Required Reading:

FAR Part 91.107 (seat belts)

SIM 4.19 (jumper responsibilities under canopy)

SIM 2- 1.05-.09 (Student jump requirements)

SIM 8-3.15-.18 (malfunctions and procedures)

Jump pre-brief:

· Review emergency procedures (to adequately show skill retained with additional training if required)

· NEW – Open canopy in aircraft

· Review – Two tries for handle then emergency procedures

· Review – Horseshoe malfunction – due to bridle pull or open container (pull BOC handle, and prepare for malfunction)

· Review – Pull Priorities

· NEW – Broken lines and holes in canopy

· NEW – Steering with Rear Risers (note: will be covered in detail and demonstrated in Level 4)

· Review – Decide by 2500’ if canopy not functioning (HARD DECK)

· NEW - Down plane emergency - Discuss briefly RSL operation (will be covered in detail later in level 5) in reference to Racer rigs.

· NEW - How to release RSL

· NEW - Canopy Control: (clearing turns) Look in direction before turns under canopy

· NEW - Runway headings

· REVIEW – Runway avoidance (look for aircraft)

· Landing pattern review – pattern leg nomenclature

Free Fall:

· COA – Full – TLO

· 2 PTs – TLO

· Toe Touches

· COA – Short – TLO

· Forward Motion (Legs out 3sec.) – TLO

· COA – Short – TLO

· Repeat leg out drill and COAs as altitude permits

· Stop by 6500’

· 5 –5

· Wave-off

· Pull by 4500’ unassisted – TLO

Canopy:

· Land at airport – TLO

· Land within 30° with assistance

Required Reading:

FAA FAR 91.107

SEC. 91.107 USE OF SAFETY BELTS, SHOULDER HARNESSES, AND CHILD RESTRAINT SYSTEMS

A. Unless otherwise authorized by the Administrator—

1. No pilot may take off a U.S.-registered civil aircraft (except a free balloon that incorporates a basket or gondola, or an airship type certificated before November 2, 1987) unless the pilot in command of that aircraft ensures that each person on board is briefed on how to fasten and unfasten that person’s safety belt and, if installed, shoulder harness.

2. No pilot may cause to be moved on the surface, take off, or land a U.S.-registered civil aircraft (except a free balloon that incorporates a basket or gondola, or an airship type certificated before November 2, 1987) unless the pilot in command of that aircraft ensures that each person on board has been notified to fasten his or her safety belt and, if installed, his or her shoulder harness.

3. Except as provided in this paragraph, each person on board a U.S. registered civil aircraft (except a free balloon that incorporates a basket or gondola or an airship type certificated before November 2, 1987) must occupy an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about him or her during movement on the surface, takeoff, and landing. For seaplane and float equipped rotorcraft operations during movement on the surface, the person pushing off the seaplane or rotorcraft from the dock and the person mooring the seaplane or rotorcraft at the dock are excepted from the preceding seating and safety belt requirements. Notwithstanding the preceding requirements of this paragraph, a person may:

a. Be held by an adult who is occupying a seat or berth if that person has not reached his or her second birthday;

b. Use the floor of the aircraft as a seat, provided that the person is on board for the purpose of engaging in sport parachuting; or

SIM 4.19

B. Under canopy: Once the jumper is under an open para-chute, the student should:

1. Locate the intended landing area.

2. Select an open area free of obstacles in which to land:

a. It may be necessary to select an alternate landing area if the jumper is unable to steer the parachute to the originally intended landing area.

b. It is the jumper’s responsibility to continually estimate the probable landing point and make appropriate adjustments to land in a clear area.

C. Canopy control: The task of steering the parachute is called canopy control. Specific procedures may vary depending on the type of equipment and the drop zone being used. The jumper should consult the owners manual for specific procedures on his or her canopy. In general:

1. There are two steering toggles or handles, one on the back of each rear riser.

2. The canopy is turned by pulling down one of the steering toggles:

a. Pulling the left toggle will make the canopy turn left.

b. Pulling the right toggle will make the canopy turn right.

3. The canopy will continue turning as long as the toggle is held down; letting the toggle all the way up will stop the turn.

4. Pulling both toggles down at the same time will cause the canopy to slow its forward speed.

5. Pulling both toggles down and holding them may cause the canopy to stall. This should be avoided at low altitudes. The only exception is that both toggles re pulled down when landing a ram-air canopy.

D. Canopy maneuvers—full flight: The parachute canopy can be steered to a landing area because of its air speed and steering ability. It travels forward through the air at speeds up to 30 mph depending on its size and type. The jumper can select from three basic flight modes:

1. Running—the canopy is facing downwind; the for-ward speed of the canopy is added to the wind speed to yield the fastest possible ground speed when the canopy is in full flight.

2. Holding—the canopy is facing upwind; the for-ward speed of the canopy is subtracted from the wind speed to yield the slowest possible ground speed when the canopy is in full flight.

3. Crabbing—also called quartering, the canopy is faced at an angle to the windline. The canopy will drive forward across the windline and at the same time it will drift downwind, resulting in a flight path across the ground that is diagonal to the windline.

