gs8613

Erdnarob - I'd be interested to see that program. Did the excel file open okay for you in the end? I've attached part of the write up for this. It's too big to upload as 1 document so I've split it into 2 PDF's If anybody wants to use this I can easily modify the excel doc to include wind speeds and directions, and therefore actual throw from the aircraft

I read through the latest "45 degree rule" thread recently and remembered that I did the maths for exit separation a while ago for a piece of coursework. I've attached an excel spreadsheet if anybody's interested. It shows how much separation you'll have on opening with different times between exits, and the different speeds of each group. All the green cells are editable. All units are in metres and seconds, but I've added a unit converter. Group 1/2 TV is the terminal velocity of each group. This is used to estimate their coefficient of drag. Total throw is your horizontal distance between exit and pull. K1 and K2 are the 2 groups coefficients of drag. If anybody wants to check the maths or have a look at how it's done, I can upload the write up.

Got this on a sunset HnP

I got a Tonfly 618 and a 620 (made to make me go as slow as possible) The 618 is hands down the best suit I've ever owned. Fits absolutely perfectly, best build quality I've ever seen. Hard to say why but it's an incredibly easy to fly.

I agree until you say: Are you saying it creates a moment about the 3-ring or is just a conservation of momentum? Either way I don't really see how that could happen. As far as I can tell, leaning forward in the harness can only reduce drag and bring your COM up. Obviously reducing drag increases speed, and lift along with it. Think of it this way. In normal flight, you are hanging slightly behind your canopy due to the drag you create, this pitches your canopy slightly forward and steepens your glide. If you decrease your drag, you will hang further forward below the canopy. This will pitch the canopy up slightly and flatten the glide, increase your speed (reduced drag) and put the canopy into a more efficient flying configuration. Think of hanging a coin from the ceiling then blowing on it. It'll swing backwards. The ceiling in this case represents the canopy and is flying in a stable configuration so you can think of it as being "fixed". Difficult to explain exactly why. Camera flyers - try suddenly opening your wings under canopy. You'll swing behind it, then go into a dive. I think the canopy will also fly more efficiently as the AoA to the relative air will be more suitable. But I don't know that for sure....

But isn't changing planform similar in many practical ways to a downsize, Faster turns, faster dives, longer recovery arc etc...? At what point does a Safire2 become the more aggressive canopy? SA119, 109, 99?

After an argument at the DZ this weekend, I thought I'd post it on here. The argument started out with: which canopy would be more aggressive? A Crossfire2 loaded at 1.44 or a Safire2 loaded at 1.55 I'd guess the xfire just had it at these loadings, but at what point would they become similar? They'd be a Xfire2 139 and a Safire2 129 with an exit weight of 200lbs

I can't get that one working either?