# Incident 19950521015059I: Keystone Height, FL, May 21, 1995

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: May 21, 1995, 12:05 local time
- Place: Keystone Height, FL
- Airport: Keystone Airpark Airport
- Phase of flight: Parachute Jumping
- Operating rules: Parachute jumping (Part 105)
- Location: 29.7829° N, 82.0356° W: Placed by OpenAirDocs: center of Keystone Heights, FL, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=29.7829&lon=-82.0356&mi=10
- Aircraft: NR997 (not matched to a registry record)
- People aboard: 1
- Fatal injuries: 0
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19950521015059I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

NARRATIVE: MR. WADSWORTH WAS A NOVICE SPORTS PARACHUTIST. HE HAD BETWEEN 35-55 JUMPS. HE DID NOT OWN HIS OWN PARACHUTE EQUIPMENT BUT ROUTINELY UTILIZED RENTAL OR BORROWED GEAR. HE DID NOT HOLD A USPA CLASS LICENSE. IT WAS REPORTED THAT HIS ACTIVITY IN THE SPORT WAS JUST ENOUGH TO MAINTAIN USPA DROP ZONE CURRENCY. THIS IS NOT NECESSARILY ENOUGH ACTIVITY TO MAINTAIN PROFICIENCY. HE WAS TRAINED AT KEYSTONE AIR SPORTS BY STATIC LINE PROGRESSION METHOD. HE DID THE MAJORITY OR ALL OF HIS SKYDIVING AT KEYSTONE AIR SPORTS. HE WAS UTILIZING A RELATIVE WORK SHOP, WONDER HOG HARNESS AND CONTAINER ASSY. THE MAIN WAS A SQUARE 9 CELL FALCON OF APPROX 280 FT. THE RESERVE WAS A 26' NAVY CONICAL. THE PACKING DATA CARD INDICATED THAT THE RESERVE WAS REPACKED ON 5/11/95. THE MATERIAL CONDITION OF THE SUSPENSION LINE STOWS INDICATE THAT THIS WAS NOT A FACTUAL ENTRY. ADDITIONALLY THE PACKING DATA CARD DID NOT INDICATE THAT THE RESERVE CONTAINER HAD BEEN REPAIRED OR THAT THE HARNESS HAD BEEN MODIFIED BY THE REMOVAL OF THE BELLY BAND. THESE ITEMS WERE NEITHER CASUAL, NOR CONTRIBUTORY TO THIS INCIDENT.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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