larsrulz

I say send him for a ride and hook his main up backwards when he isn't looking. As long as you don't mind repacking the reserve yet again if he is a wuss. I got a strong urge to fly, but I got no where to fly to. -PF

Airparks.com seems to believe that their are 250 residential airparks in the US. This is hardly a new concept near large metro areas. I do love the idea of a taxi-way cul-de-sac, but I guess you wouldn't want your kids playing out in the street....I mean runway! I got a strong urge to fly, but I got no where to fly to. -PF

He says 140 at 1:1. I was under the belief that WL calculations needn't include the weight of the single canopy above ones head. So under the reserve include the weight of the main (incase of a cypres fire or low alt. emergency exit) but not the reserve. I assume this is how it should be done, yes? Only seems logical to me. I got a strong urge to fly, but I got no where to fly to. -PF

Just for useful information, I fly a sabre 190 with a hanging weight of 190 lb. I get plenty out of it and it does't feel a bit sluggish. Plenty of penetration on moderately windy days. I got a strong urge to fly, but I got no where to fly to. -PF

Right....the US isn't expected to pay 25% of the UN general budget...oh wait it is. Oh yeah....the US isn't supposed to pay 32% of the UN peacekeeping budget....wait, again, it is. Like every other country in the UN, the US is reinbursed for its UN logistic support, weapon systems, and manpower used during UN peacekeeping missions....oh wait, the US is the only one that donates all that. The US hardly funds any independent UN agencies...oh wait, the US is the largest donor to most of those, including UNICEF and UN Commissioner for Refugees and others. I can't believe how much bullshit that was that the US gives more money than anyone else...such bullshit! I got a strong urge to fly, but I got no where to fly to. -PF

Picture? I got a strong urge to fly, but I got no where to fly to. -PF

I really have little to add here, except to say that it is a SODA, statement of demonstrated ability. As for the question about medical certs, it has nothing to do with being a pilot or anything. It is just a physical which the FAA uses to determine if a certain person is medically cleared for various activities that they regulate; whether flying, airshipping, or being a tandem instructor. I got a strong urge to fly, but I got no where to fly to. -PF

Mine were yesterday, but... 0:2:1 Two evaluation jumps and one coach rating...woohoo! The scary part was I drove 3 hours in the opposite direction of my home DZ and the caravan and pilot followed me over. I got a strong urge to fly, but I got no where to fly to. -PF

Never done any ring shopping up in Chicago, but online jewelry shopping isn't always the best bet...just ask around for people who have recently purchased an engagement ring or the likes. Any jeweler will have peridot rings, as its a birthstone. As for ring size, the only way to be sure is to have him yoink a ring she rarely wears to get the size of it. The worst case he can either have it exchanged for the right size, or resized if it was a custom ring. I got a strong urge to fly, but I got no where to fly to. -PF

Pathetic Losers PL# -122 I got a strong urge to fly, but I got no where to fly to. -PF

Jumper at my DZ fresh from Iraq has two Iraqi rounds. One has the same symbol with the parachute as the one there. It's quite an odd design. The second is still packed up and has the harness out of the ejection seat. It has a cool AAD that a fellow jumper explained how it works. I got a strong urge to fly, but I got no where to fly to. -PF

Ding....182s are 4 seaters. Unless the pilot watchs your dive, the point count would be based on an honor system of the jumpers involved. I got a strong urge to fly, but I got no where to fly to. -PF

