CASA Raids Meatbombers No 2
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AUSTRALIAN PARACHUTE FEDERATION
P.O. BOX 144, DEAKIN WEST ACT 2600
Phone 02 6281 6830, fax 02 6285 3989
Email: [email protected] - Website: http://www.apf.asn.au/
INTERIM FATALITY REPORT
Date of Accident: l4 March 2004 Main: PD Sabre l20
Drop Zone: Barwon Heads, Vic Reserve: PD 126R
Sex: Female Harness/Container: Javelin JI
Experience 200 Jumps AAD fitted? Yes - CYPRESS expert
and "C" Licence RSL fitted? No
qualifications: Star Crest Jump Type: 9-way RW
Packer "B"
Age: 24 years; Cause of Death: Injuries sustained from
Time in sport: 2I/2 years impact.
BACKGROUND
The deceased was a current jumper taking part in a 9-way RW jump to celebrate her 200th jump. It was her second jump of the day, the previous descent having been performed with the same equipment and without incident. Information from her log books is that she had not previously experienced a
malfunction or cutaway.
THE JUMP
The jump proceeded normally and the participants commenced to track away at about 4000 ft. There is video footage of the RW phase but it does not keep the deceased in frame after break-off. The video until break-off showed nothing unusual with the jumper or her equipment. She demonstrates adequate freefall skills, height awareness and control throughout.
There was little visual recorded evidence following break-off. Two jumpers reported seeing what they believed to be either a pilot chute in tow, or a bag lock but were unsure of details. Ground based witnesses stated they saw the malfunction develop into some type of main/reserve entanglement that remained until impact. From the reports received investigators believe that the main deployment commenced as normal at about 3000 – 3500 ft.
Impact was feet first at high speed with both the main and reserve canopies out of their respective deployment bags but each incapable of inflating due to the excessive amount of entanglement of the lines and risers. The freebag and reserve bridle were observed to separate from equipment immediately prior to impact and were located approximately 9 metres from the deceased.
The cutaway and reserve handles were found some considerable distance away and downwind form the impact site leading to the conclusion that they had been activated (and dropped) at a normal height.
EQUIPMENT INSPECTION
The value of the evidence presented was greatly enhanced by the rigid adherence to APF scene preservation protocols by those first on the scene. The investigators were able to examine the equipment in the original state and remove the gear to a controlled environment.
Damage to the main pilot chute and the inverted position of the hockey-sack handle strongly indicate that the main, collapsible pilot chute was un-cocked at the time of deployment (see separate paragraph below). In this condition it would create insufficient drag and therefore be consistent with the reports of a pilot-chute in tow followed by bag lock, either of which could be experienced in this circumstance.
The Australian Parachute Federation exists to administer and represent Australian Sport Parachuting. We achieve this by promoting and maintaining a high level of safety and by
improving the standard of Sport Parachuting to encourage participation and experience in performance.
Additionally the kill-line which would normally be used during a pre-jump equipment check to confirm that the packed pilot-chute is cocked, was not the right length to show the tell-tale mark in the window on the bridle. Also, had it been properly cocked the mark was so faded as to be virtually unnoticeable.
The rig was also fitted with non- standard and incompatible risers to attach the main canopy to the harness. These risers were manufactured as Reverse 3-rings (see separate paragraph below).
Blue marks matching the main deployment bag were found on the reverse bridle and the two sets of lines were found irretrievably entangled and twisted.
The rubber bands used on the main deployment bag were mismatched, of varying age and condition, and one at least was an us\n suitable type being very large and strong. This band had been double wrapped around the line stow and, coupled with the low drag effect of the uncocked pilot-chute, was the probable cause of the bag lock. A segment of this rubber band was found still stowed around a line tight but broken away from the bag.
The Cypres automatic activation device (AAD) did fire but the nature of the cut loop, being unusually frayed at the cut, has led the investigators to believe that it was not cut while under tension from the main reserve. (A Javelin container, due to the positioning of the cutter, is one of the few rigs that will still result in a cut loop even after manual reserve deployment has occurred).
COLLAPSIBLE PILOT-CHUTES
Modern parachutes utilize a pilot-chute deployment device that “collapses” as the main parachute leaves its deployment bag and after the pilot-chute has done its job of pulling out the main parachute. This is to reduce the parasitic drag of the pilot-chute while flying under the fully deployed parachute. The collapse is effected by a kill-line running down the centre of the bridle which turns the pilot-chute inside out by pulling down the centre. The pilot-chute must be “cocked” by being pulled out at each repacked. The state of a collapsible pilot-chute cannot be directly checked after the parachute is packed but most rigs incorporate a small window on the pilot-chute bridle which should allow a view of a mark on the kill-line if the pilot-chute is properly cocked ready for the next jump.
REVERSE 3-RING RISERS
On a reverse 3-ring riser, the two rings attached to the riser are closest to the jumper’s body and when packed lie under the riser. In order for the risers to be released, either the pilot-chute or main canopy must exert enough drag to lift the riser rings away from the harness.
On a standard riser the two rings are built on the outside and can disengage more easily than on the reverse design.
The advantage of reverse risers is that hey are generally stronger (for the same sized webbing) since no hole needs to be punched through the riser for the locking loop to pass through to meet the cutaway release cable. The ring release problem is solved by attaching the main harness ring higher on the harness so the riser will come clear of the jumper’s shoulder.
PROBABLE SCENARIO
Following the pilot-chute in-tow/bag lock the deceased probably began normal emergency procedures consisting of pulling the cutaway handle followed by pulling the reserve handle.
Since these handles were found very close together it is reasonable to assume that they were thrown away or dropped from a similar height. Since they were located a considerable distance from the impact site it may also be assumed that they were pulled early (high) in the emergency sequence.
