azureriders

Could the 45d rule be called the visual rule instead? What I am asking is, do any of you more experieced guys ever get to the door, count for separation based on ground speed, then look at the last group falling away and go "no way we are going that fast, they are still right there" or vice versa. If you can train your eyes to see separation (not 45d) maybe the visual rule would work. But IMO, anyone trusting a visual rule of any kind, could also consider leaving the altimeter at home. After all you already have your internal clock and your ability to stare at the ground That is not to say that I dont believe skills such as visual recognition are not valuable and good back ups.

was that what you said? I remember it was something about it not working, and then he said it, and she said it, oh and then I said it, yep and then he said it too. I think it has been said, yep, I think it has

whoa, please dont yell at me, its been a long day. I did read all the post, that was just my two cents. Didnt really mean anything by it, hope no one takes offense, it wasnt meant to be offensive.

Impossible. Let's think of the speed of the wheels in MPH and not RPM. Now consider that when the plane excerts thrust, by means of prop or jet, it is going to be draged, pushed or pulled through the AIR without regard to the ground or wheels. Now if the plane is North boud and belt is spinning South bound, the wheels will always be spinnig at the speed of the belt plus the airspeed of the plane. Therefore if, CB = to the speed of the Converyor Belt, AC = to the airspeed of the Air Craft, and WH = to the speed of the Wheels, then CB + AC = WH. This can only be true if CB or AC = 0 and by your example we know this not to be true. If it were possible for the belt to match the wheel speed and if the plane would indeed take off, wow, what a break through. New DZ at my place. My 40 acre track which is only 1320' by 1320' would make a perfect LZ and as for as take off, the otter could just roll out onto the connveryor belt, which would only need to be as long as the plane since it is not going to be moveing anyway, and then mysteriously rise off the ground and proceed to jump run. We could put up a net to stop it on landing, or would landing it back on the belt that is already spinning at above stall speed allow you to set down and come to a stop as the belt matches the deccelarating speed of the wheels until they came to a stop on a 50' run wa...connveryor way. You think the DZ is a good idea, what do you think this would do to Aircraft Carrier design???? My post probably means nothing but I have been behind this PC and Auto Cad for over 12 hours and it was time for a break

two guys, known to the DZO but not to me, show up one weekend, rent gear and go up for a two way. Loose alti awareness, break off low, pull low, both have FXC fires and two outs. Both cut away their mains and land their reserves uneventful. I was not there but the DZO was still pissed the next weekend when I was looking for the rig I normally jump and it was still in the loft. I was almost sorry that I asked where it was by the time he got through rantin about what happened.

Hmmm lets read Bryan Burkes deffinition of SkyGod I think you may have just pixied yourself

hummm, ok

everyone who reads this that also has an ebay account should send him a message, maybe he will get the point. On my way to do so now.

Damn, that makes so much sense I should have caught it the first time. I was still thinking of drift. Given a head wind jump run, drift would be in the opposite direction of the plane's travel. It never crossed my mind that you were talking about the same direction as the plane and actually supporting the big group out first idea. Now this brings up another question, just for curiosity sake. On a jump run with a strong head wind, a group of skydivers leaves the plane and naturally has a ground speed in the same direction as the plane until they are off the hill and falling straight down. Then they begin to drift back down the jump run towards the spot they originally jumped over. Will they reach that spot and if so at what point (alti) and how far will they pass it up in the opposite direction of the jump run? Obviously this would depend on the speed of the head wind, speed of the plane and size of the group. Whatever the answer to this question it still supports the idea that groups should exit from largest to smallest, I am just curious.

although not from experience, but from a little mathematics and common sense I am following this thread with no problem. As I said before, this is something that I have studied and understood before now, However, I am not following this. Can someone explain further please?

