Calvin19

one wing took 2 deployments then line anchors began to fail. -SPACE-

I have deployed several speed gliders from aircraft as well as several paragliders. An Ozone bullet works OK. I have several ways of doing it, trash bagging works best, with a removable slider. -SPACE-

Sooo... I want to buy an AAD for my rig. I wingsuit, track, test jump experimental canopies (high pull), and "swoop". Occasionally I freefall and IAD instruct, But it has been a while. I was planning on buying a standard CYPRES is there something better?

7

Kinda... I don't think it is as simple as "reverse". You slipped 'can reverse' in there instead of 'reverse'. The supersonic flow makes a wave that changes the air density so drastically that it can push on different parts of wings and surfaces. I understand trans/supersonic aerodynamics as 'planing' through a fluid, like a boat on a lake. But I'm no aerodynamocologist, just an guy with toys wanting bigger toys.

I think it is thermal lensing, or density-gradient lensing.

that is an example of Prandtl–Glauert singularity, actually it is pretty common. Who does not believe there is low pressure above a flying wing? sounds like something apollo hoaxers and 9/11 truthers would believe. -SPACE-

Most control in speed gliders is through toggle and weight shift, with riser trimmers on some. Some speed gliders were modeled to have skydive swooping canopy like performance, and can use independent riser input. In most paragliders the only control used is brakes and weight shift. Some maneuvers involve riser inputs, but on a comparatively complex riser system. -SPACE-

I have launched that site a couple dozen times, in several different wind conditions, on anything from a 9m(90 square foot) speed glider to a large XC paraglider. One of the easier cliff launches, but still it's a cliff launch. Not for anyone but VERY experienced PARAGLIDER/SPEED WING pilots. NOT FOR SKYDIVERS. I have taught more than a few people to speed fly or paraglide. Skydivers have notorious bad habits and knowledge in foot launched canopy flight. The muppets* need to understand a few things about paragliding (NOT skydiving) before trying to fly a parachute or a glider off a hill. That launch had a few aspects that are not noticeable in the video. (I was not there, but i know the pilot and had a good long talk with him about it). The glider is an older modified speed glider, the design is considerably less forgiving than the current speed gliders from Ozone. *muppet: noun, an ignorant and inexperienced person who believes they have the skill to do what they have watched others do on video or in person. We have all been a muppet at some time in our lives. just be careful, get training, and NO HALF ASSED LAUNCHES -SPACE-

LADIES, Calm your shit. I have done more speed-wing cliff launches than most pilots out there, and a fair bit of them off that well known BASE jumping exit point. THIS "INCIDENT": I know the pilot, he is a good guy. Not super experienced but not a muppet either. (like I originally thought when I saw the video). One factor people are not seeing here is that this is a modified speed glider, there is semi-rigid structure in the wing, IMO it is not the way to build any kind of 'fly frame' (obviously), but I consider the pilot here to be a test pilot. The modifications may or may not have contributed to this 'incident'. SHORT of the modified glider, there were several factors. 1-NO HALF ASSED LAUNCHES. Once you commit to the launch (on a cliff launch, whenever you start moving) you go 110% until you are well off the ground. Tis launch is one of the easiest cliff launches out there, but it has a little bit of uneven terrain. Either way, go 110%. probably the most important thing. 2-The glider (007 OZONE Bullet 10m) is notorious for it's less forgiving aerodynamics. The pilot could have given a little more brake input during launch run to allow the AOA to stay high enough to avoid a frontal, The modification may have been an issue there. 3-Cliff rotor. It did not look like there was more than a kt or two of wind, but I was not there. Either way, a minimal cliff rotor can be plowed through if done correctly. The pilot rode it out like a rock star. MOST IMPORTANTLY, muppets: this is not skydiving. this is not BASE jumping. Cliff launching speed gliders is significantly more dangerous and technical than your average Moab BASE jump. A few of the BEST speed glider pilots (some of the ones who design and test the gliders) have died on cliff launches. Don't be a muppet, get small canopy flight time skydiving, take paragliding lessons. ---Matt Hecker, BASE #987, USPA D 29712, P4 USHPA, I also instruct and guide speed flying/riding. -SPACE-

