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The airport elevation is m, but we are still climbing to m above the ground level. The weather is nice, I am curious how will fly my JVX66 at this elevation, but I find out very soon that it actually doesn't feel as such a big difference. The beautiful view over the mountains is filling me up with energy and good mood as everybody who is jumping here.

The boogie has a really nice mood and people just seem to be happy! Next day we want to start swooping the mountains, but the wind is kind of strong, so the mountain is closed for non-crossbraced canopies. That happens the next day, nice no wind conditions in the morning and we all go together with leader of our group Tim Porter. Tim shows me some pictures of the valley we should fly in and warns me that may be I will have to go in front of him with my little canopy and have to land first, so I really make sure I can recognize the landing area and our way to go in the mountains.

I look out of the plane and it looks kind of crazy, mountains everywhere, I exit second right after Tim, pull, nice straight opening feels good and try to fly as slow as possible to stay with the group. All works fine, Tim is a perfect leader and I follow him, not as low and deep for the first one I am being more on a safe side and little conservative. The view is amazing! I am approaching the landing area next to the fuel station and I finally understand the recommendation written in big letters on the manifest trailer: Next jump we cant do anything else than swoop the mountain again, we are able to go on our own after the first run, so I am leading my group this time.

Lets make it challenging! Little bit of headdown coaching for Patrick and Rolf, jump pack, jump pack and the day is done. I feel so good! Next day I wake up and the weather is perfect again, as always Patrick is already awake and starts screaming: After few jumps my friends are teling me it is too hot and they are getting tired from my drilling and that they will take me to a nice river and we will swim and have some fun on the 2D level. About an hour of drive we are there. Than it comes, I see the bridge we are going to jump!

It is incredibly dangerous-looking crazy bridge. I was told that everybody jumps there, but I actually see down there hundreds of people sunbathing on the stones but nobody is jumping at all. The lowest altitude I have ever jumped was feeling like the biggest adrenaline in my life! No main parachute, no reserve, just crazy! I am totally amazed by this crazy feeling and I must do it again.

After 2 jumps I feel totally drugged with adrenaline and we drive back to the dropzone! I thank you again my bridge coaches for this perfect experience ;. It seems like my stay in Switzerland is just every day getting better and better and next day is my freestyle day. Tim comes to me: That was my best jump of the year, not only the freefall part of it was completely perfect, but also my landing and the final turn was so nice! As everything nice also the Mountaing Gravity boogie passed quick, next couple of days of freeflying, swooping the mountain and sunbathing went by and all of a sudden I have to go back home and teach another First Solo Jump class in Prague straight next day At the end of the story I would like to thank to everybody for nice jumps during the boogie, great dropzone organisation and a lot of fun.

I hope to see you soon somewhere in the air guys, by than you are welcome to come and fly with me in Prague! First of all you have to go through little bit of paper work in order to be able to jump here! The drop zone is mostly tandem factory, but it also offers some slots for sport skydivers. Local staff is very helpful providing all important information about the airspace, landing area and rules for fun jumpers. You have to fill in easy online registration, pay 75 NZD and it is done. This biggest suprprises here were several special safety requirements. When the airplane climbes above 1 ft everybody can adjust according to the exit order.

Due to another incident, fatal landing in the lake on a windy day, everybody has to wear a life jacktet on every single jump. The drop zone elevation is 1 ft above the mean sea level and the first pass is usually 12 ft above the ground level. You can get here without any special requirements. If you want to go higher than that, you must be breathing an external oxygen.

The higher altitude pass is 15 ft and if you are fit you won't be struggling from hypoxia yet, even without the extra oxygen, but the rules are the rules! And as you can see, there are many rules around here! Once you get through the inicial registration, exit weight check, put on a life jacket under your parachute and pass the high altitude test, you are ready to jump as much as you want!

Unfortunatelly you can't find many sport skydivers here, because everybody around here is either tandem master, camera flyer or an AFF student! Sightseeing flight in a smaller sport plane is way different from a big airliner and it is definitelly an experience you shouldnt miss! We offer you super nice view from bird eye perspective. Even places you know pretty well will fascinate you once again.

Places you have not visited yet will take your breath! It is only up to you, where do you want to fly.

FUN FLIGHT

I would recommend you a nice sightseeing flight over Prague, some little castles as Konopiste, or water reservoir Orlik. If you are up to flying even little bit further, you will surely appreciate a flight to the Alps, or romantic trip to a little island in the southwest part of Baltic sea. Sightseeing flight is also a perfect 3-dimensional gift for your friends or family. Nobody will forget about such a strong emotional experience! And you can fly all together, so it will be a pleasure for you as well ;. Just think about where you want to fly and how many people would you like to bring with you and schedule your flight!

Have you already tried a sightseeing flight and are you looking for something even more extreme? The Aero L Albatros was produced in large numbers by the Factories of Aero Vodochody, the worlds largest producer of military training aircraft. Apart from the popular L Albatros, Aero Vodochody has also built its predecessor, the L Delfin and its successor, the ground attack aircraft L Alca.

The Albatros is however still used in many airforces as an attack aircraft for air to ground support missions or as a tactical reconnaissance aircraft. The most amazing fact about this jet is, that with us you can fly this military training aircraft as a civil person, no need to be a part of the military!

