theplummeter

I started out trying to replace cigarettes with a Blu, which didn't work for me at all. About a month ago I picked this up and haven't touched a cigarette since. I am tapering down the nicotine concentration and using it less and less frequently, hoping to be nicotine free soon. http://www.madvapes.com/aro-winder-kit.html

Our dropzone has the STC and runs mogas in a 1957 Cessna 182 with an O-470 (standard, non Pponk). We just shut down early for the season as somehow unadvertised Ethanol made it into the 91 octane mogas we purchase and destroyed all of the seals in the carb. Prior to that we have run it for two years saving a ton of money. We always top off at the end of the day with 100LL to preserve the fuel, keep the valve train leaded, and show the airport some fuel money love.

I think he's talking about the big Sigma banner ad atop the paratec tandem page.

http://www.wrh.noaa.gov/zoa/mwmap3.php?map=usa Here's a map of the US that you can mouse over and get observations and forecasts.

I went from a Safire2 to a same sized Stiletto for about 100 jumps. Two cutaways and an opening so bad it put me in the ER. I'm on a Fusion now (same size again) and am much happier and having better luck getting performance out with canopy coaching. Also, no cutaways or chest tubes. The Stiletto serves its purpose (toggle whipping) but it's not the best canopy to really learn to fly. It glides well, is fun to fly, and has a ton of flare but you pay for it with the openings and ultra high front riser pressure/short recovery arc. The Nitron/Nitro is similar in responsiveness but with a longer recovery arc, similar flare, and much better openings. I've never jumped a Crossfire2 but I can't find anyone who doesn't think it's awesome.

According to the comments, this was his last flight: http://www.youtube.com/watch?v=IiEfX3PDzTc Think I'll take a pass on that ride-along. Some of my current and his former coworkers believe that his death was suicide by helicopter. He had a ton of stuff from his personal life piling up and was doing a demo that he had done multiple times. Just prior to the last flight he had made a bunch of comments to that effect, but everyone blew them off as jokes.

No, I frequently fly and land my canopy using only risers.

Sack up and wear the full suit. It's not just great for skydiving, you could also go to the outlet mall by Loveland and give mallwalkers "occular patdowns".

Go flight school! It's nice to see that jumpers aren't the only folks trying to deal directly with this.

I'll be honest, when I clicked on the link I was expecting something a little more...ahem...Fred Garvin.

Is there either an exemption for excise/VAT taxes or carbon credits if a portion of a flight involves humanitarian aid?

My first cutaway was painful. It was a spinning malfunction and the turn was so nasty that the riser dragged through my open face and gave me an egg shaped raised bruise on my cheek and a black eye. I also lost a contact. Beautiful opening and landing though. On heading and soft, but I suppose being not at terminal helped soften things.

That was me editing Chris post to point out the problems. I should have been better about editing.

The older model King Airs (As, Bs) use gauges for the nacelles that are scaled in quarter increments. E, 1/4, 1/2, 3/4 and FULL. 2 gauges per side, one for nacelle and one for wing. The fuel quantity sending units are resistance based, float operated units that can and do go out of calibration easily. Now if this were a C model it would have one gauge for each side with a switch to select either the nacelle quantity or total quantity for the side. (Wing and nacelle together). If the switch were set to total the pilot could have mistaken it for nacelle quantity thought he he enough in the nacelles when a fair quantity was actually in the wings. Without transferring it the nacelles would have been run dry. And you can see quite easily into the nacelle tank of a King Air thru the filler. You would need a flashlight, but you can see the Boost Pump at the bottom when the tank is full. The one thing with a King Air is that there is only one fuel pick up in the nacelle tank, and that is the Boost Pump which is centered in the middle of the tank (just forward of the gear well). If the decent is steep enough and the fuel level low enough the fuel will slosh forward making the pump then cavitate. I want you to read the following from the FM: "a capacitance fuel gaging system on each side which provides separate quantity readings for each main and auxiliary fuel system;" The wing top filler inlets drain to underneath tanks...YOU CAN"T SEE SHIT looking in them. The "nacelle" tanks don't have fillers....some types have Aux tanks with fillers, you can't see shit into them either....Even in the older pre 100/200 models, fuel transfer is mostly automatic.... Their are no "fuel pump" indicator lights, there are "fuel pressure" idiot lights. I really don't know what the fuck you are speaking about, my PT 6's say you should just go back to playing with your joy stick and leave the flying to real people... My point about skydivers being sheep and thinking that every dummy pilot is the "best" still stands.... You have every right to ask how much recent tail wheel time your pilot has, and if they have none then I would certainly think twice before getting into one of the hawker products with the worst safety record of any twin short of the original 310. Compared to what? Get the actual insurance (Conklin and DeDecker Associates) safety statistics and I think you'll find that the King Airs have the second best safety record. Just off the top of my head, MU2s, Commanders, Cheyennes, and Conquests all have much higher injury/fatality rates. When you factor in that King Airs are more likely to be used for skydiving and EMS I would say it speaks volumes about how easy the aircraft are to operate. Those two operations utilize the lowest time pilots and fly in the worst weather and locations respectively. And by the way you fucking idiot the boost pumps are shaft driven...that's off the engine shaft in case your version of "Flight Stimulator" didn't tell you that.... In some installations that is true, but in others all four pumps downstream of the engine driven high pressure pump are electrically driven, usually dual fed and or on the fuel panel "hot battery bus" items. C There is an aux electric pump that is under the pilots control, It was not mentioned if the pilot turned it on or not as he / she ran out???? The aux fuel pump is not normally used BTW. Again, in some King Airs turning on the boost pumps immediately after start is a checklist item as all the pumps are electric. I flew a C90 with that configuration. To run out of fuel in any King Air is like holding up a sign, no perhaps a billboard that you are quite possibly one of the stupidest people on the planet....never mind the fact that you just also admitted that you took to the air without following the manufacturers advice and regulations. Nevermind busting the FAR's. And this is even before you start the thing spinnin... most all min take off fuel requirments leave yo with about 30 min of fuel, good to the last drop...Even if you fuck the regs...and common sense. Again, the takeoff fuel requirements vary from aircraft to aircraft. Some King Airs have a yellow band at the bottom of the fuel indicators that goes from empty to 265 pounds, and a placard (along with a published limitation) that makes takeoff with less than that contrary to the AFM. If you're climbing to any altitude that's at least 45 minutes of fuel in every 90 and 100 model I have ever flown, especially with a quick climb and descent at idle. Now if your talking about the C90 everything, well mostly nothing above is true, the C90 has nacelle filler and top wing tank fillers, electric pumps, and all the other stuff you mention. Most all float gauges per the insurance company's and 135/121 have been modified... So what's your point??? Even all of the older models came with more reliable gauges. If I remember correctly the floats read in lbs or gallons, while the electronic ones have always read in lbs. And that is "Total" fuel BTW. So how do you stick any one of the ten tanks which have always been standard in King Airs???? And while I'm at it the gauges read to what the selector switch is set to and ya there are two of them: one for the left and one for the right side. Not all are Total Fuel. Some are, but others are Main and Aux, or Total and Nacelle depending on installation and switches. Bear in mind that a King Air 90 might refer to an A90, B90, C90, C90A, C90B, C90GT, C90GTi, E90, or F90, and the fuel system may be more similar to those of an A100, 200, or 300 depending on the year and serial number it was produced. They may also feed many variants of the PT-6 although the -21 and -28 are most common. The pilot forgot??? You still can't stick the tanks because of the slope!! And for the older models most turn on the boost pumps during TO/land/ and Hot weather just so nothing cavitates! And BTW the whole cavitation thing,...you just held up a sign as well.... So yo want to raise the issue that the aircraft has some issues and it was not the pilots stupididty??? You are way off base.