It is believed that the main/reserve entanglement resulted because the main failed to release when the cutaway handle was pulled. In a low drag situation (such as would occur with an uncocked pilot chute) it is reasonable to assume that the incompatible nature of the reserve risers would further contribute to the failure of the system to disengage the main canopy. If the deceased did not wait for main separation (or assist it by releasing the risers by hand) then the action of immediately pulling the reserve would have likely resulted in the entanglement. It would appear unlikely that the deceased delayed the reserve pull or tried manually to release the risers since if either had been attempted the cutaway and the reserve handles would need to be pulled separately and would have probably been found much further apart.
The descent speed was sufficient to trigger the Cyprus Expert AAD (which should have happened about 1000 ft) but the evidence strongly indicates that the reserve had already been deployed manually.
CONCLUSION
The poor packing discipline of using whatever line stow bands came to hand was the first link in this chain of events. Double stowing a very strong rubber band is never recommended and in this case almost certainly caused the bag lock.
The probable failure to cock the pilot-chute appears to be the second link in the chain. This could be caused by either inadequate packing discipline or a distraction while packing.
Since the kill-line mark would not show even under normal circumstances it is unlikely that this important check was part of the deceased’s pre-flight inspection. Failure to utilise this pre-flight check is the third link in the chain.
From here the initial problems were set in place, with the main parachute failing to deploy due to lack of drag from the pilot-chute which was unable to overcome the grip of the strong, double stowed rubber band.
The final equipment failure is the use of the non-standard reverse risers on a rig, which was not designed to use this style of release. Even a momentary hesitation in the release sequence would have been sufficient to entangle the reserve as it deployed.
It would appear that the lack of attention to equipment assembly, maintenance and packing may have all combined to produce this fatality. The fact that the deceased was a qualified Packer “B” entitled to pack main parachutes for students and other jumpers is a concern.
Individually, each link of this fatality chain has been repeatedly reported in published APF incident reports and if occurring in isolation may simply have led the jumper to dismiss the subsequent problem or malfunction as “just one of those things”. This fatality is an example of the classic “chain of events” when one failure leads to another, and so on to the tragic outcome. Perhaps even more tragically, if any one of the links in the chain had not occurred, the outcome may well have been different.
Safety officers should try to reinforce to all jumpers the lessons from this to try to prevent this kind of sequence recurring. This could be illustrated through the use of the “Reason Model” (available as an APF safety poster and from our web site) which illustrates how numerous safety layers concerning training and equipment can be put in place that can break such a chain of events.
Neil R. Cheney IA213,
Deputy ASO Victoria
HERALD SUN 17-3-2004
Natalie Sikora
and Cameron Smith
A MID-air kiss was the final goodbye for Melbourne skydiving couple Clare Barnes and Chris McDougall.
Just seconds later he watched in horror as his girlfriend of two years fell 420m to her death after her parachute malfunctioned over Barwon Heads.
The Kensington couple had just completed a nine-way formation and were free-falling when they exchanged a romantic kiss and flew away from each other to open their chutes.
“They had no idea the kiss would be their last,” Skydive City manager and co-owner Luke McWilliam said yesterday.
Ms Barnes, 24, the daughter of a British politician realised she was in trouble when her parachute malfunctioned and became entangled with her emergency chute.
Her 26-year-old boyfriend, a tandem master and world champion base jumper, could do nothing to help.
Mr McDougall, who works at Geelong-based Skydive City as a contract skydiver has made more than 5000 jumps, was yesterday trying to come to terms with Claire’s death.
“Chris is devastated,” said Mr McWilliam. “He was glad he was there and in particular that he kissed her goodbye, but nobody is happy about what has happened.”
“Some of the nine other jumpers were aware she was in distress and some weren’t, but her boyfriend realised she was in trouble and he landed with her, he was by her side.”
“She fought to free the main parachute from her and unfortunately it didn’t happen in time. She knew what was going to happen.”
Clare Barnes, daughter of Dennis MacShane, a British Foreign Office minister and Carol Barnes, a TV newsreader, met Mr McDougall through the skydiving world two years ago.
She planned to move to Australia to be with him.
Mr McWilliam said the nine-way formation was a special event designed to commemorate the talented skydiver’s 200th jump. He said she had jumped earlier in the day and repacked her own parachute, as do all experienced skydivers.
“She was in her normal happy, joyful mood,” Mr McWilliam said.
“She was probably the least experienced skydiver of the lot.”
An autopsy will be carried out today..
Last night her parents were due to fly to Melbourne with Claire’s brother James, 21, to make arrangements for her funeral.
In a statement issued through the Foreign Office, the family said: “She died as she lived, living at the edge of experience in a sport that gave her immense pleasure.”
A memorial service will be held at the centre, which has been closed as a mark of respect, some-time next week, Mr McWilliam said, The Civil Aviation Safety Authority and the Australian Parachute Federation are investigating the incident.
An Australian Parachute Federation safety officer returned to the scene yesterday where more equipment had been found.
Neil Cheney collected cutaway handles and the reserve ripcord from the Connewarre paddock where Clare landed.
“They will be very significant in the investigation,” he said. He told the Herald Sun the investigation had focused on Clare’s personal equipment because weather conditions were perfect for jumping.
Mr McWilliam yesterday defended his company against any wrongdoing and said it was unfair to blame the operation as being responsible for Claire’s death.
“It’s something beyond our control,” he said.
“We do everything possible to ensure people’s gear is well maintained and inspected before they go skydiving and that was the case here.”
Club Questions, Page 38.
Herald Sun 17/3/2004.
Makes you wonder
pol
P.O. BOX 144, DEAKIN WEST ACT 2600
Phone 02 6281 6830, fax 02 6285 3989
Email: [email protected] - Website: http://www.apf.asn.au/
INTERIM FATALITY REPORT
Date of Accident: l4 March 2004 Main: PD Sabre l20
Drop Zone: Barwon Heads, Vic Reserve: PD 126R
Sex: Female Harness/Container: Javelin JI
Experience 200 Jumps AAD fitted? Yes - CYPRESS expert
and "C" Licence RSL fitted? No
qualifications: Star Crest Jump Type: 9-way RW
Packer "B"
Age: 24 years; Cause of Death: Injuries sustained from
Time in sport: 2I/2 years impact.