We are very proud to have our customers flown by the test pilots of this aircraft manufacturer in their own aircraft. These Aero test pilots are amongst the best and know their aircraft like nobody else in the world. And even after thousands of hours, they still enjoy every flight in their jets - you will feel it! The L impresses with good maneuverability and excellent visibility from both seats in the cockpit, you will see!

Very good performance at sub sonic speeds make the L jet the ideal aircraft to experience a cost effective flight in a real fighter aircraft. Do you feel like fighter jet aerobatic experience may be little bit too much for you? Few months earlier, Partnership coordinator of 11Eleven Project asked me to participate in a world collaborative documentary, highlighting different ways of life around the world. He was looking for willing pilots, skydivers and just general people of the sky to contribute.

I work as a skydiving instructor, pilot and wind tunnel coach. When I started thinking what to do for that special day, I wanted to do something that would be really nice and extreme, but not only for most of the people but for me as well ;. As a result I decided to use this project as a perfect opportunity to show people, how can you spend time in the airspace over Czech republic and fly your body in different ways And except for the activities that are on my list to do almost every day I decided to use this special day and fulfil one of my biggest dreams, to fly a jet aircraft!

The Aero L Albatros was produced in large numbers by the Factories of Aero Vodochody, the worlds largest producer of military training aircraft and it is used as an agile jet trainer, tactical reconnaissance aircraft and light ground support fighter. I was visiting pilots for about month and studying checklists, sitting in the plane for couple of hours just going through all the instruments and trying to adjust the seat to find out if I am not too small for it, but everything seemed to be ok!

The biggest possible risk was the weather. In the morning when I wake up, everything outside was just fog, fog, definitely not bluesky… but the forecast was good for the afternoon, so we were waiting and imediatelly as the mist dissapeared and the sun showed up, we started the operation! I was so happy, excited and curious! My first time in the jet fighter, woow!! In the next few minutes we are taxiing, taking off, doing some crazy aerobatics, than we fly to meet another airplane in the air to do couple of pictures, and it is time to fly home. I ask test pilot Vlada for inverted flight: Let me do one more looping on my own!

Just couple of pictures with the jet for sponsors and we are good to go skydive. Friend of mine flew in with his little Cessna , I take my rig and here comes another crazy feeling for me. I just flew the jet few minutes ago and I am all high with the adrenaline, I am too excited and to be honest my brain is still flying inverted in the aerobatics airspace. But the sun is getting down and we have to go now. So I double check everything and again and again, try to concentrate my distracted mind on that skydive and I am taking off again, this time in a small Cessna with one of the fastest and smallest parachutes all over the world on my back, the Daedalus JVX I am trying to concentrate as much as I can.

Everybody is watching, the pilots think I am crazy! It turned out into a beautiful sunset jump! I can even make it to my trampoline training. It is 19,00h and I start feeling little bit tired! I start stretching before the training and than quickly film couple of flips and trampoline moves, I cant stay too long, because I want to make it to the final part of today's program!

When we arrive at the windtunnel in Prague it is already dark, but just being there wakes me up! Nice staff guys are not even angry that I want to fly again that late and we go fly! We are the last flyers of the day.


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I booked just 10minutes of sport flying, I think for today it is way more than enough! I have plenty of time to practice some of my freestyle moves and enjoy the 3Dfreedom of the flight at the end of the day! Super nice and intense day! I am pretty tired now, but I have to do something like that again! At the end of my report I would like to thank very much to all of the sponsors of my project and people who helped to make everything work! Do you want to stay at home, eat sweets and visit relatives or fly to sunny Spain and jump over the beach on one of the biggest dropzones in Europe with extreme The choice is up to you.

Book your coaching jumps at rosina extreme How does the Camp Work? You will be rotating with up to 2 other flyers. This will give you enough time to relax between your flights and debrief every flight with your coach! The total cost of the camp includes tunnel time, coaching, preparation, debrief and video, accomodation and transport to the wind tunnel. The camp starts at approximately 10 a. During the day, you can expect to spend your time before the session preparing and talking through technique and theory.

You will be spending all of your time in the tunnel with an experienced coach. This enables you to have the most effective learning available. After each flight, you can see your flight on the screen next to the flight chamber, at the end of the flying session we will debrief with video, talking about good things from the session and improvements for the next.

In the evening we can go for a little bit of sightseeing in Prague and taste the czech beer! We are able to customize camps to any skill level, we can organise a camp that suits your needs and flying abilities. For more info about the best deals on tunnel time, go to www. Enjoy the great video edit from Jens and schedule your own flight at fighterjet extreme And even after thousands of hours, they still enjoy every flight in their jets, you will feel it!

Special thanks to Jens from Sweden, who send us this great video edit! Check out the view from one of our customers and schedule your own fighter jet adventure at fighterjet extreme EXTREME 66 was there representing Czech Technical University and the Department of Air Transport in order to inform public about the poor situation in education for high performance canopy pilots and the reality of the most dangerous discipline in skydiving - swooping or so called high performance canopy piloting! You can download the presentatio n describing the essential points of our research.

Help us increase the safety of our sport, support life important research and stop unnecesary incidents! All the contributions will be used in order to improve our education program for increasing safety at the airports! Check out the video report from one of the biggest skydiving events of ! Helicoper Mi-8, Turbolet L, balloon jumps and more ;. Once I made such a resolution that if I would fly with a parachute on my back while piloting, then I would also jump with it just to know what to pull in case of emergency. This changed an email with a solo jump training offer from Rosina, my previous lector within my studies at the Czech Technical University, field of study Professional Pilot.