SIM 2-1.05 -.09

2-1.05 STUDENT SKYDIVERS

A. All student training is to be supervised by a USPA Instructor until the student is issued a USPA A license.

B. All student skydives must be directly supervised by an appropriately-rated USPA Jumpmaster aboard the aircraft or in freefall, according to the requirements of that student’s training discipline outlined in the USPA Integrated Student Program, until the student has met all the advancement criteria through Category F.

1. All students must complete all the Advancement Criteria of each Category in Categories A-D of the USPA Integrated Student Training Program before advancing to the next Category.

2. A student must meet all advancement criteria of the USPA Integrated Student Program before obtaining a USPA A license.

C All jumps must be made under the direct supervision of the USPA instructional rating holder specified in the USPA Integrated Student Program until the student obtains a USPA A license.

D All students making training jumps to meet the advancement criteria in Categories G and H of the USPA Integrated Student Program must be accompanied in freefall by a USPA Coach.

E. Foreign non-resident Jumpmasters and Instructors appropriately and currently rated by their national aero club may train students from that nation in the U.S., provided the instruction is conducted in accordance with Skydiver’s Information Manual Section 2-1. Appropriately and currently rated U.S. Jumpmasters and Instructors may assist in this training.

F. No skydiver will simultaneously perform the duties of Jumpmaster and pilot-in-command of an aircraft in flight.

G. All student jumps must be completed between official sunrise and sunset.

2-1.06 WINDS

Maximum ground winds:

A. For all solo student and novice skydivers:

1. 14 mph for ram-air canopies.

2. 10 mph for round reserves.

B. For licensed skydivers are unlimited.

2-1.07 MINIMUM OPENING ALTITUDES

Minimum container opening altitudes above the ground for skydivers are:

A. Tandem jumps–4,000 feet AGL

B. All students and A license holders–3,000 feet AGL

C. B license holders–2,500 feet AGL

D. C and D license holders–2,000 feet AGL

2-1.08 DROP ZONE REQUIREMENTS

A. Areas used for skydiving should be unobstructed, with the following minimum radial distance to the nearest hazard:

1. Solo students and novices–100 meters

2. A license holders–100 meters

3. B license holders–50 meters

4. C license holders–50 meters

5. D license holders–Unlimited

B. Hazards are defined as telephone and power lines, towers, buildings, open bodies of water, highways, automobiles and clusters of trees covering more than 3000 square meters.

C. Manned ground-to-air communications (e.g., radios, panels, smoke, lights) are to be present on the drop zone during skydiving operations.

2-1.09 PRE-JUMP REQUIREMENTS

The appropriate altitude and surface winds are to be determined prior to conducting any skydive.

SIM 8-3.15 -.18

8-3.15 TYPES OF MALFUNCTIONS

All malfunctions can be classified as one of two types:

A. Total Malfunction: Any malfunction in which nothing is deploying.

B. Partial Malfunction: Any malfunction accompanied by full or partial deployment.

8-3.16 TOTAL MALFUNCTIONS

A. A total malfunction includes deployment handle problems (unable to locate or extract the main parachute deployment handle), pack closure, and a pilot chute in tow.

B. There are currently two common and acceptable procedures, both of which have pros and cons. An instructor should be consulted prior to gearing up, and each skydiver should have a pre-determined course of action.

1. Pull the reserve immediately. All three types of total malfunctions are associated with a high descent rate and require immediate action. the chance of a main-reserve entanglement is slim, and valuable time and altitude could be lost by initiating a cutaway prior to deploying the reserve; OR

2. Cut away, then deploy the reserve. Because there is a chance the main parachute could deploy during or as a result of the reserve activation, a cutaway might be the best response in some situations.

8-3.17 PARTIAL MALFUNCTIONS

Two methods of reserve deployment are recognized for partial malfunctions. In order of preference, they are:

· Cutaway (breakaway); and

· Canopy transfer.

A. The cutaway method is recommended because:

1. It is a single procedure that applies to all partial mal-functions, fast or slow.

2. Partial malfunctions are more common than totals and frequently result in spins. The rotation of the jumper beneath the canopy during reserve deployment may easily result in entanglement of the reserve and main canopies unless it is released.

3. It is necessary with high-performance main canopies, whose malfunctions often include rapid rotation.

4. It is necessary for skydivers using a piggyback reserve system.

5. The decision to cut away should be made by an altitude of 1,800 feet AGL; the cutaway should begin by 1,600 feet AGL. With high speed malfunctions, rate of descent may be 120 mph or faster, leaving seven seconds or less to take corrective action to allow time for a normal deployment.

Note: Students are trained that the “hard deck” or decision altitude is 2,500 feet AGL with the cutaway to be performed by 2,300 feet AGL.

6. LOOK at the reserve handle before cutting away and keep your eyes on it until the reserve has been pulled.

Note: Skydivers should be equipped with single-point riser releases (one handle releases both risers) for easy and rapid dis-engagement from the main canopy.

B. The canopy transfer method may be necessary if jumper is too low to cutaway safely. The reserve is deployed without releasing the main.

8-3.18 RESERVE STATIC LINE

All skydivers should consider using a reserve static line device (RSL):

A. This is a lanyard that is attached to a main canopy riser, which activates the reserve ripcord so that reserve deployment begins immediately and automatically after separation of the main risers from the harness.