A few reasons, the engines are run 100%, then super cooled idle. Normally a major problem for piston engines, but when 100% for 15 min, then 0% for a fast descent, it wears on even turbine engines. Same thing for shut downs, 20 heat/cool cycles a day are bad for anything. FURTHER, on twin turbine airplanes, there is an asymmetric wear on the motors from jump run, mainly prop governors. not as big of a deal though. -SPACE-

Where do you think I got my aerodynamic knowledge? (Extensive paragliding flight and research, as well as my own modest stint in a wheelchair). Brian Germain has significantly more experience in parachute design than I do, and I feel that his contribution to the skydive community is paramount. To quote the man more completely, Brian Germain- I feel that my recommendation is very similar to BG's, if not identical, only a little more in depth. "keep the wing overhead" is at the same time controlling the surge/stopping the collapse. Remember that the "surge" is usually what causes the "neutral" pitch situation in the first place. First and foremost, fly the wing. Keep it above you. If it surges, STOP IT. if it drops behind you, LET IT FLY. ABOVE ALL- keep it flying the direction you want it to go. and once you get low, there is only ONE direction you want it to go, and that is straight ahead. -SPACE-

Para sails aren’t dangerous. I spent a couple of years building them. What’s the worst that can happen? Sparky http://i397.photobucket.com/albums/pp55/mjosparky/Parasail.jpg OH YEAH!!!???? I did not say outright they were dangerous,. However, per your vestigial rebuttal, I admit that by stating that kite tubing is MORE dangerous than PRIVATE parasailing I inferred that PRIVATE parasailing is ALSO dangerous. I stand by my inference that private parasailing is MORE dangerous than the average outdoor activity, ESPECIALLY when done by your average overweight day-drinking lakegoer. FLYING in any way deserves a certain bit of education and respect, significantly more so than something like water skiing or non-aerodynamic tubing. My main point being that most of the idiots participating in kite-tubing did not treat it with respect, nor did they seek the proper knowledge or training that would be useful in participation. THUS, a bunch of kids broke their necks and died, and they quit making a pretty awesome toy. I blame the kite-tube manufacturers for selling an OBVIOUSLY dangerous ULTRALIGHT AIRIAL VEHICLE with minimal warning as well as no training requirement. Anyway, SPARKY. how many skydiving helmets do YOU own?

I have done some dangerous stuff, but getting good at short-line (and long line) flying these tubes is one of the worst. right up there with fixed length parascending. (yeah, significantly more dangerous than BASE jumping). Carving is the most fun, but getting high is REALLY twitchy. Now that looks cool. Sparky They quit making them IIRC, too many knuckleheads 'burning in'. And so they should have. I have flown only two of the models produced, and they are strictly big boy's toys, should have been so from the beginning. Significantly more dangerous than buying a private parasail kit. -SPACE-