Theoretical training took place on Friday's afternoon in a small cafe in centre of Prague, but only me and one of the girls showed up. Then we started with important steps of the jump and concentrated more on the part about solution of extreme situations. After passing the theoretical training we met the next day on the railway station Praha-Holesovice, target destination: On this airport we were going to finish our ground training and then jump from Cessna On the airport in Ceska Lipa we passed the ground training, i.

I was hanging in the parachute rig on the tree practicing how to cutaway the main parachute and pull the reserve one. Eventually we practiced several jumps out of the plane just with the plane standing on the solid ground. During the next week I had a phonecall from Rosina, we were going to jump in Pribram this time from L and I got a mission to accomplish — get a car. We were taking off from the Letnany airport enjoying the beautiful morning view of Prague. After a while we arrived to Pribram. Just on time as preparations for jumps with parachutes were going on, with two Turbolet L aircrafts getting ready to fly.

We booked for load no. Rosina was reviewing my knowledge of each single step of the jump, of emergency situations and I repeatedly jumped out of the plane on the ground. We were checking each other's parachutes and trying the exits for the last time on the ground. Then I realised this would be the first plane which I wouldn't land in. Turbolet was like an escalator and I could observe on my altimeter how we were rising up, passing m which is a critical altitude, in case of plane's failure skydivers has to jump out and open the reserve parachutes directly , then I released my seatbelts and the indicator on altimeter was getting closer and closer to 1 m.

The skydiver sitting next to the door just opened it. Sitting without seatbelts fastened watching 1 m from yourself a hole leading to 1,5 km of air is a really paralising feeling. Meanwhile another man left the plane, I stood up, put my right leg on a door-step, leaving all my feelings on a seat. It's an awsome feeling to be hanging in the air, having the ground below your feet.

I had enough time to try different type of turns and the most important thing — the flare I will need for nice and smooth landing. During the flight I was staying above the airport, checking the altimeter, and in m I started to prepare for the landing pattern, in m I started flying downwind, around m I turn on baseleg, the ground starts getting closer faster than in 1 km, m — final turn and below m as a student I am not allowed to do more turns. I found out that I'll be little short but there was still a huge flat grassy area behind me and ahead of me, in about 5m I started pulling the toggles and then landed to slight run on my feet , some people were trying to scare me before with some notes about hard impacts, but I would easily compare this landing to the jump from two steps while running.

Then I took off my helmet and was trying to take whole parachute and don't entangle it at the same time , full of adrenaline I went to the wind sock, Rosina was also coming to me after filming my landing and asking how I felt. This time pilot forgot about us little bit and we jumped from 1 m, where it felt little bit colder. All the jump passed as same well as the first one. We packed our stuff and then we boarded our plane and flew back home. This flight was also without problems, we landed this time without using parachutes back in Letnany.

To sum up my whole training, it was a great experience and an unforgetable adventure. I overcame the extended myth around pilots, that skydiving is misuse of a rescue equipment and that it is the same as taking shower with the fire-extinguisher. Stepan was so excited about his first jump, that he also did a video cut with his song he mentioned in the article, check it out!

OUTDOOR SKYDIVING

She specializes in architecture, public space, land-art, paintings, graphics and other "on the ground" topics. Contact Vendy for more art projects at: Buzz buzz buzzzzzzzz ….. My alarm wakes me, looking to the window I see that the sky is still moon lit…. Then I remember The Balloon! Assembly beings under head lights of our vehicles, the burners are attached to the baskets and tested releasing a almighty roar!!

Spitting fire into the sky in a spectacular display, before being laid on there sides in the direction of the large flaccid balloons. Fans are positioned and we assist with inflation……. Light blue and orange pascal colours light the sky as the sun slowly rises over a sea of sand dunes along with our altitude there is literally no noise apart of the occasional blast from the burners our balloon climbs quickly the pilot gives us some pre-jump instruction: POP ……pop their chutes open and now its my turn I climb out on and stand on the edge the basket looking at the ballon arch back and release myself into silence of a dead air exit.

I rotate then open up extend my limbs to stop but continue to turn in the dead air so I tuck again and rotate before hearing that familiar noise of terminal I open my canopy and I fly over HWY 66 land at the DZ. Rosina stands on the side of the balloon basket, exits and completes a perfect single slow rotating back flip before opening her canopy and expressing cheerful joy!

I highly recommend the ballon jump at the desert campus, its a great experience and the desert provides a number of safe alternate landings if you can't make it back to the DZ, information for the jumps is posted on Dubai desert campus Facebook page regularly. Our crew of 3 czech pilots and skydivers arrived at Fano just before sunset, ready to jump! Just 2,5 hours flight, yes that's how easy it is to fly from Prague to Fano with little Cessna !

Except for the comfortable flight direct to the dropzone, we enjoyed some funjumps over the beach, little bit of sightseeing in San Marino on a weather hold and few drinks on the way back to Prague while refueling in Slovenia. If you like beach jumps, fun and sun, you are welcome to join us in summer ! Adventure sports and thrill-seeking vacations continue to be extremely popular pastimes. Fast and powerful airplanes rank among the favorites.