BACKGROUND
The deceased was a current jumper taking part in a 9-way RW jump to celebrate her 200th jump. It was her second jump of the day, the previous descent having been performed with the same equipment and without incident. Information from her log books is that she had not previously experienced a
malfunction or cutaway.
THE JUMP
The jump proceeded normally and the participants commenced to track away at about 4000 ft. There is video footage of the RW phase but it does not keep the deceased in frame after break-off. The video until break-off showed nothing unusual with the jumper or her equipment. She demonstrates adequate freefall skills, height awareness and control throughout.
There was little visual recorded evidence following break-off. Two jumpers reported seeing what they believed to be either a pilot chute in tow, or a bag lock but were unsure of details. Ground based witnesses stated they saw the malfunction develop into some type of main/reserve entanglement that remained until impact. From the reports received investigators believe that the main deployment commenced as normal at about 3000 – 3500 ft.
Impact was feet first at high speed with both the main and reserve canopies out of their respective deployment bags but each incapable of inflating due to the excessive amount of entanglement of the lines and risers. The freebag and reserve bridle were observed to separate from equipment immediately prior to impact and were located approximately 9 metres from the deceased.
The cutaway and reserve handles were found some considerable distance away and downwind form the impact site leading to the conclusion that they had been activated (and dropped) at a normal height.
EQUIPMENT INSPECTION
The value of the evidence presented was greatly enhanced by the rigid adherence to APF scene preservation protocols by those first on the scene. The investigators were able to examine the equipment in the original state and remove the gear to a controlled environment.
Damage to the main pilot chute and the inverted position of the hockey-sack handle strongly indicate that the main, collapsible pilot chute was un-cocked at the time of deployment (see separate paragraph below). In this condition it would create insufficient drag and therefore be consistent with the reports of a pilot-chute in tow followed by bag lock, either of which could be experienced in this circumstance.
The Australian Parachute Federation exists to administer and represent Australian Sport Parachuting. We achieve this by promoting and maintaining a high level of safety and by
improving the standard of Sport Parachuting to encourage participation and experience in performance.
Additionally the kill-line which would normally be used during a pre-jump equipment check to confirm that the packed pilot-chute is cocked, was not the right length to show the tell-tale mark in the window on the bridle. Also, had it been properly cocked the mark was so faded as to be virtually unnoticeable.
The rig was also fitted with non- standard and incompatible risers to attach the main canopy to the harness. These risers were manufactured as Reverse 3-rings (see separate paragraph below).
Blue marks matching the main deployment bag were found on the reverse bridle and the two sets of lines were found irretrievably entangled and twisted.
The rubber bands used on the main deployment bag were mismatched, of varying age and condition, and one at least was an us\n suitable type being very large and strong. This band had been double wrapped around the line stow and, coupled with the low drag effect of the uncocked pilot-chute, was the probable cause of the bag lock. A segment of this rubber band was found still stowed around a line tight but broken away from the bag.
The Cypres automatic activation device (AAD) did fire but the nature of the cut loop, being unusually frayed at the cut, has led the investigators to believe that it was not cut while under tension from the main reserve. (A Javelin container, due to the positioning of the cutter, is one of the few rigs that will still result in a cut loop even after manual reserve deployment has occurred).
COLLAPSIBLE PILOT-CHUTES
Modern parachutes utilize a pilot-chute deployment device that “collapses” as the main parachute leaves its deployment bag and after the pilot-chute has done its job of pulling out the main parachute. This is to reduce the parasitic drag of the pilot-chute while flying under the fully deployed parachute. The collapse is effected by a kill-line running down the centre of the bridle which turns the pilot-chute inside out by pulling down the centre. The pilot-chute must be “cocked” by being pulled out at each repacked. The state of a collapsible pilot-chute cannot be directly checked after the parachute is packed but most rigs incorporate a small window on the pilot-chute bridle which should allow a view of a mark on the kill-line if the pilot-chute is properly cocked ready for the next jump.
REVERSE 3-RING RISERS
On a reverse 3-ring riser, the two rings attached to the riser are closest to the jumper’s body and when packed lie under the riser. In order for the risers to be released, either the pilot-chute or main canopy must exert enough drag to lift the riser rings away from the harness.
On a standard riser the two rings are built on the outside and can disengage more easily than on the reverse design.
The advantage of reverse risers is that hey are generally stronger (for the same sized webbing) since no hole needs to be punched through the riser for the locking loop to pass through to meet the cutaway release cable. The ring release problem is solved by attaching the main harness ring higher on the harness so the riser will come clear of the jumper’s shoulder.
PROBABLE SCENARIO
Following the pilot-chute in-tow/bag lock the deceased probably began normal emergency procedures consisting of pulling the cutaway handle followed by pulling the reserve handle.
Since these handles were found very close together it is reasonable to assume that they were thrown away or dropped from a similar height. Since they were located a considerable distance from the impact site it may also be assumed that they were pulled early (high) in the emergency sequence.
It is believed that the main/reserve entanglement resulted because the main failed to release when the cutaway handle was pulled. In a low drag situation (such as would occur with an uncocked pilot chute) it is reasonable to assume that the incompatible nature of the reserve risers would further contribute to the failure of the system to disengage the main canopy. If the deceased did not wait for main separation (or assist it by releasing the risers by hand) then the action of immediately pulling the reserve would have likely resulted in the entanglement. It would appear unlikely that the deceased delayed the reserve pull or tried manually to release the risers since if either had been attempted the cutaway and the reserve handles would need to be pulled separately and would have probably been found much further apart.