I thoroughly enjoy watching people (especially newer jumpers) walk up to the rigger who is doing his 3000th consecutive malfunction free psycho packjob on a Xaos 78 at our dropzone and tell him that he is packing a line twist or doing it wrong.

Thanks for the nightmares I'm going to have tonight. Mandatory time in a tailwheel I'd say... More crap to think about, about basic skills and the lack thereof.... Ten hours in high winds in any citabria/ Decath would have cured that ass's heavy foot and lack of basic rudder skills. Something for all of those 250 hour wonders out there that can't master their rudder cause renting a conventional is beneath them... King Air's and MU2's two pieces of shit that you should know your pilots experience and qualifications before you get into either of them....Flying fucking coffins if you ask me....both have the safety record of a B-17, (in 1943). King Airs are the easiest multi engine turboprop to fly that have ever been built and have the safety record that comes with that ease of flight. I believe only Pilatus PC12s have a lower per flight hour accident/fatality rate. The MU2 on the other hand is Japan's answer to Hiroshima and Nagasaki. It's working.

Maybe try a Fusion as well. I just went from a Stiletto to a Fusion (was previously on a Safire2) and am loving the openings and flare. It's very similar to the Sabre2 and Safire2 but cheaper with a nice lineset and lighter front riser pressure.

This summer I have traveled to and jumped at six different dropzones. Spaceland was incredible, they own the huge airport, tons of people tried to help me out with getting in a jump (I was on a load with my cousin who was making her first tandem), and manifest even offered to change from the Otter to the Skyvan as I have never jumped from a tailgate. There are tons of great dropzones around but next time I travel just for jumping Spaceland is at the top of my list.

I am just getting ready to take my FFC and normally jump/travel with another guy who is taking the course with me. He purchased a stock Phantom3 from the dealer/coaches and was wondering if I was willing to do the same. That dealer no longer has a Phantom3 available, but has a Shadow2 in the same size. I am wondering if it would be easy (relatively speaking) for the two of us to fly together, with him in the Phantom and me in the Shadow, or if I would be better off ,both for flying with him and in the long run, ordering a Phantom3. I appreciate the opinions of any experienced wingsuit pilots here, I will also be discussing this with my wingsuit coach.

Boise

That show is absolutely real! It's just dumb luck that everyone is mic'ed up when the camera crew is there and chooses to show their faces .

How do you feel about Mightymite or Bovril?

Yeah I was a static line baby and I quickly understood it's one of those things that "just doesn't happen, but we train for it anyway", so when the video was mentioned on SDR I was like "no way, gotta see this" I sometimes fly and/or do coach jumps for the small Cessna dropzone where I got my A. We use an old school direct bag static line setup. In eight years of flying and jumping I have caught two reserve pilot chutes but never seen a static line problem. There is a hook knife attached right by the pilots seat for this scenario, but if I hadn't seen this video I wouldn't have believed it.

That has to be one of, if not the most, rare malfunction you could have on a jump. I only wish the person making the video could have cranked the music volume up more and done something to quiet down the dialogue.

I wear contacts and just starting jumping a G3 with the contacts in and no glasses (20ish jumps). No issues yet. I lost a few contacts jumping an open face with sunglasses but I looked super cool.