Nowadays it is used as a demonstration aircraft. They understand the airplane like nobody else, and can offer a ride unmatched by anyone. Our customers can manipulate the controls during the flight if they wish, or simply relax and go for a ride that makes amusement parks pale by comparison. Loops, rolls, zero-G - no roller-coaster can even come close, and the view is spectacular. Royal airforce placed an order for Bulldogs in , they were used extensively by the Royal Air Force as a basic trainer, in particular as the standard aircraft of the University Air Squadrons and, later, Air Experience Flights, providing flying training.

Aerobatic flight is the art and science of maneuvering an aircraft completely around three axes. All the manouvers can be devided into lines, rolls, loops and stalls. Most aerobatic maneuvers involve rotation of the aircraft about its longitudinal axis or lateral axis. Other maneuvers, such as a spin, displace the aircraft about its vertical axis. From the pilots point of view aerobatic flight can be thought of as ground reference manouvering. All aerobatic maneuvers are always performed with reference to ground and horizon reference points chosen in advance by the pilot.

Aerobatic flying requires a broader set of piloting skills and exposes the aircraft to greater structural stress than for normal flight. Aerobatics is an unforgettable experience even for a skilled pilot. There is no way you can imagine how it feels without trying! I love it and I strongly reccomend you to try it as soon as possible!

This experience will change your life. It will be just you, or do you want to please a friend of yours? You can live your dream and drive a superfast sport car, for real! Eventhough this is our first non-flying product, your adventure will anyway start at the sport airport Plzen 60 minutes from Prague.

Except for driving around the neighbourhood, you will be able to test the maximum speed on the taxiway for aircraft and experience the speeds comparable to the real flight and freefall! Driving supersports is not restricted by an age limit, all you need is a driving licence for the given group B. For driving in our supersports you will receive guidance from our driving instructors before the drive itself, whilst you alone will be behind the wheel! Non-drivers need not lose out, you can enjoy the experience as a passenger together with our instructor!

Here is a little idea for your better being in Extreme happiness is not a destination. It is a way of life Enjoy our first fighter jet photo gallery! EXTREME 66 offers many types of aerial adventures, from a regular day or night sightseeing flight, up to aerobatics or fighter jet flight for the bravest one of you!

Just think about where you want fly and how many people would you like to bring with you and go to o u r ESHOP. Little business named by one of the fastest and smallest parachutes on this planet You are welcome to join our aerial adventures in the sky, in the wind tunnel or fly low to the ground level with the fastest cars on this planet. Fulfill your dream of flight! Why to fit in, when you can stand out! Get out of your everyday routine and live for real!

We are organising one-day and multi-day corporate events for companies and their partners in the unique aerial environment. We focus on a good mood, informal atmosphere and an escape from everydaywork problems. We offer a common experience that becomes the unifying theme of discussions not only during the event itself, but even some time after returning to the company! We do accept even anonymous sponsors: It started very successfully regarding media.

During the second year of its existence EXTREME 66 started cooperation with new partners providing products and services for extreme clientele including:. WorldClass fitness , Sonic jumpsuits , Topgearcar renting the best cars existing on this planet and special thanks belongs to Skyride for extending our fleet for a skydiving Cessna and aerobatic special Bulldog SK After a long time trip without my parachute and all the skydiving gear!

So much easier traveling! When we came back to Prague, the weather finally started getting better. I decided to spent the most of the summer working on my research for the Czech Technical University about increasing safety at the airports. I trained over first time czech students and experienced skydivers from all over the world.

I wrote several papers on the topic of safety in skydiving and visited the International conference Supply on the wings in Frankfurt, Germany with the updates on my research. Later in September I passed the doctoral final state exams in subjects: Human Performance, Airport Services and Air Traffic Management and I defended the preliminary thesis for my final PhD thesis and got the approval to continue in my research! Sad to say, the real skydiving season was rough… I have seen several fatal incidents while I was running around the sport airports and dropzones.

We lost one of our best dropping pilots in an accident and I have seen several people dying under fully operational parachutes. It was very frustrated, especially as most of the accidents were totally avoidable. At one point, I didn't know, if I want to jump anymore, it was just too much. So, after I get rid of my responsibilities with my students in the Czech republic, I needed a little break and some time to think about it.

In the middle of , I started another business very important for training skydivers in the Czech republic , but way safer than the real skydiving: I somehow subconsciously leaned more into the wind tunnel as the oxymoronic opportunity of "safe flight". We started organizing flying camps, company events and safety trainings for future skydivers. Everything was going well, the season in Europe was over and the wind tunnel business was working great. My obsession with indoor flying was getting bigger and bigger.

You can imagine how it feels to have one of the most powerful and advanced tunnels all over the world just 35 minutes by subway from your house! But the winter was long and I start to miss the real freefall in the sky more and more. Also the weather in Prague was really cold and that's not what I like. In February I was invited to join the Speedflying camp at the Lake Isabella, California and I couldn't resist… by the way not only for flying reasons, but that is another story ;. I spent 3 weeks in sunny California with my canopy piloting coach Duane.

This decision actually end up with me buying another rig from SQ1 and several jumps at Perris Valley dropzone. That's how I got over my skydiving crisis and went back home with new rig, new energy and enthusiasm to do more jumps! We add new E-SHOP with the possibility of credit card, paypal and bank transfer payments, in order to ease up the process of payment for clients from all over the world.