B. Full deployment can be achieved within 100 feet after cut-away, although it may take longer.

C. An RSL may not be desirable when engaging in canopy relative work (CRW).

D. When using a reserve static line device, a cross connector should not be attached when using piggyback equipment unless the manufacturer’s instructions require one.

Important: When using a reserve static line device, the skydiver must not depend on the static line device—immediately after the cutaway, manually pull the reserve ripcord.

Required Reading:

FAR Part 105.43 (Parachute equipment and packing requirements)

SIM 2-1.11 (Parachute equipment)

ISP CAT C: on flying canopy in turbulence

Jump pre-brief:

· Review off-field landings (emphasis on where not to land and courtesy to land owner)

· Review downwind landings (PLF)

· Review landings in light to no winds

· NEW - Discuss (Angle of Attack) AOA

· NEW - Discuss wing loading and canopy selection (possible downsize for student canopy)

· NEW - Discuss turbulence (buildings, trees; turbulence could be up to 20X height of obstacle; thermals, dust devils)

· NEW - Stability recovery: Altitude – Relax – Arch – Check Legs & Arms – Heading Control – Altitude

· Review pattern with different winds

· NEW - Student suggest landing pattern (Flight Plan and use flight planner cards)

· NEW - tongue out signal (legs out)

· NEW - No pull if alone (provided stable and in control)

· NEW - Stability recovery (inverted – roll out of bed) relax – arch – check alt – check body position

Free Fall:

· COA (full)

· 1 PT

· Toe Touches

· Reserve JM Release with Main side concurrence and Main maintains grips

· COA (short) - TLO

· RT 90° - TLO

· LT 180° - TLO

· Reserve JM return to slot no grips (unless necessary)

· Wave-off at 5000 -TLO

· Pull by 4500 (unassisted ) – TLO

Canopy:

· Pattern with minimum assistance

· Flare with minimum assistance

Required Reading:

FAA FAR Part 105.43

Sec. 105.43 Use of single-harness, dual-parachute systems.

No person may conduct a parachute operation using a single-harness, dual-parachute system, and no pilot in command of an aircraft may allow any person to conduct a parachute operation from that aircraft using a single-harness, dual-parachute system, unless that system has at least one main parachute, one approved reserve parachute, and one approved single person harness and container that are packed as follows:

(a) The main parachute must have been packed within 120 days before the date of its use of a certificated parachute rigger, the person making the next jump with that parachute, or a non-certificated person under the direct supervision of a certification parachute rigger.

(b) The reserve parachute must have been packed by a certificated parachute rigger

(1) Within 120 days before the date of its use, if its canopy, shroud, and harness are composed exclusively of nylon, rayon, or similar synthetic fiber or material that is substantially resistant to damage from mold, mildew, and other fungi, and other rotting agents propagated in a moist environment; or

(2) Within 60 days before the date of its use, if it is composed of any amount of silk, pongee, or other natural fiber, or material not specified in paragraph (b)(1) of this section.

(c) If installed, the automatic activation device must be maintained in accordance with manufacturer instructions for that automatic activation device.

SIM 2- 1.11

2-1.11 PARACHUTE EQUIPMENT

A. Each skydiver is to be equipped with a light when performing night jumps.

B. All students are to be equipped with the following equipment.

1. A rigid helmet (except tandem students)

2. A piggyback harness/container system that includes a single point riser release and a reserve static line

3. A visually accessible altimeter

4. A functional automatic activation device that meets the manufacturer’s recommended service schedule

5. A ram-air main canopy suitable for student use

6. A steerable reserve canopy appropriate to the student’s weight

7. For freefall, a ripcord-activated, spring-loaded, pilot chute-equipped main parachute (except tandem students) or bottom of container (BOC), throw-out pilot chute

C. Novices must receive additional ground instruction in emergency procedures and deployment-specific information before jumping any unfamiliar system.

D. For each AFF jump, each AFF Jumpmaster shall be equipped with a visually accessible altimeter.

E. Students, non-licensed skydivers, and all skydivers wearing a round main or reserve canopy shall wear

flotation gear when the intended exit, opening, or landing point is within one mile of an open body of water (an open body of water is defined as one in which a skydiver could drown.)

USPA – ISP – Flying Canopy in Turbulence

USPA – ISP – CAT C – Flying a Canopy in Turbulence

1. Jumpers sometimes encounter turbulence in the landing area.

a. Anticipate turbulence 10-20 times the height of an obstacle on the downwind side.

b. The effects and likelihood of turbulence increase with wind speed.

c. Turbulence often occurs—

(1) near runways

(2) alongside roads

(3) where two areas of different colors or textures meet

(4) behind other canopies (wake turbulence)

(5) over irregular terrain

(6) downwind of the propeller wash of a taxiing aircraft

2. When flying in turbulence—

a. Maintain the desired heading using smooth but effective toggle input.

b. Fly with minimum brakes or as directed in canopy owner’s manual.

c. Prepare for a very hard landing.