John LeBlanc (chief designer at PD) sent the following email to a fellow jumper at my DZ; he had asked about the benefit of a collapsable pilot chute on a Sabre 230: It is quite common to not understand the problems associated with an inflated pilot chute on big canopies. What people don't understand is that it is not just the amount of drag produced by the pilot chute. The bigger issue is where that drag is applied: to the top of the canopy in a backwards direction. Having the drag applied here causes several things: First, it attempts to rotate the canopy back into a flare, thus reducing the amount of flare power remaining. Second, this "dragging through the air" flight regime makes the canopy bounce around more in light turbulence, making it more difficult to get the canopy to fly a smooth stable approach at a constant airspeed. (A smooth steady state approach is a big help in getting consistent landings. Third, this extra drag tends to make the canopy flare a bit when making quick heading corrections on final approach. Eventually, that canopy noses over slightly and gains speed again, only to repeat this oscillation a bit more mellow. This makes timing the flare a big challenge, as the best flare from each stage of this oscillation is a bit different! This problem is much more pronounced on bigger canopies, especially those that have a larger section of tail pulled down by each control line, such as PD bigger than 190, Sabres bigger than 190, and all tandem canopies. Fourth the pilot chute can distort the canopy as the end cells try to out fly the center cell. You can sometimes see this as a bend in the canopy at the center cell, when looking up at it in flight. This causes a change in angle of attack in specific areas of the canopy. It results in more lift being generated in the center cells, but less lift being generated by the end cells. This causes the end cells to be loaded too lightly, making them more prone to folding under from a side gust or downdraft in turbulence. This situation is aggravated by using quick toggle movements to make small heading changes, especially when there is a left, right left sort of thing going on with the toggles. (I know this sounds sounds silly, but watch people on final approach and you'll see this a lot.) The Collapsible pilot chute will be of benefit to this jumper in a few ways: First, the canopy will be less susceptible to turbulence. Second, the canopy will have a more effective flare, particularly when making less than optimum approaches when small corrections are made during the last 10 to 15 seconds. (Its best to plan approaches so that these corrections aren't necessary.) Third, in the event that the jumper wants to learn about using front risers, the canopy will respond better in this mode, with less riser movement being required, and more potential gained. This is because the adverse affects listed above become more pronounced with added airspeed, so vicious cycle starts to occur: The jumper doesn't get much out of a bit of front risers, so he pulls more riser, which causes more drag on the pilot chute which rotates the canopy back more which gives less effect which causes the jumper to pull more front riser and so on. Collapsing the pilot chute will produce little extra airspeed at normal full glide, but it will change the handling and effectiveness of the flare. Making sure the brake lines aren't pulling down the tail too much is another. On the Sabre 230, a slight amount of tail pulled down is ok. (Check our web site for trim specs.) Collapsible pilot chutes are not only for the small high performance canopies, but also help conservative jumpers using conservative canopies to get more out of them. They are particularly important on older F-111 nine cell canopies, such as the PD series. There isn't much excess energy brought to the flare on these old canopies. My recommendation to get rid of the pilot chute has helped many people get better landings on these canopies. The difference in flare power is a bit less noticeable on the Sabres, but it is there. Once you've worked out the steps to create a state of continuing improvements in technique, there is probably no other thing that has a bigger effect than collapsing the pilot chute, other than making sure the brake lines are set with too much tail pulled down at full glide. I got a strong urge to fly, but I got no where to fly to. -PF

Actually, my severe dislike for Clinton is because he purjured himself, but I don't think he was the worse we've had. I got a strong urge to fly, but I got no where to fly to. -PF

132 W Church, Champaign From Rantoul, you'll go west to get on I-57 South to Champaign. After 13 miles you'll get on I-74 East to Champaign. You'll go 2 exits to "NEIL STREET" and get off to make a right turn to head South on Neil. You'll go just over a mile to Church street. Washington and Hill come just before Church. You'll turn right on Church and it'll be like the first place on your right. 715 S Neil, Champaign You'll do the same as above to turn South onto Neil. You'll go about 2 miles and Kamakura will be on your left (I think). You'll go through Green and then John, and Kamakura is right after John. I got a strong urge to fly, but I got no where to fly to. -PF

The FAA only prohibits cell phone usage on commercial airlines. Corporate or private aircraft are excempt from this rule. None-the-less, what altitude was this at? Would this system allow any call to be made, or do they have to go through this onboard system? i.e. was the test to see if the cellphone calls are dangerous to flight or just to see if your system works? I got a strong urge to fly, but I got no where to fly to. -PF

