theplummeter

OK, so what's that little white bump on the side in both of these pictures (Viso 2, not original Viso)? http://www.l-and-b.dk/products/visual/viso_ii http://www.dropzone.com/gear/Detailed/619.html Are you talking about the reset button the side?

What if he's working at the bomb squad?

Hawaii (Maui specifically) has a ton of businesses that specialize in getting your PADI Open Water Certification quickly and painlessly. Most of them also take you to some incredible places to dive. I did mine there as part of a job and we got to dive through underwater lava tubes, shipwrecks, and a reef that sticks out of the largest trench in the area.

There's a lot of science happening here today.

Compasses stopped being relevant when they stopped filling them with whiskey

Actually getting accurate measurements for harness sizing is key. It can also be awkward to find someone else to take the measurements, as taking them yourself won't yield accurate results and finding someone who will do a good job without excessive groping can be difficult. When I needed to get sized for my last harness I bought a sewing tape measure and hired a prostitute. I was happy to find someone not afraid to get in there and take the measurements, and he/she was happy to make some money without extracting protein from a douche. Win win.

I always went first thing in the morning. We took off from the north landing area and I landed back there the first time, same takeoff the second day but stronger northwesterly winds and I ended up landing in the grass right next to the wind tunnel. I think Burner does the early morning jumps and one late afternoon set while he's in Eloy.

I don't think that aircraft and parachute aerodynamics translate perfectly, pulling toggles would be the equivalent of gradually adding flaps to land rather than using a separate airfoil to change the angle of attack of the main airfoil. Landing on rears is more closely related to how an aircraft lands than toggle movements, although almost every airplane ever built uses mulitple airfoils to provide lift and control flights. As far as what's happening to the wing however, stalls are the same in that the pilot has exceeded the angle of attack critical to lift production. Bernoulli was full of it, even NASA is starting to admit that. For his theory to hold true air would have to be incompressible. http://www.telegraph.co.uk/science/science-news/9035708/Cambridge-scientist-debunks-flying-myth.html

I did two at Eloy with Burner and have done several dozen right by my house since then. The Eloy jumps couldn't be easier, there is usually very little wind, you're landing at a dropzone with a ton of outs, and the pilot knows exactly what to do and expect. Random jumping means helping the pilot out, spotting, getting landowner permission, issuing a NOTAM, scouting your landing area beforehand, and most of all being ready to cancel if something isn't right. So far balloon jumps have been my favorite, it's good practice for dead air exit technique.

Empty Carbs + Fat + Mayo does NOT equal salad.

Why can't it be both?

I've flown several hundred loads of static line students, tandems, and fun jumpers ranging from 3500 to 10500 feet. I have never calculated the exit point and I have never had anyone land off. Low groundspeed means higher winds aloft. I fly the jumprun into the wind and tell the jumpers to wait a second after crossing over center, two seconds if we're over 8000.

http://mastersofnone.com/2012/06/rush-yyz-acrapella/

Our TI/Rigger loves the velcro. He maintains the gear and packs himself. He has jumped it both ways with a SET400.

There are seven major problems with your theory: 1. No one under 50 ever gets to bid a 380. 2. No one who flies a 380 still has any real piloting skill, or FMS programming skill for that matter. We're all just gambling that judgement is more critical at that stage, and so far it's paying off. 3. I forgot the third one, but the damn flight attendant needs to bring me my neck pillow so I can rest. D. My retirement is getting eaten alive by ex wives 1 through 3, and the new one just took up an expensive hobby.

Yes. Open when I was 19. Laparoscopy last year. I was actually asking the original poster. The Chief of Surgery here did my repair and will only do open repairs because of fear of a complication similar to what the OP is talking about when the surgery is done as a laparoscopy. He has had zero complications with open repairs in twenty some years. Also the three inch tilted scar makes it look like my crotch is giving out an awesome dirty look and/or is mad.

I went from no booties to mega booties on a tony suit. Easy transition, if I jump in a different suit I feel like my feet don't do anything.

Did you have the open repair or the laparoscopy?

If you're not still using that I would love to wear it around my job at the airport at night. For safety, and not to scare my coworkers before we fly.