I have done some searching but have failed to find a post I read some time agao about another guy doing just this. He had a bag lock on a CRW jump but some where above his newly planned cutaway altitude, the bag lock freed itself and gave him an insta chute at terminal in a stand. As I remember he said it took months (or maybe even years) to recover from the back injury. OUCH No thanks, my back is bad enough now, cutaway and deploy the reserve imediately would be my answer, but who am I to say

Yep, got that part too but I didn't want to say too much in case frognog was expecting an answer from schon

I pull a goose-neck trailer of some sort, weather it be a true 5th wheel or a 2-5/16 ball set up, on a daily basis. The biggest tip I can give, that you probably already know, is to make sure you slow down before a turn and pull , NOT BRAKE, through the turn. This means on a slick road you are going to have to almost stop to make a 90degree and then pull through it. Right turn at a red light, no problem, right turn at a green light, stop first anyway. As far trailer brakes failing. I have seen it happen several times, if you are breaking in a turn and they go out with a 27footer, you are screwed, with his 1500 chevy, your F-250, or my F-350 it dont really matter, you are ditch bound. If you do find your self perpendicular to the trailer, truck sliding sideways and trailer rolling straight ahead, get you foot off the damn break and accelerate. Sorry, but that was spoken like a true female driver *steps back into my flame proof F-350*

Maximum bowling ball weight = 16lbs I know this has no bearing on this thread but I had to throw it in They say if you cant handle skydiveing, take up bowling. Sorry I got those confused. Bowling was killing my elbow and I have not Bowled seriously since the 2005 abc amature nationals almost a year ago. Took up skydiving, it dont hurt my elbow wife still bowls and packs a 180+ average and skydives, I'm so proud Back to subject, I would love to know how this turns out

HeHe, I am a newbie but I know that one. and in this case high uppers magnify this fact.

Does anyone have his email address? it is not listed on eloy's site

This makes more since to me than any thing else I have read Other post by Bryan Burke

I keep hearing different people say that all students (at thier DZ, should, etc) jump 288's. Is this really that common and if so how do the smaller guys ever get any wind penatration. Seems to me that they would either be backing up or on wind hold almost every day. I have jumped a manta on every one of my jumps, but my wing load on it has been between .9 and .95 to 1.

It is said that one of the packers at my DZ packed over 10,000 packs before one, about 3 yrs ago, malfunctioned. To this date that is still the only one he has packed. This might not be that rare among packers, but I thought it was impresive The guy can pack mine anyday

I have had this discussion with more than one physics major who actually understand what is going on. It seems that air resistance affects acceleration but weight does not. however the ratio of weight to air resistance does affect terminal velocity. So therefore if we had two 4in diameter balls, one made of lead and the other of alluminum and both polished to the same smoothness, then they would have the same drag but differ in weight. Let these two balls race from the top of latter they tie, from the top of a tree, still tie, from the top of a sky scraper, hmmm not sure, but from 14000 ft from an otter and they would leave together, stay together until the alluminum reached its terminal, the the lead ball would continue to accelerate to its terminal and therefore win the race. I am fairly good at math and have saw these formulas worked out and can follow them, but dont ask me to site what they are.

the wife got me a Suunto Vector wrist watch. Boy was I suprised

Ok, I have a bad habit of giving too much information and I guess my story of how this question came up leads everyone to try and figure out what I am worried about, turbulence, collision, etc. Everyone has a min cutaway altitude and seems to me that most everyone agrees that under that altitude with a ball of shit over your head you are better off dumping more shit into it rather than cutting it, when you dont have sufficient time, or riding the smaller ball of shit. No matter what caused the situation, there seems to be a point when "Hmmmm, shit or more shit?" Now my question is just simply this, in the same exact situation with a SOS, what would you do???? My instructors comments: (maybe this will prompt some more discussion or flameing. LOL) Observe your decision altitude in the event of something odd happening under your decision altitude then never ever cut away below 1000' if in this event you are below 1000', then the more silk the better, pull silver but dont cutaway This is where I asked about the SOS and then he changed his comments as follows There is no real answer to this (this is the same answer that I expect here but I would really like to hear as much input as possible) then there was a long discussion on canopy reinflation in an extreme situation you could probably lower that 1000' to 500' then another long discussion on the 50% rule which is a personal assessment of each indivdual situation where you must decide which option gives you better than a 50% survival rate. This is a rule that I totally understand and being a very decisive person I have no doubt that I would make a quick decision and act apon it. Would it be the right decision, who knows

every time I hear it really hits home

great story but what happened to the jump plane, did he find the strip or opp for the alternate