Required Reading:

SIM 2-1.06. Wind restrictions

SIM 8-3.19 dual ram-air deployments

FAR Part 91 (sections in SIM)

FAR Part 105.43.A Packing a main parachute

FAR Part 65.125 Rigger supervision

Jump pre-brief:

· Review emergency procedures

· Review – RSL operation in detail; NEW – (note use for high wind landings, Buildings and trees, 2 canopies out, CRW) Note RSL limitations with respect to misrouting, cutaway on 2 canopies out, unstable cutaway, broken risers

· NEW – How to determine the “spot” by looking straight down (head out, close eyes, let head drop, and open eyes – assumes straight and level unaccelerated flight)

· NEW – Altimeter errors when not directly in air stream

· NEW – Stall point entry with SMOOTH recovery (note: most manufacturers do not recommend this procedure for elliptical canopies) DONOT allow full stall to progress

· NEW – Canopy “sweet spot” found by practicing flare at different rates and determine maximum lift

Free Fall:

· Student indicates exit point (looking straight down) with assistance

· Poised exit, JM with no grips

· COA

· Barrel roll – TLO

· Stability in 5 sec. – TLO

· COA

· JM demonstrate back loop

· Student back loop

· Stability in 5 sec. – TLO

· COA

· Forward motion to redock – TLO

· COA

· Repeat back loop or 180° turns or tracking (JM discretion)

· Optional introduction to Delta tracking

· Signal no more at 6500-6000 – TLO

· Wave-off at 4500 – TLO

· Pull by 4000

Canopy:

· Attempt stall entry and smooth recovery

· Practice finding canopy “sweet spot” above 1500 feet

NOTE: 1. Student should sign up for a canopy seminar (by a rigger) which is the precursor to packing

2. Student should sign up for pilot seminar on aircraft (CG etc.), spotting, loadmaster duties, group loading, group separation on exit, and aircraft emergencies

Required Reading:

SIM 2-1.06

2-1.06 WINDS

Maximum ground winds:

A. For all solo student and novice skydivers:

1. 14 mph for ram-air canopies.

2. 10 mph for round reserves.

Note: Skydive DelMarVa has a waiver to 16mph and we only use square reserves.

B. For licensed skydivers are unlimited.

Note: Skydive DelMarVa has more stringent wind limits and are posted at manifest.

SIM 8-3.19

8-3.19 DUAL RAM-AIR DEPLOYMENT

A. Once two parachutes have deployed, they tend to stabilize in one of three configurations:

1. biplane, generally safe to land

2. side-by-side, may be safe to land but potentially less stable

3. downplane or spinning downplane (pinwheel), extremely dangerous to land

B. It is typically futile to attempt to fly from an undesirable configuration to one that is more desirable. Observe the problem, assess rapidly, and focus on the correct procedure.

1. One canopy inflated, another deploying

a. Attempt to contain the deploying reserve or main canopy and stuff it between your legs.

b. If the second canopy deployment is inevitable and there is sufficient altitude, disconnect the reserve static line and cut away the main.

c. If the second deployment is inevitable and there is insufficient altitude for a cutaway, wait for inflation of the second canopy and evaluate the result.

2. Stable biplane

a. Unstow brakes on the front canopy and recover gently to full flight; leave brakes stowed on rear canopy.

b. Steer gently with front canopy only as necessary to maneuver for a safe landing.

c. Use minimal control input as necessary for landing.

d. Perform a parachute landing fall.

3. Stable side-by-side

a. Leave brakes set (stowed) on both canopies. Steer gently using the rear risers of the main canopy.

b. If both canopies are flying without interference or possibility of entanglement, cut away the main (altitude permitting) and steer the reserve to a normal landing. OR; Land without flaring and perform a parachute landing fall.

4. Downplane or pinwheel

a. Disconnect the reserve static line if altitude permits.

b. Cut away the main canopy and steer the reserve to a normal landing.

5. Main-reserve entanglement

a. Attempt to clear the problem by retrieving the least inflated canopy.

b. Perform a parachute landing fall.

FAR Part 91

PART 91—GENERAL

OPERATION AND FLIGHTRULES

SUBPART A—GENERAL

SEC. 91.1 APPLICABILITY

A. Except as provided in paragraph B of this section and Section 91.703, this part prescribes rules governing the operation of aircraft (other than moored balloons, kites, unmanned rockets, and unmanned free balloons, which are governed by part 101 of this chapter, and ultralight vehicles operated in accordance with part 103 of this chapter) within the United States, including the waters within 3 nautical miles of the U.S. coast.

B. Each person operating an aircraft in the airspace overlying the waters between 3 and 12 nautical miles from the coast of the United States shall comply with Secs. 91.1 through 91.21; Secs. 91.101 through 91.143; Secs. 91.151 through 91.159; Secs. 91.167 through 91.193; Sec. 91.203; Sec. 91.205; Secs. 91.209 through 91.217; Sec. 91.221; Secs. 91.303 through 91.319; Sec. 91.323; Sec. 91.605; Sec. 91.609; Secs. 91.703 through 91.715; and 91.903.

SEC. 91.3 RESPONSIBILITY AND AUTHORITY OF

THE PILOT IN COMMAND

A. The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.

B. In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.

C. Each pilot in command who deviates from a rule under paragraph B of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator.

(Approved by the Office of Management and Budget under OMB control number 2120-0005)

SEC. 91.7 CIVIL AIRCRAFT AIRWORTHINESS

A. No person may operate a civil aircraft unless it is in an air-worthy condition.

B. The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur.

SEC. 91.11 PROHIBITION AGAINST INTERFERENCE WITH CREWMEMBERS

No person may assault, threaten, intimidate, or interfere with a crewmember in the performance of the crewmember’s duties aboard an aircraft being operated.