I have explained the sensation in an earlier post in this thread but here it is again: Here is the correct answer: When a skydiver leaves the aircraft in horizontal flight he has the full horizontal speed of the aircraft at the instance of exit. The skydiver will then decelerate horizontally while accelerating vertically. Horizontal acceleration/deceleration and vertical acceleration/deceleration are totally independent events and one does not affect the other. For example, if you place a rifle horizontally to the earth (assuming for this discussion that the earth is perfectly flat) and fire the rifle while simultaneously dropping a bullet the same distance that the rifle is above the ground, both bullets will hit the ground at the same exact time. Vertical velocity due to the pull of gravity is always independent of horizontal velocity. When a skydiver leaves an aircraft with horizontal velocity he decelerates horizontally while accelerating vertically. These forces of acceleration and deceleration cancel one another and your body does not feel the "zero G" sensation. The slower the aircraft exit speed, the more likely you are to feel the vertical acceleration. In a balloon or hovering helicopter with zero horizontal airspeed you will feel the full vertical acceleration. In summary, the slower the aircraft exit airspeed the more likely you are to feel the zero G sensation. Mike Mullins Mike, We're on the same page here. I was just offering a direct comparison of how some jumps felt after having jumped from three different aircraft in a few days.

Not real familiar with jumpships, eh? How exactly do you program a wing-over followed by a 4000 fpm descent from 13k in to a FMS? Collins ProLine or Universal UNS1?

Two weeks ago I jumped out of a Cessna at 75mph and then an Otter at 95 knots (109mph) two days later. The Cessna jump felt "droppier" for lack of a better term. Otter to balloon the next day felt like a staggering difference, and now having returned to the Cessna it again feels like a greater acceleration. Without getting into too much theoretical physics I think the difference in speed between jump run and free fall is perceptible.

An I-43 would hold a Optimum 176, and nothing bigger than a 150 main. My Safire2 169 barely packs into my Infinity I-34.

Quit throwing the fire extinguishers into the bonfire! I got blamed for it, and I hadn't even set foot in the bunkhouse yet.

I just got back from a week at Skydive Arizona. I was apprehensive at the idea of heading there because I'm such a new and low jump idiot who has only been to a few smaller dropzones and they are such a huge dropzone with so much going on. It took about fifteen minutes with manifest to get everything figured out, and once you get on board with the exit separation and landing pattern system they have things couldn't be easier. Two full Otters running and I don't think I was ever in the air with more than three other canopies at my altitude and never had a problem with crowding in the pattern. Two huge landing areas and more outs than anyone should need are right below you. Even more important to me was the total lack of skygod type mentality there. People of all experience levels were happy to jump with and help out anyone who was willing to participate. I jumped loads with 10000 jump freeflyers and 30 jump A licensees and the really experienced folks did what they needed to do to make it all work. The instructors at Axis helped me out tremendously with exits (these were my first Otter jumps) and helped me find folks to jump with. I can't say enough nice things about Nik and Brianne, they are very talented and equally humble which is a rare and pleasant combination. I got to make a couple balloon jumps while I was there also. If you are there between November and May I highly recommend jumping in with Burner. The ride up is qucker than I thought it would be. I ended up making several jumps, it's better than eating breakfast if you're up at that hour. The bunkhouse is, well, a bunkhouse. They have air conditioning which keeps the place about ten degrees cooler than outside but it's a lot like camping. If you do use the bunkhouse bring your own key for the lockers as they have none at manifest. Someone is always at the dropzone with a car and happy to run to Casa Grande for supplies. I also met some of the coolest people I have ever had the pleasure of jumping with in that week. If you're a newer jumper looking to get a lot of jumps in but nervous about the size of the dropzone, take the plunge. It's really not scary as long as you follow the recommendations and keep your head on a swivel. The only gripes I have from the trip is that it's sometimes difficult to locate the organizer. They put a picture up next to manifest of the organizer(s) for the day in a t-shirt but rarely can you recognize them in a full jumpsuit and helmet. Often you are left using hand signals next to the Otter to indicate the number of people you are jumping with and whether you are a belly or free flyer. The first few jumps get you thinking, but after a bit it's almost automatic lining up to get on. Bigways hog the Skyvans, so if that's on your list you might be disappointed.