All the gifts will be highly appreciated and used in order to extend our extreme aerial services and support more projects for the 3rd year of EXTREME 66! The weather in Czech republic was holding me back from jumping my new canopy after comeback from sunny California. It felt like the worst punishment for me, having a brand new custom canopy ready to jump and being not able to jump!! The JVX is slim, sleek and fast with less drag.

First off, the JVX has no stabilizers. Stabilizers on small High Performance canopies don't due much except flap in the wind causing added parasite drag. The Daedalus Project first dealt with the issue of reducing drag on the wing tips by developing ram-air stabilizers. We quickly found that no stabilizers is even better! Stabilizers primary function is to hold the slider in the correct position during deployment.

We addressed this issue by putting slider stops on the canopy itself allowing us to completely get rid of the stabilizers all together! High performance canopies will always have high performance openings but here at Daedalus canopies we have addressed this issue for our new "Ultra" class wings. Unlike the original JVX that used a special designed slider our latest version uses a standard slider size of 29x24 inches with a new upper brake line configuration! The JVX is the first competition swoop canopy designed for rear riser flight!

The new trim increases the rear riser pressure and creates no slack in the D lines like the Icarus VX. This not only reduces tail flutter and a variety of other issues but provides a better platform for rear riser flying! In addition, the overall line length on the JVX is longer creating more time for the pilot to catch up with the canopy during a turn resulting in a longer dive! Daedalus canopies is also using state of the art parachute material which last longer, has less porosity and holds a better shape making the wing more efficent!

The JVX has set in motion a new trend among swoopers and it's all about safety. The "sail" versions of the JVX require larger rigs which in turn allow swoopers to upsize their reserves. This creates a much safer enviroment for most competition swoopers considering many of them are wearing additional weight to increase their wing loading! Pilots can typically add about sqft extra of pack volume for a hybrid and with the all sail you could need a larger rig! As an example, a JVX all sail material 85 packs like a conventional.

The advantages of sail material become obvious when you fly it. Again, sail material not only packs larger and lasts longer but it makes the wing more rigid efficient which moves the canopy from the "HP" class up to the "ultra" class. Pilots that move up from the ZP version to the JVX "all sail" typically add ft to their set up point they have to turn higher. The JVX comes in custom colors when choosing ZP but with sail material your options are black, red, blue and white changes year to year. The JVX comes with one Technora lineset, new improved side logos and a warning label that doesn't flake off like most other parachutes.

The JVX from Daedalus canopies is a custom, special order item with custom options not found anywhere else in the industry. Pilots have the option of having the warning label on the top skin like traditional parachutes or on the bottom skin like the factory pilots. JVX pilots also get the choice on whether they want an attachment point on the top skin or not.

With a removable system for your bag, pilot chute and slider many competition pilots don't see the need for an attachment point and prefer to have a smooth, obstacle free top skin surface. The Daedalus JVX is surprising swoopers around the world. Swoopers are evolving at a high rate and learning for themselves the benefits of the newest design parameters and materials from Daedalus canopies.

If you have the necessary skills and get the opportunity to try one for yourself "experience the difference" and join the swoop revolution The biggest skydiving event in the middle of the Swiss Alps, Ambri - Ticino.

52 best Aviation Photography images on Pinterest | Fighter jets, Military Aircraft and Air ride

This year we are celebrating 10th edition!!! Come and jump with me in between the high mountains from Reccomended even for jumpers with low level of experience! It is never too soon to start with freestyle! The most amazing view! Beside skydiving from sunrise to sunset you can look forward to sound, barbecue and chillout lounge, daily video projection Stay tuned for updates right here as well as on the homepage mountaingravity. If you just want to do your first step from the airplane on your own, dont wait and just do it!

This type of training is provided by EXTREME66 , the biggest skydiving school in Prague with hundreds of students jumping over the Czech republic during the summer and all over the world all year long! During a jump with static line, the parachute is linked to the airplane. The static line opens the parachute without intervention of the student and regardless of his position after the exit.

The student remains in freefall for about four seconds, before his main canopy gets completely opened. This time is sufficient enough for a student to experience the air pressure and become aware of his position until the full opening of his canopy. In order to safely open his parachute in freefall, a skydiver has to be in a stable position. Before a student can practice freefall on his own, he has to show that he masters this position.

To be able to do this, the student jumps from 1 meters with an automatic opening device. We will train you and discuss with you all important information you need to know to enjoy your first jump and do everything safely. During your training, we will be watching a lot of videos, that will help you a lot to imagine something you actually cant imagine before you try. You can join our wind tunnel session customized for first time skydivers!

We will practise some exits from the airplane on the ground, exercise all the normal and emergency procedures and get ready for the worse in order to enjoy the best! It is up to you, if you want to continue with the training, go higher and try your first freefall, get your license and become a real skydiver. Anyway, whatever you choose, I guarantee that you will be happy as those guys smiling before their first jump!

I have not even heard of the possibily of a solo jump. I know about paratroopers of course, but I had a feeling it's something so beyond me - totally unrealistic. One day I had a chance of meeting the instructor Rosina at Trampoline training and I really liked the way she was very calmly telling me about her hobby, that I almost felt it was something as trivial as you go into the store for rolls, so I thought, why not trying it.

First I attended theoretical course which perfectly prepared me for a jump. At the airport we tried everything several times again and again on the ground. So the next step was just to jump. Of course I was afraid of something new, but in my mind ran the thought that I have to jump, otherwise Rosina will not be able to jump and she will be mad at me.

