Calvin19

OK, I am not crazy. I did see video, It showed the incident then the pilots reaction after he got out to see the damage.

I need to know if I made this up when I was younger or not. I remember seeing video of a single engine fighter (something like an F-86) at an air-show coming out of a maneuver low and hits the tail on the ground and flying away without substantial damage. The pilot lands and inspects the aircraft to find the tail cone/nozzle is bent in from the impact. Has anyone else ever heard of this? I would venture to say it happened 15-30 years ago. I think I saw the video when I was around 18. (2003) -SPACE-

So blogging while driving is out of the question?

100% true and agreed. but recognizing the origin of her shit helps you be able to help her and stay with her. There are a ton of problems people can have as they grow up, caused by tons of things that are seemingly innocent.

It's all the same- Pull, pull on time, pull stable. Don't crash into what you jumped off of, don't crash into another pilot, don't turn too low, flare. 24 on my Safire. 19 on my OFLX 40 on my Bullet 48 on my JVX, -SPACE-

Drag, drop, done has always worked for me. (I'm one of those mindless apple drones) If you don't want your mac I'll take it off your hands. -SPACE-

Got it. http://www.uspa.org/Portals/0/Downloads/Other_SDRiskQuotient.pdf PS- fucking bullshit

WHERE?

So, when a girl asks you, "do you party" and does a once over, what does that mean? is she asking 'do you want to come over, maybe have some wine, and fuck?'? or, 'do you want to do ecstasy, mushrooms and coke while listening to heavy trance under strobe lights with pile of naked people?' It would be nice to know.

Most load (more than half) is on the forward 30% of a standard airfoil. in a "front riser" dive it is common for minimal load be on the rear risers. They appear to be "slack" because they are experiencing a high amount of droop due to the lack of tension. they are not completely slack, just lightly loaded and the drag on the line curves them visibly aft. -SPACE-

not all speed gliders have fast recovery arcs. some behave very much like "swooping" canopies. the aerodynamics of canopies is pretty complex. the factors that go into glide ratio, secondary stability, recovery arcs etc. are vast. -SPACE-

If you have rounded down the corner when you let fly she doesn't even have to taste it.

to start... http://www.post-gazette.com/pg/10363/1113996-192.stm

absolutely not sex. It's getting a kiss on the crotch.

Good read, but again as a lot of skydiving essays show there are one or two missing points that in my opinion should not be ignored. I am not arguing against or for airlocks here. Heading stability. This is more important in canopy flight than most people realize. Any (asymmetric or complete) collapse situation on a glider, (be it on a parachute or paraglider) will lose exponentially more altitude in any situation if the collapse causes a heading change. if a canopy has a full frontal collapse at 300' AGL, and remains collapsed for a full second or two and re-inflates on heading, it will lose less than 100' of altitude before being a full stable glider again. If the same canopy has the same collapse and re-inflates facing 180 degrees to original heading, it will not only lose the altitude from the loss of lift but also from requiring energy in the form of altitude to regain stable flight the opposite direction. canopies rely on their flexibility to easily deflate and re-inflate to maintain heading stability. generally speaking the easier it is for a canopy to re-inflate after a collapse is how one would measure the heading stability in a collapse situation. Where does this involve airlocks? well, mostly in the rigidity of the wing. It is more likely that a fully flexible glider (no airlocks) will have an asymmetric collapse, and in most cases such as parachutes it will re-inflate without heading change. With airlocks the glider is LESS likely to collapse. it would take a larger change in relative wind direction to cause a inverted-lift scenario that would cause a canopy to collapse. HOWEVER, in the event of a strong shear layer/huge turbulence that would cause a airlocked/"rigid" canopy to collapse it is more likely that the collapse would be VERY severe and cause a cravat/entanglement situation due to the gliders inability to deform. bottom line(IMO)- It takes a lot to collapse a normally-loaded skydiving canopy. To the point where one should not be jumping. IMHO the airlock is not a necessity in a skydiving parachute. BUT other than difficulty to control and pack on the ground, and pack volume/weight/complexity of the design, there are no real downsides to it on a skydiving canopy. I do not mind my canopy breathing a bit, and it seems to be more of an issue for larger intermediate canopies (1/1-1.5/1 load) than small advanced ones. Of course, paragliders tried this a long time ago and abandoned it. the relatively extremely high aspect ratio of a paraglider makes collapse heading stability a HUGE issue. NOTE- a good example of a canopy (paraglider) with BAD collapse heading stability. http://www.youtube.com/watch?v=T24X-NBNsPM -SPACE-

Paraglider designs pioneered the airlock many years ago and abandoned it. The performance and safety gains were a two way street and in the end did not do much of anything. except make the canopy harder to pack and deflate after a flight. downsides are pack volume and glider weight, (in PG and parachute) inability to deflate quickly in windy situations, (much more an issue in PG). With the airlocks taking up space on the ram air intakes, inflation time was increased and in some cases internal pressure was limited even though it was retained from the airlock. One idea behind the airlock is it reduce the likelihood of collapse by maintaining internal pressure in the event of an airflow anomaly(turbulence, control input, etc) and thus reducing likelihood of altitude loss and more importantly heading change from a collapse. Turns out the airlock does the opposite in a lot of collapse cases. The retained internal pressure "locks" the canopy in a twisted/deformed shape as opposed to folding and re-inflating without airlocks. -SPACE-

I think everyone is missing that an old man jumped on top of a 14 year old girl.

It can be "too cold" ie dry to snow. So they make the fake stuff. Which is fine but not as good. North and east of where my parents live gets more snow and is actually a bit warmer. I was thinking going up in the early fall right after the local mountain closed and viging the "face" a go. But then I realized.....eh...I'm going to have to climb up there....not once, not twice.....but enough times for me to rethink the idea. But who knows? And from looking at various pictures on google, the equipment apprears diffetent and the wings much smaller. I will be on a 210. Nice idea but....eh....no thanks! awesome decision Strongly suggest you go take a PG lesson, it is super fun. -SPACE-

looked like it cut the string at around 200' after pilot finished the dive. The on-heading inflation barely finished as he touched down. End of story.

I bet it starts with a unicycle.

The best is paying a girl you went to high school with for sex.

Bitches be crazy

It's hard, looks dorky, and can end in disaster very easily. (catching an edge in pow with a glider, hilarious) In my experience teaching speed flying, even the best snowboarders can fly/ride better with skis. -SPACE-

This sucks. The cat is terrified of the bird. Now I have a pet parakeet and no cage. The birds name is Sputnik. The LEO-sat lasted three months. we will see about the bird.

Most euro sites require a paragliding and/or speedflying rating. especially the popular ones like in that vid. Getting certified is not too hard, and flying in europe is AWESOME. -SPACE-