SEC. 91.13 CARELESS OR RECKLESS OPERATION

A. Aircraft operations for the purpose of air navigation. No person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another.

B. Aircraft operations other than for the purpose of air navigation. No person may operate an aircraft, other than for the purpose of air navigation, on any part of the surface of an airport used by aircraft for air commerce (including areas used by those aircraft for receiving or discharging persons or cargo), in a careless or reckless manner so as to endanger the life or property of another.

SEC. 91.15 DROPPING OBJECTS

No pilot in command of a civil aircraft may allow any object to be dropped from that aircraft in flight that creates a hazard to persons or property. However, this section does not prohibit the dropping of any object if reasonable precautions are taken to avoid injury or damage to persons or property.

SEC. 91.17 ALCOHOL OR DRUGS

A. No person may act or attempt to act as a crewmember of a civil aircraft—

1. Within 8 hours after the consumption of any alcoholic beverage;

2. While under the influence of alcohol;

3. While using any drug that affects the person’s faculties in any way contrary to safety; or

4. While having .04 percent by weight or more alcohol in the blood.

B. Except in an emergency, no pilot of a civil aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that air-craft.

C. A crewmember shall do the following:

1. On request of a law enforcement officer, submit to a test to indicate the percentage by weight of alcohol

in the blood, when—

a. The law enforcement officer is authorized under State or local law to conduct the test or to have the test conducted; and

b. The law enforcement officer is requesting sub-mission to the test to investigate a suspected violation of State or local law governing the same or substantially similar conduct prohibited by paragraph A.1, A.2, or A.4 of this section.

2. Whenever the Administrator has a reasonable basis to believe that a person may have violated paragraph A.1, A.2, or A.4 of this section, that person shall, upon request by the Administrator, furnish the Administrator, or authorize any clinic, hospital, doctor, or other person to release to the Administrator, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates percentage by weight of alcohol in the blood.

D. Whenever the Administrator has a reasonable basis to believe that a person may have violated paragraph A.3 of this section, that person shall, upon request by the Administrator, furnish the Administrator, or authorize any clinic, hospital, doctor, or other person to release to the Administrator, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates the presence of any drugs in the body.

E. Any test information obtained by the Administrator under paragraph C or D of this section may be evaluated in determining a person’s qualifications for any airman certificate or possible violations of this chapter and may be used as evidence in any legal proceeding under section 602, 609, or 901 of the Federal Aviation Act of 1958.

SEC. 91.19 CARRIAGE OF NARCOTIC DRUGS, MARIHUANA, AND DEPRESSANT OR STIMULANT DRUGS OR SUBSTANCES

A. Except as provided in paragraph B of this section, no per-son may operate a civil aircraft within the United States with knowledge that narcotic drugs, marijuana, and depressant or stimulant drugs or substances as defined in Federal or State statutes are carried in the aircraft.

B. Paragraph A of this section does not apply to any carriage of narcotic drugs, marijuana, and depressant or stimulant drugs or substances authorized by or under any Federal or State statute or by any Federal or State agency.

SEC. 91.25 AVIATION SAFETY REPORTING PROGRAM: PROHIBITION AGAINST USE OF REPORTS FOR ENFORCEMENT PURPOSES

The Administrator of the FAA will not use reports submitted to the National Aeronautics and Space Administration under the Aviation Safety Reporting Program (or information derived there from) in any enforcement action except information concerning accidents or criminal offenses which are wholly excluded from the Program.

SUBPART B—FLIGHT RULES GENERAL

SEC. 91.101 APPLICABILITY

This subpart prescribes flight rules governing the operation of aircraft within the United States and within 12 nautical miles from the coast of the United States.

SEC. 91.103 PREFLIGHT ACTION

Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include:

A. For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;

B. For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:

1. For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and

2. For civil aircraft other than those specified in paragraph B.1. of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

SEC. 91.107 USE OF SAFETY BELTS, SHOULDER HARNESSES, AND CHILD RESTRAINT SYSTEMS

A. Unless otherwise authorized by the Administrator—

a. Be held by an adult who is occupying a seat or berth if that person has not reached his or her second birthday;

b. Use the floor of the aircraft as a seat, provided that the person is on board for the purpose of engaging in sport parachuting; or

SEC. 91.111 OPERATING NEAR OTHER AIRCRAFT

A. No person may operate an aircraft so close to another air-craft as to create a collision hazard.

B. No person may operate an aircraft in formation flight except by arrangement with the pilot in command of each aircraft in the formation.

C. No person may operate an aircraft, carrying passengers for hire, in formation flight.

SEC. 91.113 RIGHT-OF-WAY RULES: EXCEPT

WATER OPERATIONS

A. Inapplicability: This section does not apply to the operation of an aircraft on water.

B. General: When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear.

C. In distress: An aircraft in distress has the right-of-way over all other air traffic.

D. Converging: When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other’s right has the right-of-way. If the aircraft are of different categories—

1. A balloon has the right-of-way over any other category of aircraft;

2. A glider has the right-of-way over an airship, air-plane, or rotorcraft; and

3. An airship has the right-of-way over an airplane or rotorcraft. However, an aircraft towing or refueling other aircraft has the right-of- way over all other engine-driven aircraft.

