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deadwood 0
Can you give me the source of those statistics?
I work in flight safety and am always looking for new data.
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I disagree.
Statistically, airplane engines are most likely to fail during major power changes.
The first major power change is when the engine spools up during take-off.
IOW the first time it is asked to provide full power.
The second major power change occurs at 800 or a thousand feet, when the pilot reduces power to maximum continuous.
If an airplane engine survives those two power changes, it will probably survive all the way to jump altitude.
I work in flight safety and am always looking for new data.
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I disagree.
Statistically, airplane engines are most likely to fail during major power changes.
The first major power change is when the engine spools up during take-off.
IOW the first time it is asked to provide full power.
The second major power change occurs at 800 or a thousand feet, when the pilot reduces power to maximum continuous.
If an airplane engine survives those two power changes, it will probably survive all the way to jump altitude.
He who hesitates shall inherit the earth.
Deadwood
Skydive New Mexico Motorcycle Club, Touring Division
Deadwood
Skydive New Mexico Motorcycle Club, Touring Division
riggerrob 643
Sorry, but I cannot quote exact statistics.
This was derived from an old pilot briefing a junior jump pilot.
He used a vast simplification to explain that jump plane engines often fail during the first power reduction, ergo she should wait until she is high enough to glide back to a runway before adjusting power settings.
If you want to examine statistics in detail, you will probably find that the leading cause of jump plane engine failures is running the tanks dry.
This was derived from an old pilot briefing a junior jump pilot.
He used a vast simplification to explain that jump plane engines often fail during the first power reduction, ergo she should wait until she is high enough to glide back to a runway before adjusting power settings.
If you want to examine statistics in detail, you will probably find that the leading cause of jump plane engine failures is running the tanks dry.
deadwood 0
Thats not an engine failure. ;-)
If you want to examine statistics in detail, you will probably find that the leading cause of jump plane engine failures is running the tanks dry.
If you want to examine statistics in detail, you will probably find that the leading cause of jump plane engine failures is running the tanks dry.
He who hesitates shall inherit the earth.
Deadwood
Skydive New Mexico Motorcycle Club, Touring Division
Deadwood
Skydive New Mexico Motorcycle Club, Touring Division
If you want to examine statistics in detail, you will probably find that the leading cause of jump plane engine failures is running the tanks dry.

AdD 1
I used to hook up prior to takeoff until i had to bail out of a 185 with flames coming out of the engine attached to my passenger, now i prefer seatbelts.
Life is ez
On the dz
Every jumper's dream
3 rigs and an airstream
On the dz
Every jumper's dream
3 rigs and an airstream
gjhdiver 0
Lower hooks as soon as we sit down, uppers at 5000 feet.
The lower hooks because we open the door at 1000 feet for cooling the cabin and I want my passenger secured to me, and also because I want to make sure they are connected properly before others sit down against me and obscure my view of them. Currently we use a PAC 750 or King Air A-90.
I don't hook anything up in the Cessna 206 because they are belted in and sitting behind me. We both turn 180 degrees and connect and tighten all four hooks 1500 feet prior to exit altitude.
(A lesson in this happened last year when a TI hooked the right lower hook to the secondary main handle housing instead of the ring it was meant to hook to in a crowded aircraft. Upon drogue throw, it deployed the main.)
I have installed quick release cords on both lower hook releases. If there is a problem that would require a forced landing, I can remove them instantly without even having to look at them.
The lower hooks because we open the door at 1000 feet for cooling the cabin and I want my passenger secured to me, and also because I want to make sure they are connected properly before others sit down against me and obscure my view of them. Currently we use a PAC 750 or King Air A-90.
I don't hook anything up in the Cessna 206 because they are belted in and sitting behind me. We both turn 180 degrees and connect and tighten all four hooks 1500 feet prior to exit altitude.
(A lesson in this happened last year when a TI hooked the right lower hook to the secondary main handle housing instead of the ring it was meant to hook to in a crowded aircraft. Upon drogue throw, it deployed the main.)
I have installed quick release cords on both lower hook releases. If there is a problem that would require a forced landing, I can remove them instantly without even having to look at them.
The lower hooks because we open the door at 1000 feet for cooling the cabin and I want my passenger secured to me,
I'm going to disagree with that practice. My students are belted to the aircraft, using a separate seat belt than my own until I'm at an altitude I'd be comfortable exiting with them on my reserve. That's between 2000 and 2500 ft depending on aircraft and my seating in it.
I have installed quick release cords on both lower hook releases.
I've gone back and forth on using these, a couple of years ago I had a student release the right lower in freefall when they attempted to deploy.
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You're not as good as you think you are. Seriously.
You're not as good as you think you are. Seriously.
I have installed quick release cords on both lower hook releases. If there is a problem that would require a forced landing, I can remove them instantly without even having to look at them.
I know a few guys who used them on the sigma passenger harness, and they bent the quick ejectors enough to make it very difficult to close them all the way and harder to release them. They are quick ejectors to make them easy to release. If yours aren't I might check them out or how tight you are making them.
Johnny
--"This ain't no book club, we're all gonna die!"
Mike Rome
You say that, but I've seen a 182 throw part of a rod through the top of the case around 3,000ft. It was an improperly manufactured main bolt, BUT it still happened.
Then again, the plane I was on lost power around 200ft and we had no option but hope the pilot did well. Obviously he did.
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