After boarding I thought that I cannot deal with thoughts of fear, but only do individual acts, as we are trained - to catch the doors, the strut, to put one foot out, the other one, hang up and then just exit. The view from the plane was so great that I was just astonished. I will fly there! During the flight I was feeling incredible peace and a sense of something unforgettable, unique and feel of joy, happiness and the only thing I was saying with a smile - I'm flying! I have absolutely enjoyed the flight, admired the beautiful landscape and I know it's something I will definitely try again!

So my conclusion are just three words - Go for it! The time to make a real jump came when I have started to fly glider. Having a parachute on my back very often pushed me to spend one weekend at the airport and to make my first jump. Rosina already made a jump with some friends of mine, so it was easy decision who should be my instructor. We spent one day by passing, step by step, through the theory of all emergency situations and we tried, many times, to train them. Next day we made the jump! Rosi spent every minute with me, she was so professional and always smiling and she really wanted me to enjoy the jump!

I was happy to have someone so positive with me. At first I thought to make just one jump, to be ready in case of emergency escape from the glider, but now I know, after this great weekend, that it was not my last voluntary jump. After having gone through all the preparation and security trainings together, came the time to actually board the plane and take off. What a feeling to open the door and see the ground through this little hole on the side of the plane.

Let alone the massive kick when you hear the "go! After this initial blast comes the rest and gliding part. As a bird, you navigate through the air with this huge space below your feet We are getting booked fast! Prague is very beautifull city, we have a special program available for flyers joining our tunnel camps! How does the camp work? What do you need to do to fly with us? You can fly as many days as you want! How the typical camp day looks like? In the morning we leave the hotel located 15minutes from the windtunnel! We can handle everything! Few weeks ago Tim Ware, Partnership Co-ordinator, wrote: I work for a project called the 11 Eleven project which is a world collaborative documentary highlighting different ways of life around the world.

Basically on the 11th of November this year we're asking everybody to film or photograph a day in their life which we would then edit into either a 2 hour documentary or use in an album of photos. Right now I'm searching for willing pilots, skydivers and just general people of the sky to contribute. This alignment of ones takes place every hundred years, and this time humanity will recognise the occasion like never before.

Bader played rugby and often enjoyed physical battles with bigger and older opponents. The then Warden or Headmaster , Henry E. Kendall, tolerated Bader's aggressive and competitive nature.

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At one point, he made him a prefect despite what others saw as a strong streak of conceit in the boy. Bader's sporting interests continued into his military service. He was selected for the Royal Air Force cricket team , to play a first-class match against the Army at the Oval in July He scored 65 and 1. He played cricket in a German prisoner of war camp after his capture in , despite his later disability. Although he enjoyed the visit and took an interest in aviation, he showed no signs of becoming a keen pilot. Bader received guidance from Warden Kendall and, with Kendall's encouragement, he excelled at his studies and was later accepted as a cadet at RAF Cranwell.

His mother refused to allow Bader to attend Cambridge in December , claiming she could not afford the fees. Edwards, a Mr Dingwall, helped pay these fees in part. Out of hundreds of applicants, he finished fifth. He left St Edward's in early , aged He continued to excel at sports, and added hockey and boxing to his repertoire.

Motorcycling was tolerated at Cranwell, though cadets usually took part in banned activities such as speeding, pillion racing and buying and racing motorcars. Bader was involved in these activities and was close to expulsion after being caught out too often, in addition to coming in 19th out of 21 in his class examinations; however, his commanding officer CO , Air Vice-Marshal Frederick Halahan gave him a private warning about his conduct.

Bader competed for the "Sword of Honour" award at the end of his two-year course, but lost to Patrick Coote , his nearest rival. Herbert when six of the squadron's aircraft were shot down over Greece. Coote's aircraft was the first of 29 aerial victories for the Luftwaffe ace Unteroffizier , later Leutnant Fritz Gromotka. On 26 July , Bader was commissioned as a pilot officer into No. While very fast for its time, the Bulldog had directional stability problems at low speeds, which made such stunts exceptionally dangerous. Douglas took this as an unnecessary safety rule rather than an order to be obeyed.

After one training flight at the gunnery range, Bader achieved only a 38 percent hit rate on a target. Receiving jibes from a rival squadron No.


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It was against regulations, and seven out of 23 accidents caused by ignoring regulations had proven fatal. The CO of No. In Bader, teamed with Harry Day, successfully defended the squadron's title in the spring that year. IIA, K , of 23 Squadron, [33] apparently on a dare. His aircraft crashed when the tip of the left wing touched the ground. Bader was rushed to the Royal Berkshire Hospital , where, in the hands of the prominent surgeon J.

Bader made the following laconic entry in his logbook after the crash:. In , after a long convalescence, throughout which he needed morphine for pain relief, Bader was transferred to the hospital at RAF Uxbridge and fought hard to regain his former abilities after he was given a new pair of artificial legs.

In time, his agonising and determined efforts paid off, and he was able to drive a specially modified car, play golf, and even dance. During his convalescence there, he met and fell in love with Thelma Edwards, a waitress at a tea room called the Pantiles on the A30 London Road in Bagshot, Surrey. Bader got his chance to prove that he could still fly when, in June , Air Under-Secretary Philip Sassoon arranged for him to take up an Avro , which he piloted competently.