The descent speed was sufficient to trigger the Cyprus Expert AAD (which should have happened about 1000 ft) but the evidence strongly indicates that the reserve had already been deployed manually.
CONCLUSION
The poor packing discipline of using whatever line stow bands came to hand was the first link in this chain of events. Double stowing a very strong rubber band is never recommended and in this case almost certainly caused the bag lock.
The probable failure to cock the pilot-chute appears to be the second link in the chain. This could be caused by either inadequate packing discipline or a distraction while packing.
Since the kill-line mark would not show even under normal circumstances it is unlikely that this important check was part of the deceased’s pre-flight inspection. Failure to utilise this pre-flight check is the third link in the chain.
From here the initial problems were set in place, with the main parachute failing to deploy due to lack of drag from the pilot-chute which was unable to overcome the grip of the strong, double stowed rubber band.
The final equipment failure is the use of the non-standard reverse risers on a rig, which was not designed to use this style of release. Even a momentary hesitation in the release sequence would have been sufficient to entangle the reserve as it deployed.
It would appear that the lack of attention to equipment assembly, maintenance and packing may have all combined to produce this fatality. The fact that the deceased was a qualified Packer “B” entitled to pack main parachutes for students and other jumpers is a concern.
Individually, each link of this fatality chain has been repeatedly reported in published APF incident reports and if occurring in isolation may simply have led the jumper to dismiss the subsequent problem or malfunction as “just one of those things”. This fatality is an example of the classic “chain of events” when one failure leads to another, and so on to the tragic outcome. Perhaps even more tragically, if any one of the links in the chain had not occurred, the outcome may well have been different.
Safety officers should try to reinforce to all jumpers the lessons from this to try to prevent this kind of sequence recurring. This could be illustrated through the use of the “Reason Model” (available as an APF safety poster and from our web site) which illustrates how numerous safety layers concerning training and equipment can be put in place that can break such a chain of events.
Neil R. Cheney IA213,
Deputy ASO Victoria
HERALD SUN 17-3-2004
Natalie Sikora
and Cameron Smith
A MID-air kiss was the final goodbye for Melbourne skydiving couple Clare Barnes and Chris McDougall.
Just seconds later he watched in horror as his girlfriend of two years fell 420m to her death after her parachute malfunctioned over Barwon Heads.
The Kensington couple had just completed a nine-way formation and were free-falling when they exchanged a romantic kiss and flew away from each other to open their chutes.
“They had no idea the kiss would be their last,” Skydive City manager and co-owner Luke McWilliam said yesterday.
Ms Barnes, 24, the daughter of a British politician realised she was in trouble when her parachute malfunctioned and became entangled with her emergency chute.
Her 26-year-old boyfriend, a tandem master and world champion base jumper, could do nothing to help.
Mr McDougall, who works at Geelong-based Skydive City as a contract skydiver has made more than 5000 jumps, was yesterday trying to come to terms with Claire’s death.
“Chris is devastated,” said Mr McWilliam. “He was glad he was there and in particular that he kissed her goodbye, but nobody is happy about what has happened.”
“Some of the nine other jumpers were aware she was in distress and some weren’t, but her boyfriend realised she was in trouble and he landed with her, he was by her side.”
“She fought to free the main parachute from her and unfortunately it didn’t happen in time. She knew what was going to happen.”
Clare Barnes, daughter of Dennis MacShane, a British Foreign Office minister and Carol Barnes, a TV newsreader, met Mr McDougall through the skydiving world two years ago.
She planned to move to Australia to be with him.
Mr McWilliam said the nine-way formation was a special event designed to commemorate the talented skydiver’s 200th jump. He said she had jumped earlier in the day and repacked her own parachute, as do all experienced skydivers.
“She was in her normal happy, joyful mood,” Mr McWilliam said.
“She was probably the least experienced skydiver of the lot.”
An autopsy will be carried out today..
Last night her parents were due to fly to Melbourne with Claire’s brother James, 21, to make arrangements for her funeral.
In a statement issued through the Foreign Office, the family said: “She died as she lived, living at the edge of experience in a sport that gave her immense pleasure.”
A memorial service will be held at the centre, which has been closed as a mark of respect, some-time next week, Mr McWilliam said, The Civil Aviation Safety Authority and the Australian Parachute Federation are investigating the incident.
An Australian Parachute Federation safety officer returned to the scene yesterday where more equipment had been found.
Neil Cheney collected cutaway handles and the reserve ripcord from the Connewarre paddock where Clare landed.
“They will be very significant in the investigation,” he said. He told the Herald Sun the investigation had focused on Clare’s personal equipment because weather conditions were perfect for jumping.
Mr McWilliam yesterday defended his company against any wrongdoing and said it was unfair to blame the operation as being responsible for Claire’s death.“It’s something beyond our control,” he said.
“We do everything possible to ensure people’s gear is well maintained and inspected before they go skydiving and that was the case here.”
Club Questions, Page 38.
Herald Sun 17/3/2004.
Makes you wonder
pol
Bugsmasherdriverandjediknite
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Not at all buddy, having been in the industry and knowing that the jumper is ulitmately responsible for their own gear.
and it certainly doesnt excuse you for your deleated post.
and as for my opinion of you, refere to my deleated post.
W R.
and it certainly doesnt excuse you for your deleated post.
and as for my opinion of you, refere to my deleated post.
W
R.
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Gday Wiz
Not my doing, best talk to Woomera.
Take a closer look at the press release from the principal.
"We do everything possible to ensure people’s gear is well maintained and inspected before they go skydiving and that was the case here.”
All I have tried to do is create a safer flying environment for all airspace users in the area, its ok for you some thousands of miles away to be critical of my methods.
Thank goodness its all coming together coz Im sick of having my life put at risk by these income dominated people.
Have a safe and peaceful easter.
Cheers Q
Not my doing, best talk to Woomera.
Take a closer look at the press release from the principal.