E. Approaching head-on: When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.

F. Overtaking: Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear.

G. Landing: Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft.

SEC. 91.119 MINIMUM SAFE ALTITUDES:

GENERAL

Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:

A. Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

B. Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of per-sons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.

C. Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.

SEC. 91.127 OPERATING ON OR IN THE VICINITY OF AN AIRPORT IN CLASS E AIRSPACE

A. Unless otherwise required by part 93 of this chapter or unless otherwise authorized or required by the ATC facility having jurisdiction over the Class E airspace area, each person operating an aircraft on or in the vicinity of an air-port in a Class E airspace area must comply with the requirements of section 91.126.

B. Departures: Each pilot of an aircraft must comply with any traffic patterns established for that airport in part 93 of this chapter.

C. Communications with control towers: Unless otherwise authorized or required by ATC, no person may operate an aircraft to, from, through, or on an airport having an operational control tower unless two-way radio communications are maintained between that aircraft and the control tower. Communications must be established prior to 4 nautical miles from the airport, up to and including 2,500 feet AGL. However, if the aircraft radio fails in flight, the pilot in command may operate that aircraft and land if weather conditions are at or above basic Visual Flight Rules (VFR) weather minimums, visual contact with the tower is maintained, and a clearance to land is received. If the aircraft radio fails while in flight under IFR, the pilot must comply with section 91.185.

SEC. 91.151 FUEL REQUIREMENTS FOR FLIGHT IN

VFR CONDITIONS

A. No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed:

1. During the day, to fly after that for at least 30 minutes; or

2. At night, to fly after that for at least 45 minutes.

SUBPART C—EQUIPMENT, INSTRUMENT, AND CERTIFICATE REQUIREMENTS

SEC. 91.211 SUPPLEMENTAL OXYGEN

A. General: No person may operate a civil aircraft of U.S. registry:

1. At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supple-mental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;

2. At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and

3. At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen.

B. Pressurized cabin aircraft:

1. No person may operate a civil aircraft of U.S. registry with a pressurized cabin:

a. At flight altitudes above flight level 250 unless at least a 10-minute supply of supplemental oxygen, in addition to any oxygen required to satisfy paragraph A of this section, is available for each occupant of the aircraft for use in the event that a descent is necessitated by loss of cabin pressurization; and

b. At flight altitudes above flight level 350 unless one pilot at the controls of the airplane is wearing and using an oxygen mask that is secured and sealed and that either supplies oxygen at all times or automatically supplies oxygen when-ever the cabin pressure altitude of the airplane exceeds 14,000 feet (MSL), except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.

2. Notwithstanding paragraph B.1.b of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the other pilot has returned to that crewmember’s station.

SUBPART D—SPECIAL FLIGHT OPERATIONS

SEC. 91.307 PARACHUTES AND PARACHUTING

A. No pilot of a civil aircraft may allow a parachute that is available for emergency use to be carried in that aircraft unless it is an approved type and—

1. If a chair type (canopy in back), it has been packed by a certificated and appropriately rated parachute rigger within the preceding 120 days; or

2. If any other type, it has been packed by a certificated and appropriately rated parachute rigger—

a. Within the preceding 120 days, if its canopy, shrouds, and harness are composed exclusively of nylon, rayon, or other similar synthetic fiber or materials that are substantially resistant to damage from mold, mildew, or other fungi and other rotting agents propagated in a moist environment; or

b. Within the preceding 60 days, if any part of the parachute is composed of silk, pongee, or other natural fiber, or materials not specified in paragraph A.2.a of this section.

B. Except in an emergency, no pilot in command may allow, and no person may make, a parachute jump from an aircraft within the United States except in accordance with Part 105.

C. Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds:

1. A bank of 60 o relative to the horizon; or

2. A nose-up or nose-down attitude of 30 o relative to the horizon.

D. Paragraph C of this section does not apply to—

1. Flight tests for pilot certification or rating; or

2. Spins and other flight maneuvers required by the regulations for any certificate or rating when given by:

a. A certificated flight instructor; or

b. An airline transport pilot instructing in accordance with Section 61.169 of this chapter.

E. For the purposes of this section, “approved parachute” means:

1. A parachute manufactured under a type certificate or a technical standard order (C-23 series); or

2. A personnel-carrying military parachute identified by an NAF, AAF, or AN drawing number, an AAF order number, or any other military designation or specification number.

FAA FAR Part 105.43

Sec. 105.43 Use of single-harness, dual-parachute systems.

(b) The reserve parachute must have been packed by a certificated parachute rigger

(2) Within 60 days before the date of its use, if it is composed of any amount of silk, pongee, or other natural fiber, or material not specified in paragraph (b)(1) of this section.

(c) If installed, the automatic activation device must be maintained in accordance with manufacturer instructions for that automatic activation device.

FAA FAR Part 65.125

SEC. 65.125 CERTIFICATES: PRIVILEGES

A. A certificated senior parachute rigger may:

1. Pack or maintain (except for major repair) any type of parachute for which he is rated; and

2. Supervise other persons in packing any type of parachute for which that person is rated in accordance with Sec. 105.43(a) or Sec. 105.45(b)(1) of this chapter.