DIFFERENTIAL AIR MOVEMENT OF ANY KIND CAN BE CONSIDERED "TURBULENCE" thus, turbulence has a spectrum. There is "sharp" turbulence, where two air masses are moving in different directions very close to each other. (examples- wake turbulence[burbles], rotors off of buildings and mountains, and thin shear layers. Then there is "Soft" turbulence, where air masses are moving in different directions, but the changes are over longer distances. A shear layer can have a soft boundary, or a very sharp, sudden one. Another variation is the speed that you move through these different air masses, as well as the size of the air mass. Another variable is the transit time from one airmass to another airmass of a different speed and velocity. Explanation-If you are flying at Mach one through wind shear, even if it is a very "soft" shear layer, you will fly through it so fast it would 'jerk'[actual physics word] or jolt you pretty hard and feel like sharp nasty turbulence. If you are putting along at 15mph in a parachute, it would not even be noticeable other than the slight change in ground track. It is also important to remember that these air masses could have any moving direction relative to eachother, one can be moving up, the other sideways, and another on diagonally. Or, be a rotor and be turning all over the place. It also can be a stream of air like cold-air "drainage" coming out of a canyon. (note-it is important for pilots to understand that the second they leave the ground, no matter how close or far, they are part of the AIRMASS and the ground has no effect on the way the wing flies) A ram-air canopy(paraglider or parachute) collapses because the angle of attack of the airfoil decreases until no lift is produced, and the fabric is at the mercy of the relative wind, whatever direction that may be. If this happens for a long enough period of time (a matter of fractions of a second), the lines will unload and the wing can fold under itself, "ball up", or even tangle in itself. The worst is if only half of it collapses, and the pilot allows the wing to turn toward the collapsing side before it re-inflates, thus, inducing a VERY sharp diving turn. (collapses are NOT caused by the boundary layer being "blown off" or from the little lift fairies being pushed away) For skydivers, we usually only care about the sharp, high speed turbulence (like nasty wind shear layers close to the ground, or sharp thermals, or wake turbulence from another parachute or an airplane) In AVOIDING a low altitude collapse, MY recommendation is 1- don't fly in areas of known turbulence 2- keep the canopy speed a little slower (about 1/4 brakes) if you have to fly through turbulence. The reason for this is, for example, if there is a sharp layer of downward moving air that you are about to fly through and you are going slow, you might just slowly start sinking with this air instead flying quickly into the downdraft causing the AOA of the parachute to exceed its "neutral" lift angle and collapse. 3-MOST IMPORTANTLY, keep the parachute flying the direction you want it to fly. EVEN IF IT COLLAPSES, while it is inflating, keep the parachute facing the direction you want it to go, ESPECIALLY if you are low.

The best thing to do in turbulence is to pay attention to your glider/parachute. Try to keep it directly overhead (in pitch and roll) and more importantly keep it flying the DIRECTION YOU WANT IT TO GO, usually straight ahead of you. This is especially important low to the ground. If ANY size/loading and style of ram air, suspended wing collapses it will use EXPONENTIALLY more altitude to recover to un-accelerated flight if it loses it's directional heading before re-inflation.

We can fix that by broadening your reading list: http://www.jumpshack.com/default.asp?CategoryID=TECH&PageID=Turbulence&SortBy=DATE_D Yeah, It has been said before in this thread, but that article is INCORRECT in it's explanations of lift and turbulence. anyone who has read that article, DISREGARD the information.

This is a hilarious website. They are totally serious. But they did get one thing right. "If you don't like the way an airline treats you, if the seats are not big enough (for your titanic ass) then don't fly! " http://www.cswd.org/docs/airlineseating.html

I have done some dangerous stuff, but getting good at short-line (and long line) flying these tubes is one of the worst. right up there with fixed length parascending. (yeah, significantly more dangerous than BASE jumping). Carving is the most fun, but getting high is REALLY twitchy. -SPACE-

That was the guy who got hit by the SR22? . That's the one. Some lawyer playing video games and not looking outside. -SPACE-

A jump pilot I used to know had a buddy killed picking up a banner. I'm not sure exactly what happened, but yes, you can get killed doing it. A similar but WAY cooler job is glider towing. Funnest job in the world. Single engine rocketship, 30 flights a day, mountain flying, Solo descents, grass fields. My best friend and fellow jumper was killed doing it. I was a tow pilot for a year or so, never should Have stopped. -SPACE-

Because it is just a bunch of tall people playing fetch with an orange ball and the longer it takes, the more money they make in advertising. It amazes me that these fetch sports even have an off season. Terrible business plan. -SPACE-

AND it is fun to be the pilot. BUT, then you sit in that cockpit for three hours doing nothing but circles. I have never been a duster, but that job SUCKS. (in a SUPER hot cockpit from sunrise till 10am, then sit on the ground until 4pm, then back in the air until sunset, Every day, all summer long). fuck that shit. I just want to fly a little plane low to the ground whenever i want. Ahhh... white people problems. -SPACE-

I completely agree with that. The fatty said she was on a 'weight loss journey'. Sounds like a good reason to walk. I was annoyed that she said it was a public service/right to fly. That Mindset is the major problem with the airline customer base. The airlines, like EVERYTHING will go where the money is.

Thanks for posting! Flying is NOT a right you fat misguided idiot. Flying is NOT a public service. I vote we make the fatties WALK.