"We do everything possible to ensure people’s gear is well maintained and inspected before they go skydiving and that was the case here.”
All I have tried to do is create a safer flying environment for all airspace users in the area, its ok for you some thousands of miles away to be critical of my methods.
Thank goodness its all coming together coz Im sick of having my life put at risk by these income dominated people.
Have a safe and peaceful easter.
Cheers Q
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Hi QNIM
Try as I may I cannot understand why anyone would try to protect the Skydive City operator as the fallout from the BAD PUBLICITY (and rightly earned) must be a concern to the honest operators with the reputation of the industry being tarnished.
But then, he isn’t worried about anyone else.
Rs480
PS. I just got a peek at a DIRT DARTS logbook with dodgy entries (before it was forwarded to CASA) apparently signed at B.H. word is a couple of hundred will see you right.
Try as I may I cannot understand why anyone would try to protect the Skydive City operator as the fallout from the BAD PUBLICITY (and rightly earned) must be a concern to the honest operators with the reputation of the industry being tarnished.
But then, he isn’t worried about anyone else.
Rs480
PS. I just got a peek at a DIRT DARTS logbook with dodgy entries (before it was forwarded to CASA) apparently signed at B.H. word is a couple of hundred will see you right.
I don't want to be the best pilot in the world - Just the oldest
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PS. I just got a peek at a DIRT DARTS logbook with dodgy entries (before it was forwarded to CASA)
Perhaps you would care to expand for the benefit of those of us here who have just a little more than fleeting experience with skydiving and the APF as to why someone's log book was being sent to CASA. Unless things have changed greatly over the past couple of years, any incidents, accidents or disciplinary matters are dealt with by the relevant State Council or national body of the APF.
Me thinks your comment is intended to little more than incite hostilities against BH. Signed by who at BH you say. Well guess what, any licensed skydiver on the load, the pilot of the aircraft or an instructor can sign a skydivers log.
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Islander Jock
Who is carrying out the investigation into the operations at B.H. CASA not the APF.
Could be that CASA wanted the logbook to give it to the CORONER.
SIGNATURES ONLY the section for the rating or endorsement WAS BLANK.
Now do tell who signs for the packer “B” qualification any licensed skydiver on the load, the pilot of the aircraft or an instructor?
From what I read a few posts earlier Neil R. Cheney IA213 Deputy ASO Victoria seems more than a little concerned about qualifications and from the logbook I saw rightly so.
You may have a little more than fleeting experience with skydiving but no matter how much you and the the wizard of auz flap your gums it will not erase the problems these people have or the signatures from the page.
Rs480
Who is carrying out the investigation into the operations at B.H. CASA not the APF.
Could be that CASA wanted the logbook to give it to the CORONER.
SIGNATURES ONLY the section for the rating or endorsement WAS BLANK.
Now do tell who signs for the packer “B” qualification any licensed skydiver on the load, the pilot of the aircraft or an instructor?
From what I read a few posts earlier Neil R. Cheney IA213 Deputy ASO Victoria seems more than a little concerned about qualifications and from the logbook I saw rightly so.
You may have a little more than fleeting experience with skydiving but no matter how much you and the the wizard of auz flap your gums it will not erase the problems these people have or the signatures from the page.
Rs480
Bugsmasherdriverandjediknite
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rs480, if you had of read my post before it was deleted, you would have seen I was not defending the said club, or for that matter anyone in it, I was defending the deceased ladies right for a bit of dignity. What your mate QNIM (you post just like him/her, could you be the same person???)had to say on the subject, was of little relevance and a disgusting use of an unfortunate accident and death of a person to try and justify his/her constant trivial dribble. I doubt very much either of you have a clue and I won't be decending to the level of ********, like you pair, to "flap my gums" about this subject with either of you.
I really hope you both get what is coming to you soon (and I believe it is coming) and I can assure you it won,t be a medal to pin on your pigeon like chest.
I really hope you both get what is coming to you soon (and I believe it is coming) and I can assure you it won,t be a medal to pin on your pigeon like chest.
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Wiz,
I have a great deal of respect for your posts as most I have read have been well respected and often educational.
There fore I say well said in your last post.
I have made a few posts to the original topic here a while back but realised after a short time who we are really dealing with here. These two individuals are the random spinoffs in the aviation industry most of us hope never to meet.
It really does upset me to see them using this as a lever.
R.I.P girl. You were loving life to the fullest.
Hey D. My thoughts go to you buddy. Will catch you again soon I'm sure.
I have a great deal of respect for your posts as most I have read have been well respected and often educational.
There fore I say well said in your last post.
I have made a few posts to the original topic here a while back but realised after a short time who we are really dealing with here. These two individuals are the random spinoffs in the aviation industry most of us hope never to meet.
It really does upset me to see them using this as a lever.
R.I.P girl. You were loving life to the fullest.
Hey D. My thoughts go to you buddy. Will catch you again soon I'm sure.
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How thick are you clowns?
There is every chance the woman would be alive now if: -
She had been trained properly
She had been advised of the incompatible gear in her rig
She had been supplied the suitable rubber bands
She had her equipment checked prior to the jump (which was supposed to have happened according to the operator)
READ THE APF ACCIDENT REPORT
THIS TRADGEDY COULD HAVE BEEN AVOIDED
Rs480
PS. Your right I wont be receiving a medal, as I will not be flying a drop aircraft.
There is every chance the woman would be alive now if: -
She had been trained properly
She had been advised of the incompatible gear in her rig
She had been supplied the suitable rubber bands
She had her equipment checked prior to the jump (which was supposed to have happened according to the operator)
READ THE APF ACCIDENT REPORT
THIS TRADGEDY COULD HAVE BEEN AVOIDED
Rs480
PS. Your right I wont be receiving a medal, as I will not be flying a drop aircraft.
