diverdriver

Which part of: Wasn't clear?

Check out the new paint scheme United has for us! This is our newest plane in the fleet. Got to drive it today. All the kids on the block were jealous. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

So, do you have any references should I consider you for the position?

Bwahahahahhaha!!!!!!

Heeyyy!!!! Where'd you come from?

Hope you don't lose respect for me:

LOL!!!!! Bwahahahhaha....are you stalking me now?

....note to self, if the flying gig don't work out and you get into the fashion industry don't piss Rosa off.... Got it!

*Diva digs in pocket* All I have is a dollar....do you accept credit cards? Mastercard or Visa?

Welll....I'm pure . But I ain't free!

Good girl. Now go outside and play.

Welllll....you knowwwww

That will cost you 90 bucks. ...Hey! I gotta afford those new standard jump tickets at Rantoul of 45 bucks a pop! My vibes are worth at least two jump ticks.

Do I detect a FedEx commercial coming on? [over dramatic] Quick! Some one help this man reach 100 jumps or we are all DOOMED! DOOMED ! DOOOOOMED!!!!!

In the true form of talking about exit seperation the ground plays no part. However, the error caused by using groundspeed to reference seperation adds in an error that potentially increases actual seperation at opening altitude. So, that is why even after all this discussion it is still ok to use groundspeed AS LONG AS the upper winds are blowing in the same general direction (not opposite of) as the lower winds. Does that help? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

You know, if he couldn't see the ground he was right on! But man, if it was a clear day look out! LOL...I had him climb out early on me so many times. God Bless him. That sure was funny. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Research has already been done! Just gotta read it now. Go to John Kallend's site. edit: ooops, beat me to it. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Ok, without looking at any other responses I will try to answer. Indicated airspeed is just that. What we see on the guage. It DOES NOT mean what we are actually flying through the air. When I'm in the Otter I fly initial jumprun at about 85 knots KIAS (knots indicated airspeed). But I'm ACTUALLY traveling through the air at about 100-105 knots TRUE AIRSPEED. KTAS is corrected for non-standard pressure (at altitude it is less than on the ground) and temperature (combined you get air DENSITY). So, on a no wind day I will see a groundspeed of about 100-105 knots. This helps me judge my climbout spot, potential "throw", and exit seperation estimation. Yes, swamp, river, highway, farmer McNasty all plays into selection of jumprun direction / offset. At SDC we have a river flowing north to south along the east side of the airport. Most times when I am flying I run a parallel JR to the river and offset for drift. When someone cuts away it is likely their gear will land somewhere on the airport or at least on the west side of the river. This is important because if you always run into the upper winds you will have people balking at climbing out of the plane on the east side of the river. You have then waisted LOTS of valuable exiting space. People shouldn't have to fear losing their gear so if I can take away one mental factor from the equation I will do it. Now, if the winds are honking (technical midwestern term for wind speed. We have Honking, Cranking, and Screaming) I will run directly into the upper winds as my "cone" is no longer a cone usually. It has turned more into a narrow "channel". I know it's hard to describe without diagrams really but that's the best wording I can come up with right now. Help any? Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

And what do you see me doing on days we have uppers out of the west and lowers out of the east? I fly south to north or north to south offset along the river (Fox River next to SDC). Seperation.....no problem. (and then I can go back to relying on my groundspeed is god warm blankee ) Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

Bump.

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No kidding.

Now you REALLY are getting into the "art" of spotting. We could argue the flat open ground all day long. But when you take into account group size and type, topography, aircraft size (total jumpers), canopy types commonly jumped at that DZ, and ATC climb requirements/constraints you have to put it all together. Chris Schindler www.diverdriver.com ATP/D-19012 FB #4125

I've never received that request in all the metal detectors I've gone through in my life. . Cuz you were already doing it?