0:10:1 Did my first tube for one of my coached sits. I don't think there was anything else....got a couple 3 point 10+ ways saturday. Sunday was doing some canopy work with the S&TA after the planned dives and kept landing 20+ feet off target, so I finally gave up and went home. Get to jump with Jay Stokes wednesday, so that should be fun! I got a strong urge to fly, but I got no where to fly to. -PF

This is the jist I got from most people I know who are sushi-fans: Hinode Japanese Restaurant has the best Sushi, but you'll also pay premium for the better Sushi, but nothing ridiculous. The good thing about Hinode is if you have a big group they do Sushi boats, so you just tell them how many people you got and you get a big-ass boat of sushi. This is especially good for sushi newbies as you have an assortment to figure out what you like and don't like. 132 W Church, Champaign (217) 356-3366 Kamakura Japanese Restaurant is probably #2. They aren't as expensive as Hinode, but have good Sushi none-the-less. A few people said they actually like Kamakura's rolls better....so I don't know. Also, the ambience here is supposedly better than Hinode. 715 S Neil, Champaign (217) 351-9898 If you need directions just ask via PM. I got a strong urge to fly, but I got no where to fly to. -PF

So far I've thought of three places....there is Sushi San in the Illini Union (UofI campus), the Kamakura Restaurant in Champaign, and I've driven by a new restaurant that has a big windblade that says SUSHI on it in Urbana. I'll get back to you all on which one is best. I got a strong urge to fly, but I got no where to fly to. -PF

So what is your price? Do we have to pay the $150-200 fee, or can we just cover your slot? I got a strong urge to fly, but I got no where to fly to. -PF

I would say my current goals are towards instructional ratings. Next week I'm getting my coach's rating and would like to follow that with a S/L rating sometime this winter. I think helping new skybums learn to fly is really cool. It's lots of fun to jump on those big ways or do a double digit point four way, but it's also a lot of fun to jump with new jumpers who are still working on figuring out their fall rate and how to not back slide. Oh, and I'm ticking off the days until I can strap on a pair of wings and really fly! 116 down, 84 to go! I got a strong urge to fly, but I got no where to fly to. -PF

Good luck with that Wingnut. I went through my first few jumps out there (when I was a cadet there). It is more of a seven second delay if I remember correctly. Hope you don't mind having to upsize to jump (even the instructors were stuck with min size of about 170)...and hook turns...yeah, not gonna happen. It will be lots of boring work (but lots of jumps), but they do have a few fun things to do, like one of the NCOs gets to be cameraman for a competition team. Also, you won't be teaching most cadets to skydive, that is done by other cadets, but you will do AFF for those cadets who get to become jumpmasters. And Icon, there is only one or two (non-pilot) officers connected to the program, and they are in leadership roles...like everything in the military, the officers can't actually get their uniforms dirty. I got a strong urge to fly, but I got no where to fly to. -PF

Quade can stick to his little ideas, but line of flight of a body is directly down (yada yada....not for tracking...yada yada), since drag is the force resisting the "thrust" of gravity, then it isn't an issue of lift of any sort. To answer your question, yes it is possible to determine the drag force of each particular human body/orientation (or your general belly-down human body of 120 mph). The jist is everything havinto resist the force of gravity can be clumped into this drag force. If you want to, you could even compute a Cd (like Cl that Quade mentioned, just this is the coefficient of drag). Now, you could do some interesting experiments to determine the change in terminal velocity as a body backslides (which can be seen as lift), so from there you could determine the skin friction/zero lift drag coefficient, which in turn could be used to determine the lift of a human body, but this would require some horizontally moving body position, such as a backslide or track. I got a strong urge to fly, but I got no where to fly to. -PF

I'd have to agree with this. Cool enough that it isn't miserable, yet warm enough that it isn't balls cold at 14K'. No wind so I can manage to get a measily surf out of my big ass canopy. I got a strong urge to fly, but I got no where to fly to. -PF

I can't help with a whole lot else, but if you want to turn, then just look where you want to turn to. Your body then naturally turns where you want to go. Sounds too easy, but it really is that easy. I got a strong urge to fly, but I got no where to fly to. -PF