B. A certificated master parachute rigger may:

1. Pack, maintain, or alter any type of parachute for which he is rated; and

2. Supervise other persons in packing, maintaining, or altering any type of parachute for which the certificated parachute rigger is rated in accordance with Sec. 105.43(a) or Sec. 105.45(b)(1) of this chapter.

C. A certificated parachute rigger need not comply with Sections 65.127 through 65.133 (relating to facilities, equipment, performance standards, records, recent experience, and seal) in packing, maintaining, or altering (if authorized) the main parachute of a dual parachute pack to be used for intentional jumping.

Required Reading:

SIM 2-1 BSRs

Owners manuals for main, reserve, harness and container

Jump pre-brief:

· Review emergency procedures

· Review gear checks; have student do one

· NEW – Experienced jumpers pin checks (note: collapsible pilot chutes)

· Review spotting ( head out and looking straight down)

· Review canopy stall point

· NEW – Reversed flight rapid RT – LT

· NEW – Minimum descent rate (brakes just prior to stall)

· NEW – Brakes to increase glide (always works downwind, depends on wind speed on flying upwind/into the wind)

· NEW – Traffic avoidance/Canopy etiquette: Low man has right-of-way, if you are low spiral/hard turns to stay below (above 1500 feet), if you are high use ½ to ¾ brakes to stay above, when approaching another jumper head on execute right turn

· NEW – Braked turns (from ½ or ¾ brakes to go right leave up on left toggle) used for obstacle avoidance and when low in approach to landing

· Differences of : 7 and 9 cell canopies, F-111 and Zero-porosity, square and elliptical

Free Fall:

· Student indicates exit point (looking straight down) with assistance – TLO

· Dive exit – TLO

· Stability in 5 sec. – TLO

· Establish heading on line of flight

· COA

· Front loop

· Stability in 5 sec. – TLO

· COA

· JM decides flow of skydive based on past performance (if turns weak then add turns or if barrel roll difficulty in stability recovery then repeat that)

· 180° turn and Delta Track (within 45°) – TLO

· COA

· Repeat delta track proceeded by 180° turn as altitude permits

· Signal no more at 5500

· Wave-off at 4500 (no sooner) – TLO

· Pull by 3500

Canopy:

· Above 2000 feet try reverse turns (note some smaller canopies may stall)

· Approaching the pattern use brakes to note the effect on glide (first find point on the ground that doesn’t move then use different brake positions, ¼ to ¾ brakes)

USPA BASIC SAFETY REQUIREMENTS

Note: Each paragraph in the BSRs has a marginal notation of S, E, FB or NW, which identifies its waiverability.

S – Safety and Training Advisor or an Instructor/Examiner only

E – Executive Committee of the USPA Board of Directors only

FB – Full Board of Directors only

NW – Non-waiverable, unless this designation is eliminated by a vote of the full Board of Directors

A. APPLICABILITY [NW]

1. These procedures apply to all jumps except those made under military orders and those made because of inflight emergencies. Voluntary compliance with these procedures will protect the best interests of both the

participants and the general public.

2. A “skydive” is defined as the descent of a person to the surface from an aircraft in flight when he or she uses or intends to use a parachute during all or part of that descent.

3. All persons participating in skydiving should be familiar with the Skydiver’s Information Manual and all federal, state, and local regulations and rules pertaining to skydiving.

B . COMPLIANCE WITH FEDERAL REGULATIONS [NW]

1. No skydive may be made in violation of Federal Aviation Administration (FAA) regulations.

2. FAA regulations include the use of restraint systems in the aircraft by all skydivers during movement on the surface, takeoff, and landing.

C. MEDICAL REQUIREMENTS [NW]

All persons engaging in skydiving should:

1. Carry a valid Class I, II, or III Federal Aviation Administration Medical Certificate; or

2. Carry a certificate of physical fitness for skydiving from a registered physician; or

3. Have completed the USPA recommended medical statement.

D. AGE REQUIREMENTS [NW]

Civilian skydivers are to be at least:

1. The age of legal majority (to execute contracts); or

2. 16 years of age with notarized parental or guardian consent.

E. STUDENT SKYDIVERS

1. General [E]

a. All student training programs must be conducted under the direction and oversight of an appropriately rated USPA Instructor until the student is issued a USPA A license.

b. A person conducting, training, or supervising student jumps must hold a USPA instructional rating according to the requirements which follow.

2. First-jump course [E]

a. All first-jump non-method-specific training (except tandem) must be conducted by a USPA Jumpmaster or higher rating holder or a USPA Coach under the supervision of a USPA AFF, Instructor-Assisted Deployment (IAD) or Static-Line Instructor.

b. All method-specific training must be conducted by a USPA Jumpmaster or higher (USPA Tandem Instructor or higher for tandem) rated in the method for which the student is being trained.

3. All students must receive training in the following areas, sufficient to jump safely [E]:

a. equipment

b. aircraft and exit procedures

c. freefall procedures (except IAD and static-line jumps)

d. deployment procedures and parachute emergencies

e. canopy flight procedures

f. landing procedures and emergencies

4. Advancement criteria [E]

a. IAD and static-line

(1) All jumps must be conducted by a USPA Jumpmaster or higher rating holder in that student’s training method.

