whether it was configured with the current closing system. The curved pin was more prone to an open container without the drogue being released. You'd really have to fuck up the pack job in the current configuration for that to happen but it's been done. I think what's being asked about the procedure you posted is at what point in the skydive you're applying it to. Again Strong Dual Hawk and TNT: First the TI has an open main tray with the D-Bag out. The procedure is to activate the main deployment as usual. There will likely be a malfunction that the TI needs to deal with but there's no automatic path to disconnecting the RSL or cutting away the main. For UPT Sigma "Container Open": Deploy drogue immediately If Drogue cannot be deployed Release RSL shackle Pull cutaway handle Ensure Full release of main risers Deploy Reserve
  20. It's a Strong Rig that hadn't been updated in about 20 years. Initially, before the TI went out of sequence on his EPs, the path would have been to deploy main via drogue release and prepare for the likely resulting malfunction. I take the phrase "clearing the drogue" to reference a situation where the drogue or bridle is caught around something and needs to be cleared.
  21. By "Attempt to clear drogue" you meant "activate drogue release" right?
  22. The tandem procedures are very specific to tandem gear and activation altitudes and yes, there are scenarios in which the EP path is to visually verify that the risers are clear. This is not very relevant to the gear you use.
  23. I don't know if it's of consequence other than to indicate how old/out of date the gear is but this rig still had the curved pin and had not been updated.
  24. That's a weird one. I definitely only do minor turns with heavy students. Even with the most careful fitting most of the pressure goes to the crotch.
  25. Extra $$$ and a tip, I'd be cool with that. Esp. considering the dude was in great shape, I bet. I'm just tired of lugging couch potatoes out the door, way over our posted weight, for not a dime more. My back is tired. Yeah, I wouldn't either. I get all the beefcakes since I'm the lightest TI and I have no shame in taking every cent of the fat tax since my Monday morning breakfast comes with a side of Ibuprofen. Just curious, but have any of you been given grief for being anti-fat, or whatever they're calling it this week? Not really, we explain that the pay goes directly to the TI for the additional pain and suffering we endure. Most of the big jumpers are heavy because they're built, not because they're fat so it's rarely embarrassing to them. If we get the feeling that we're going to embarrass someone by putting them on a scale in front of all their friends and charge them extra because they're fat we'll take them with no extra fee.