I don't want to be the best pilot in the world - Just the oldest
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RS480,
You raise some valid points but from my experience there is nothing to suggest that the training or level of supervision she received woud be vastly different at another DZ. Using incompatable risers 8 years ago left me with a smashed ankle and 8 weeks in hospital but I do not blame the INSTRUCTOR who gave them to me, or the DZ for allowing it to happen. Rather I, like this poor lass, was an experienced skydiver and made a change to my system without properly assessing the risk or asking for advice. If this type of procedural fault can occur perhaps it identifies a fault with the APF licencing, and supervision requirements rather than with the individual DZs.
If it was known that the riser configuration was so dangerous then I'd suggest the APF would have issued a Rigging Advisory Circular (RAC) about it. I don't know if any such RAC was issued, do you?
wrt your points about rubber bands and checking. As a C license holder there was absoloutely no requirement for her packing to be supervised so no one either with or without authority on the DZ would necessarily noticed double stowing of the suspension lines. A gear check for a jumper is usually confined to to a reserve pin check prior to boarding the aircraft and the exit again, not necessarily by an instructor.
It is indeed sad that some people here are needlessly jumping on this tragedy to peddle their own agendas
You raise some valid points but from my experience there is nothing to suggest that the training or level of supervision she received woud be vastly different at another DZ. Using incompatable risers 8 years ago left me with a smashed ankle and 8 weeks in hospital but I do not blame the INSTRUCTOR who gave them to me, or the DZ for allowing it to happen. Rather I, like this poor lass, was an experienced skydiver and made a change to my system without properly assessing the risk or asking for advice. If this type of procedural fault can occur perhaps it identifies a fault with the APF licencing, and supervision requirements rather than with the individual DZs.
If it was known that the riser configuration was so dangerous then I'd suggest the APF would have issued a Rigging Advisory Circular (RAC) about it. I don't know if any such RAC was issued, do you?
wrt your points about rubber bands and checking. As a C license holder there was absoloutely no requirement for her packing to be supervised so no one either with or without authority on the DZ would necessarily noticed double stowing of the suspension lines. A gear check for a jumper is usually confined to to a reserve pin check prior to boarding the aircraft and the exit again, not necessarily by an instructor.
It is indeed sad that some people here are needlessly jumping on this tragedy to peddle their own agendas
Last edited by Islander Jock; 12th Apr 2004 at 07:40.
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Islander Jock
Just a few points
I agree with you if there is a problem with reverse risers and apparently that is the case the APF should have issued a Rigging Advisory Circular (RAC)
1/ The woman was reported to be a class “B” packer the APF RAC No 215rev C states mating of components from different manufactures may be made by a packer “A” and any question of strength, operation or compatibility must be resolved by a packer “A”.
One must ask was this the case here?
2/ AS for the rubber bands this is on the APF web site
by John Sherman
It has become apparent to me that despite the problems in the past with out-of-sequence openings among other things, that people haven't learned that rubber bands break for a reason. The U.S. Government spent a lot of money developing a specification for parachute stow bands. In my 35 years in the sport I have never found an acceptable substitute.
You might find a product which will work most of the time and which might seem to solve your breakage problem. But don't count on it working every time in every situation. If you think about it, you might ask why someone hasn't previously come up with a more durable product. It's such a simple matter, a stronger rubber band, and there are a lot of smart people who have come before us ...
I remember the “red” rubber band that was popular for a while in the 70's. They ended up melting and sticking to the grommets. I remember the Buna "N" "O" rings. They “spit” lines. I remember the Type 17 riser problem that was traced to a non-Mil. Spec stow band. If you haven’t had a bag lock due to one of these “unbreakable” stow bands – you probably will. I have witnessed three baglock/cutaways that are directly attributable to “bands that would not break.”
Consider this; parachute system designers develop components based upon the characteristics of the stow band. This is a fact. I know, as that is what I do for a living, and have been doing it for over 30 years. I strongly advise all parachutists to use only Mil Spec. rubber stow bands. To use anything else can and will compromise your system.
The really good aspect of all of this is that Mil. Spec. rubber bands cost considerably less than all of the new-fangled substitutes.
Who supplied the mismatched rubber bands of varying age and condition, with one at least being an unsuitable type being very large and strong?
3/ Why would the operator state the equipment was inspected if it was not required?
4/ Unfortunately sometimes it takes a tragedy to highlight the downfalls of ignoring safety and the following excerpt from the INTERIM FATALITY REPORT is wise advice.
Safety officers should try to reinforce to all jumpers the lessons from this to try to prevent this kind of sequence recurring. This could be illustrated through the use of the “Reason Model” (available as an APF safety poster and from our web site) which illustrates how numerous safety layers concerning training and equipment can be put in place that can break such a chain of events.
The only agenda is SAFETY
rs480
Just a few points
I agree with you if there is a problem with reverse risers and apparently that is the case the APF should have issued a Rigging Advisory Circular (RAC)
1/ The woman was reported to be a class “B” packer the APF RAC No 215rev C states mating of components from different manufactures may be made by a packer “A” and any question of strength, operation or compatibility must be resolved by a packer “A”.
One must ask was this the case here?
2/ AS for the rubber bands this is on the APF web site
by John Sherman
It has become apparent to me that despite the problems in the past with out-of-sequence openings among other things, that people haven't learned that rubber bands break for a reason. The U.S. Government spent a lot of money developing a specification for parachute stow bands. In my 35 years in the sport I have never found an acceptable substitute.
You might find a product which will work most of the time and which might seem to solve your breakage problem. But don't count on it working every time in every situation. If you think about it, you might ask why someone hasn't previously come up with a more durable product. It's such a simple matter, a stronger rubber band, and there are a lot of smart people who have come before us ...
I remember the “red” rubber band that was popular for a while in the 70's. They ended up melting and sticking to the grommets. I remember the Buna "N" "O" rings. They “spit” lines. I remember the Type 17 riser problem that was traced to a non-Mil. Spec stow band. If you haven’t had a bag lock due to one of these “unbreakable” stow bands – you probably will. I have witnessed three baglock/cutaways that are directly attributable to “bands that would not break.”