(2) All students must perform three successive jumps with practice deployments while demonstrating the ability to maintain stability and control from exit to opening before being cleared for freefall.

b. Harness-hold program [NW]

(1) All students must jump with two USPA AFF rating holders until demonstrating the ability to reliably deploy in the belly to-earth orientation at the correct altitude without assistance.

(2) All students must jump with one USPA AFF rating holder, exit safely, maintain stability, and deploy at the planned altitude without assistance prior to attempting disorienting maneuvers.

(3) All students must jump with at least one USPA AFF rating holder until demonstrating stability and heading control prior to and within five seconds after initiating two intentional disorienting maneuvers involving a back-to-earth presentation.

c. Tandem

(1) All jumps must be conducted by a USPA Tandem Instructor.

(2) For progressive training requirements following tandem jumps, refer to “Cross over training.”

5. Crossover training [E]

a. Students may transfer after the first or subsequent jumps to another training method after demonstrating sufficient knowledge and skill in the areas of equipment, aircraft, exits, freefall maneuvers, deployment, emergency procedures, canopy control, and rules and recommendations to enter into that program at a comparable level of proficiency and training.

b. Before transferring to another method, students previously trained in a harness-hold program must have exited stable without jumpmaster assistance or performed a stable IAD or static-line jump with a practice deployment supervised by a USPA IAD or Static-Line Jumpmaster prior to performing freefall jumps under the supervision of an appropriately rated USPA Jumpmaster.

6. Students engaging in group freefall jumps must be trained and accompanied by a USPA Coach or Jumpmaster until the student has obtained a USPA A license. [S]

7. Instruction of foreign students [E]

a. Foreign non-resident jumpmasters and instructors appropriately and currently rated by their national aero club may train students from that nation in the U.S., provided the instruction is conducted in accordance with the USPA Basic Safety Requirements.

b. Appropriately and currently rated USPA Jumpmasters and Instructors may assist in this training.

8. No skydiver will simultaneously perform the duties of jumpmaster and pilot-in-command of an aircraft in flight. [NW]

9. All student jumps must be completed between official sunrise and sunset. [NW]

F. WINDS [S]

Maximum ground winds

1. For all solo students

a. 14 mph for ram-air canopies

b. 10 mph for round reserves

2. For licensed skydivers are unlimited

G. MINIMUM OPENING ALTITUDES [E]

Minimum container opening altitudes above the ground for skydivers are:

1. Tandem jumps–4,000 feet AGL

2. All students and A-license holders—3,000 feet AGL

3. B-license holders–2,500 feet AGL

4. C- and D-license holders–2,000 feet AGL

H. DROP ZONE REQUIREMENTS

1. Areas used for skydiving should be unobstructed, with the following minimum radial distances to the nearest hazard:[S]

a. solo students and A-license holders—100 meters

b. B- and C-license holders—50 meters

c. D-license holders—unlimited

2. Hazards are defined as telephone and power lines, towers, buildings, open bodies of water, highways, automobiles and clusters of trees covering more than 3,000 square meters. [NW]

3. Manned ground-to-air communications (e.g., radios, panels, smoke, lights) are to be present on the drop zone during skydiving operations. [NW]

I. PRE-JUMP REQUIREMENTS

The appropriate altitude and surface winds are to be determined prior to conducting any skydive. [NW]

J. EXTRAORDINARY SKYDIVES

1. Night, water and demonstration jumps are to be performed only with the advice of the local USPA S&TA, Instructor-Examiner or Regional Director. [NW]

2. Pre-planned breakaway jumps are to be made by only class C- and D-license holders using FAA TSO’d equipment. [E]

3. Demonstration jumps into level 2 areas, to include stadiums, require a D license with a USPA PRO Rating. [E]

K. PARACHUTE EQUIPMENT

1. Each skydiver is to be equipped with a light when performing night jumps. [NW ]

2. All students are to be equipped with the following equipment until they have obtained a USPA A license:

a. a rigid helmet (except tandem students) [NW]

b. a piggyback harness and container system that includes a single-point riser release and a reserve static line [FB]

c. a visually accessible altimeter [NW]

d. a functional automatic activation device that meets the manufacturer’s recommended service schedule [FB]

e. a ram-air main canopy suitable for student use [FB]

f. a steerable reserve canopy appropriate to the student’s weight [FB]

g. for freefall, a ripcord-activated, spring-loaded, pilot-chute-equipped main parachute (except tandem students) or a bottom-of-container (BOC) throw-out pilot chute [FB]

3. Students must receive additional ground instruction in emergency procedures and deployment-specific information before jumping any unfamiliar system. [NW]

4. For each AFF jump, each AFF Jumpmaster must be equipped with a visually accessible altimeter. [NW]

5. All skydivers wearing a round main or reserve canopy and all students must wear flotation gear when the intended exit, opening, or landing point is within one mile of an open body of water (an open body of water is defined as one in which a skydiver could drown). [S]

L. SPECIAL ALTITUDE EQUIPMENT AND

SUPPLEMENTARY OXYGEN

Supplementary oxygen available on the aircraft is mandatory on skydives made from higher than 15,000 feet (MSL