A subsequent medical examination proved him fit for active service, but in April he was notified that the RAF had decided to reverse the decision on the grounds that this situation was not covered by King's Regulations. With increasing tensions in Europe in —, Bader repeatedly requested that the Air Ministry give him a posting and he was finally invited to a selection board meeting at Adastral House in Kingsway.

It appeared that he would be refused a flying position; [38] but Air Vice Marshal Halahan, commandant of RAF Cranwell in Bader's days there, personally endorsed him and asked the Central Flying School , Upavon , to assess his capabilities. He did not wait; driving down the next morning, Bader undertook refresher courses. Bader subsequently progressed through the Fairey Battle and Miles Master the last training stage before flying Spitfires and Hurricanes.

In January , Bader was posted to No. Squadron Leader Geoffrey Stephenson, a close friend from his Cranwell days, was the commanding officer, and it was here that Bader got his first glimpse of a Spitfire. As Bader had no legs he could remain conscious longer, and thus had an advantage over more able-bodied opponents.

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Between February and May Bader practised formation flying, air tactics, and undertook flights over sea convoys. Bader found opposition to his ideas about aerial combat. He favoured using the sun and altitude to ambush the enemy, but the RAF did not share his opinions. Despite this being at odds with his preferred tactics, Bader obeyed orders, and his skill saw him rapidly promoted to section leader.

During this time, Bader crashed a Spitfire on take-off. Despite a head wound, Bader got into another Spitfire for a second attempt. Leigh-Mallory made Bader a flight commander of No. Bader had his first taste of combat with No. The campaigns went badly for the Western Allies and soon they were evacuating from Dunkirk during the battle for the port.

He believed that the German must have been a novice, taking no evasive action even though it took more than one burst of gunfire to shoot him down. In the next patrol Bader was credited with a Heinkel He damaged. On 4 June , his encounter with a Dornier Do 17 , which was attacking Allied shipping, [47] involved a near collision while he was firing at the aircraft's rear gunner during a high-speed pass. After flying operations over Dunkirk, Bader was posted to command No. Despite initial resistance to their new commanding officer, the pilots were soon won over by Bader's strong personality and perseverance, especially in cutting through red tape to make the squadron operational again.

Bader transformed Squadron back into an effective fighting unit. Upon the formation of No. Once attained, the Germans would attempt to launch Operation Sea Lion , the codename for an invasion of Britain. The battle officially began on 10 July On 11 July, Bader scored his first victory with his new squadron. Bader was alone on patrol, and was soon directed toward an enemy aircraft flying north up the Norfolk coast. Bader continued his attack and fired two bursts into the bomber before it vanished into cloud.

On 21 August, a similar engagement took place. This time, a Dornier went into the sea off Great Yarmouth and again the Observer Corps confirmed the claim. There were no survivors. Later in the month, Bader scored a further two victories over Messerschmitt Bf s. Bader almost baled out, but recovered the Hurricane. Other pilots witnessed one of Bader's victims crash. Enraged, he thought about ramming it and slicing off the rudder with his propeller, but turned away when he regained his composure. Bader vociferously campaigned for an aggressive policy of assembling large formations of defensive fighters north of London ready to inflict maximum damage on the massed German bomber formations as they flew over South East England.

As the Battle progressed, Bader often found himself at the head of a composite wing of fighters consisting of up to five squadrons, known as the " Duxford Wing ". Achievements of the Big Wing were hard to quantify, as the large formations often took too long to form up, over claimed victories, and too often did not provide timely support of the over-committed 11 Group. The episode probably contributed to the departure of Park, who was replaced with Leigh-Mallory in November , and Dowding.

They both believed, according to Bader, that it was impractical to use it in 11 Group, as the command was located too close to the enemy and would not have enough time to assemble. Douglas was all for the Big Wings to counter the German formation[s]. I think there was room for both tactics — the Big Wings and the small squadrons. It might well have been fatal had Park always tried to get his squadrons into "Balbos", for not only would they have taken longer to get to their height, but sixty or seventy packed climbing fighters could have been seen for miles and would have been sitting ducks for higher s.

This does not mean, as Bader pointed out at the time, that two or three Balbos from 10 and 12 Groups, gaining height beyond the range of the s, would not have played a terrific part in the fighting. The first was P , in which he scored six air victories. The second aircraft was unknown, but Bader did score one victory and two damaged in it on 9 September. The third was V , in which he destroyed four more and added one probable and two damaged by the end of September.

The machine was lost on 1 September while on a training exercise. By this time, he was an acting squadron leader. On 18 March , Bader was promoted to acting wing commander and became one of the first " wing leaders ". These were missions combining bombers and fighters designed to lure out and tie down German Luftwaffe fighter units that might otherwise serve on the Russian front. One of the wing leader's "perks" was permission to have his initials marked on his aircraft as personal identification, thus "D-B" was painted on the side of Bader's Spitfire. These letters gave rise to his radio call-sign " Dogsbody ".

Bader flew a Mk VA equipped with eight. His tactics required a close-in approach in which he felt the lower calibre weapons had a more devastating effect. At the time, RAF trials with wing-mounted cannons had also revealed a number of shortcomings that precluded a widespread acceptance of the armament. Bader's combat missions were mainly fought against Bf s over France and the Channel. On 7 May he shot down one Bf and claimed another as a probable victory. The German formation belonged to Jagdgeschwader 26 Fighter Wing 26 , which on that date was led in action by German ace Adolf Galland , and was also when Galland claimed his 68th victory.