Consider this; parachute system designers develop components based upon the characteristics of the stow band. This is a fact. I know, as that is what I do for a living, and have been doing it for over 30 years. I strongly advise all parachutists to use only Mil Spec. rubber stow bands. To use anything else can and will compromise your system.
The really good aspect of all of this is that Mil. Spec. rubber bands cost considerably less than all of the new-fangled substitutes.
Who supplied the mismatched rubber bands of varying age and condition, with one at least being an unsuitable type being very large and strong?
3/ Why would the operator state the equipment was inspected if it was not required?
4/ Unfortunately sometimes it takes a tragedy to highlight the downfalls of ignoring safety and the following excerpt from the INTERIM FATALITY REPORT is wise advice.
Safety officers should try to reinforce to all jumpers the lessons from this to try to prevent this kind of sequence recurring. This could be illustrated through the use of the “Reason Model” (available as an APF safety poster and from our web site) which illustrates how numerous safety layers concerning training and equipment can be put in place that can break such a chain of events.
The only agenda is SAFETY
rs480
I don't want to be the best pilot in the world - Just the oldest
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RS480,
In reply to your post, the skydiver was a packer B and yes a packer A does rate equipment as airworthy. But for this to occur the packer A would have had to been made aware of the change to the system by the skydiver concerned. She, unfortunately appears not to have done this.
As for the rubber bands, as the DZ provides both tandem and sport jumps, both types of bands would have been available and of the correct spec. It would appear that she used the wrong type of band and as a packer B she would have been aware of the difference between the types.
In relation to the pre jump equipment inspection, as I said previously, this would be a pre jump pin check only.
You are quite right when you say that it takes a tragedy such as this to highlight any downfalls in safety however in this case it seems the jumper ignored the safety aspects, not the operator.
Finally, I have just had a detailed and lengthy discussion with the National Director of Safety who is very concerned regarding your assertion that:
If you are truly concerned and not just tyring to stir more sh*t then he would be obliged if you will contact him directly. As you appear to have a good grasp on the APF website, you will have no trouble finding his details.
As an experienced pilot I think it would serve all of us (both skydivers and pilots) if you would address your alleged findings with the relevant authority concerned so that the matter can be cleared up without heresay and ambiguity, if your allegations are indeed correct.
In reply to your post, the skydiver was a packer B and yes a packer A does rate equipment as airworthy. But for this to occur the packer A would have had to been made aware of the change to the system by the skydiver concerned. She, unfortunately appears not to have done this.
As for the rubber bands, as the DZ provides both tandem and sport jumps, both types of bands would have been available and of the correct spec. It would appear that she used the wrong type of band and as a packer B she would have been aware of the difference between the types.
In relation to the pre jump equipment inspection, as I said previously, this would be a pre jump pin check only.
You are quite right when you say that it takes a tragedy such as this to highlight any downfalls in safety however in this case it seems the jumper ignored the safety aspects, not the operator.
Finally, I have just had a detailed and lengthy discussion with the National Director of Safety who is very concerned regarding your assertion that:
PS. I just got a peek at a DIRT DARTS logbook with dodgy entries (before it was forwarded to CASA) apparently signed at B.H. word is a couple of hundred will see you right.
As an experienced pilot I think it would serve all of us (both skydivers and pilots) if you would address your alleged findings with the relevant authority concerned so that the matter can be cleared up without heresay and ambiguity, if your allegations are indeed correct.
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The Geelong Advertiser today.
Sky dive charges
The CASA investigation has ended in charges.
Wednesday, April 14
NATALIE STAAKS
SKYDIVE City operator Luke McWilliam has been charged by Australia's aviation watchdog with breaching safety regulations.
The operator of the Barwon Heads business faces 21 charges filed by the Civil Aviation Safety Authority.
The Commonwealth Director of Public Prosecutions has confirmed Mr McWilliam was due to appear in Geelong Magistrates' Court on May 14.
Mr McWilliam yesterday said he did not know the full extent of the charges but intended to fight them.
CASA has been investigating alleged safety breaches by SkyDive City for more than two years.
CASA spokesman Peter Gibson said the bulk of the charges, filed under the Civil Aviation Regulations 1988, related to dropping parachutists through clouds.
One charge related to having unauthorised equipment on board an aircraft.
Each proven charge attracts a fine of up to $2500.
Mr McWilliam said he welcomed the chance to defend his business operations in court.
``The investigation has gone on for three years. We did 2000 plane loads last year, that's 20,000 drops so we're talking about .01 per cent of our drops,'' he said of the 20 cloud-dropping charges.
``From our point of view it's closure, we can defend the charges openly now.
``I think we will be able to prove we've been very careful.''
South Barwon MP Michael Crutchfield has previously told Parliament of his concerns with the operation of SkyDive City.
Yesterday Mr Crutchfield said it was now a matter for the court.
``There is a procedure to go through and I think that everyone would hope for a resolution soon,'' he said.
Sky dive charges
The CASA investigation has ended in charges.
Wednesday, April 14
NATALIE STAAKS
SKYDIVE City operator Luke McWilliam has been charged by Australia's aviation watchdog with breaching safety regulations.
The operator of the Barwon Heads business faces 21 charges filed by the Civil Aviation Safety Authority.
The Commonwealth Director of Public Prosecutions has confirmed Mr McWilliam was due to appear in Geelong Magistrates' Court on May 14.
Mr McWilliam yesterday said he did not know the full extent of the charges but intended to fight them.
CASA has been investigating alleged safety breaches by SkyDive City for more than two years.
CASA spokesman Peter Gibson said the bulk of the charges, filed under the Civil Aviation Regulations 1988, related to dropping parachutists through clouds.