His victory was witnessed by two other pilots who saw a Bf crash and the German pilot bale out. The first was shot down between The following month was more successful for Bader. On 2 July he was awarded the bar to his DSO. Later that day he claimed one Bf destroyed and another damaged. Squadron Leader Burton saw the entire combat and noted the Bf "fell away in a sloppy fashion", "as though the pilot had been hit".

It was marked as a probable. On 6 July another Bf was shot down and the pilot baled out. On 10 July Bader claimed a Bf and one damaged over Bethune. Later, Bader destroyed a Bf E which blew up south of, or actually over, Calais.


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The other was shot down by Squadron Leader Burton. Bader did not see his Bf crash, so he claimed it as a damaged only, despite the fact pilots of No. Bader had been pushing for more sorties to fly in late but his Wing was tired. He was intent on adding to his score, which, according to the CO of No. Ultimately, Leigh-Mallory did not want to upset his star pilot, and did not invoke any restrictions. Between 24 March and 9 August , Bader flew 62 fighter sweeps over France. Smith, who was described by fellow pilot Johnnie Johnson as "leechlike" and the "perfect number two", [] was unable to fly on that day due to a head cold, so was in London being fitted for a new uniform ready for his officer commission.

Bader dived on them too fast and too steeply to be able to aim and fire his guns, and barely avoided colliding with one of them. Bader was just opening fire on a second Bf , which trailed white smoke and dropped down, when he noticed the two on his left turning towards him.

At this point he decided it would be better to return home; however, making the mistake of banking away from them, Bader believed he had a mid-air collision with the second of the two Bf s on his right that were continuing straight ahead. He jettisoned the cockpit canopy, released his harness pin, and the air rushing past the open cockpit started to suck him out, but his prosthetic leg was trapped.

Part way out of the cockpit and still attached to his aircraft, Bader fell for some time before he released his parachute, at which point the leg's retaining strap snapped under the strain and he was pulled free. Although Bader believed for years that he had collided in midair with a Bf , two other possibilities have later been put forward; that he was shot down by a German Bf , or alternatively that he may have been a victim of friendly fire.

Feldwebel Max Meyer of II. Furthermore, Meyer mentioned that he had followed the downed Spitfire and watched the pilot bale out, something which seems to match this passage in Bader's memoirs:. I was floating in the sunshine above broken, white cloud I heard an aeroplane just after I passed through. A Bf flew past. Adolf Galland, Geschwaderkommodore of Jagdgeschwader 26 JG 26 or Fighter Wing 26 , went through every report, even those of German pilots killed in the action, to determine Bader's victor. Each case was dismissed. Bader was flying at the rear of the German fighter formation, alone, and his squadron were the opposite side of the Germans.

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In a letter to Bader on 28 May , Casson explained the action. While this source made it into the public domain, it was severely edited. The nature of the letter, that it was from Casson to Bader, was removed. Crucially, an entire paragraph, which mentioned specifically the tail coming off "a Bf " and the pilot struggling to get out of the cockpit, was completely omitted from the original source, still in the Casson family's possession. Saunders stated that this was not absolute proof, and that it would be helpful to find the "Bader Spitfire".

The quest to find Bader's Spitfire, W , shed light on the demise of another famous wartime ace, Wilhelm Balthasar , Geschwaderkommodore of Jagdgeschwader 2 , who was killed in action on 3 July when his Bf F crashed into Ferme Goset, Wittes , France. It was recovered in March Inside was a flying helmet with the letters "DB" written on the top. It was later identified as a Spitfire IX, owing to the findings of a 20mm cannon which Bader's Spitfire did not have , and ammunition dated as Bader's aircraft was not found.

It is likely that it came down at Mont Dupil Farm near the French village of Blaringhem , possibly near Desprez sawmill. A French witness, Jacques Taffin, saw the Spitfire disintegrating as it came down. He thought it had been hit by anti-aircraft fire, but none was active in the area. There were also no Spitfire remains in the area. The lack of any remains was not surprising, owing to the Spitfire breaking up on its descent.

Historians have also been misled as to the whereabouts of the Spitfire because of a mistake in the book Reach for the Sky , in which Bader stated his leg had been dug out from the wreckage but was damaged, indicating a definite crash site. Bader's leg had actually been found in an open field. The Germans treated Bader with great respect. When he baled out, Bader's right prosthetic leg became trapped in the aircraft, and he escaped only when the leg's retaining straps snapped after he pulled the ripcord on his parachute. The Germans were less impressed when, task done, the bombers proceeded on to their bombing mission to Gosnay Power Station near Bethune , although bad weather prevented the target being attacked.

Galland stated in an interview that the aircraft dropped the leg after bombing Galland's airfield. Bader, according to Rall, personally arranged for Rudel, a fellow amputee, to be fitted with an artificial leg. Bader escaped from the hospital where he was recovering by tying together sheets.

Initially the "rope" did not reach the ground; with the help of another patient, he slid the sheet from under the comatose New Zealand pilot, Bill Russell of No. Russell's bed was then moved to the window to act as an anchor. A French maid at the St. Omer hospital attempted to get in touch with British agents to enable Bader to escape to Britain. She later brought a letter from a peasant couple a Mr. Hiecques , who promised to shelter him outside St. Omer until he could be passed further down the line.