One charge related to having unauthorised equipment on board an aircraft.
Each proven charge attracts a fine of up to $2500.
Mr McWilliam said he welcomed the chance to defend his business operations in court.
``The investigation has gone on for three years. We did 2000 plane loads last year, that's 20,000 drops so we're talking about .01 per cent of our drops,'' he said of the 20 cloud-dropping charges.
``From our point of view it's closure, we can defend the charges openly now.
``I think we will be able to prove we've been very careful.''
South Barwon MP Michael Crutchfield has previously told Parliament of his concerns with the operation of SkyDive City.
Yesterday Mr Crutchfield said it was now a matter for the court.
``There is a procedure to go through and I think that everyone would hope for a resolution soon,'' he said.
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Hey wiz
Looks like your statement
“I really hope you both get what is coming to you soon (and I believe it is coming) and I can assure you it won’t be a medal to pin on your pigeon like chest” was nearly right.
You only got the recipient and the timing wrong but CASA got it right.
Hi QNIM
You know what the last time I wanted to get rid of a wiz I just flushed.
Cheers
Rs480
Looks like your statement
“I really hope you both get what is coming to you soon (and I believe it is coming) and I can assure you it won’t be a medal to pin on your pigeon like chest” was nearly right.
You only got the recipient and the timing wrong but CASA got it right.
Hi QNIM
You know what the last time I wanted to get rid of a wiz I just flushed.
Cheers
Rs480
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Gday All
A little more balanced report from the Herald Sun
Skydiving firm faces charges
Milanda Rout
14apr04
THE skydiving company linked to the death of British parachutist Clare Barnes last month has been charged with more than 20 breaches of safety regulations.
The charges are not related to her death, but are the culmination of a separate 30-month inquiry into Skydive City by the Civil Aviation Safety Authority.
The charges have been issued by the federal Department of Public Prosecutions against club operator Luke McWilliam and relate to alleged violations of CASA regulations on parachute jumps.
A CASA spokesman said Mr McWilliam would face the charges at a preliminary hearing at Geelong Magistrates' Court on May 14.
He said the matter concerned alleged breaches of CASA regulations that specify how and when operators must conduct skydives.
It is believed some of the charges relate to the operator allegedly allowing parachutists to jump through clouds.
CASA raided the operator's Barwon airport base late last year, carrying out safety checks on light aircraft and seizing a number of items before taking formal action this month.
The charges come just a month after Ms Barnes, daughter of British Government minister Denis MacShane and English TV newsreader Carol Barnes, plunged to her death while skydiving with the club.
The Australian Parachute Federation's interim report into the accident found poor gear maintenance and incorrect packing of the parachutes were the likely cause of the 24-year-old's death.
The report said Ms Barnes was likely to have packed her equipment herself.
South Barwon MP Michael Crutchfield warned of the club's safety record in State Parliament 10 days before Ms Barnes' fatal accident.
He told Parliament that "someone is going to be killed" because of the long-term safety issues with the club.
Mr McWilliam yesterday said his solicitor had received the charges, but he had personally not seen them.
But he welcomed the charges, saying he wanted closure on the matter.
He said the investigation was politically motivated and that the allegations were not true.
And a little more the Today Tonight program channel 7 showed people dropping through cloud and the principle denying it had had occurded.
Can't wait for this to be heard in court
Cheers Q
A little more balanced report from the Herald Sun
Skydiving firm faces charges
Milanda Rout
14apr04
THE skydiving company linked to the death of British parachutist Clare Barnes last month has been charged with more than 20 breaches of safety regulations.
The charges are not related to her death, but are the culmination of a separate 30-month inquiry into Skydive City by the Civil Aviation Safety Authority.
The charges have been issued by the federal Department of Public Prosecutions against club operator Luke McWilliam and relate to alleged violations of CASA regulations on parachute jumps.
A CASA spokesman said Mr McWilliam would face the charges at a preliminary hearing at Geelong Magistrates' Court on May 14.
He said the matter concerned alleged breaches of CASA regulations that specify how and when operators must conduct skydives.
It is believed some of the charges relate to the operator allegedly allowing parachutists to jump through clouds.
CASA raided the operator's Barwon airport base late last year, carrying out safety checks on light aircraft and seizing a number of items before taking formal action this month.
The charges come just a month after Ms Barnes, daughter of British Government minister Denis MacShane and English TV newsreader Carol Barnes, plunged to her death while skydiving with the club.
The Australian Parachute Federation's interim report into the accident found poor gear maintenance and incorrect packing of the parachutes were the likely cause of the 24-year-old's death.
The report said Ms Barnes was likely to have packed her equipment herself.
South Barwon MP Michael Crutchfield warned of the club's safety record in State Parliament 10 days before Ms Barnes' fatal accident.
He told Parliament that "someone is going to be killed" because of the long-term safety issues with the club.
Mr McWilliam yesterday said his solicitor had received the charges, but he had personally not seen them.
But he welcomed the charges, saying he wanted closure on the matter.
He said the investigation was politically motivated and that the allegations were not true.
And a little more the Today Tonight program channel 7 showed people dropping through cloud and the principle denying it had had occurded.
Can't wait for this to be heard in court
Cheers Q
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I saw the today tonight section regarding Skydive City, it was quite ammusing a buch of ****** private pilots whinging and a tosser skydive operator defending him self.
Cant we just leave this thred untill the court case...
If it took CASA 30 months to finally take Luke McWilliam to court it means that CASA are a bunch of useless pricks or Skydive city isnt really that bad compared with other DZ'S.... Who knows and cant we leave it till 14th of may with a new thread.. PLZ
Cant we just leave this thred untill the court case...
If it took CASA 30 months to finally take Luke McWilliam to court it means that CASA are a bunch of useless pricks or Skydive city isnt really that bad compared with other DZ'S.... Who knows and cant we leave it till 14th of may with a new thread.. PLZ
