Dockweiler RHG Diary

Honoring the rich history and bright future of gliding at Dockweiler Beach

Re: Dockweiler RHG Diary

Postby JoeF » Tue Dec 26, 2017 12:35 pm

Bob,
Your cares were core in opening the site for recreational hang gliding. Thank you for such Christmas peace at place! :clap:
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== Frank mentioned yesterday at Dockweiler: nut-keeper coiled wire in hole at left and right of control frame basebar could be replaced by a safety pin. :idea: :!:

============================================================================================
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Re: Dockweiler RHG Diary

Postby Frank Colver » Tue Dec 26, 2017 7:29 pm

Here is a short video and a couple of photos of our Christmas Day hang gliding, unrestricted by membership denials or insurance requirements at Dockweiler.

https://vimeo.com/248820482

The sunset was the end of a perfect day.

Frank Colver

End of perfect Christmas day Dockweiler gliding.JPG
End of perfect Christmas day Dockweiler gliding.JPG (338.86 KiB) Viewed 545 times


Joe-Frank-B0b Christmas day at Dockweiler.JPG
Joe-Frank-B0b Christmas day at Dockweiler.JPG (391.45 KiB) Viewed 545 times
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Re: Dockweiler RHG Diary

Postby Bob Kuczewski » Tue Dec 26, 2017 10:32 pm

Now one of my favorite photos:

Joe_Frank_Bob_Christmas_day_at_Dockweiler_800.JPG
Joe_Frank_Bob_Christmas_day_at_Dockweiler_800.JPG (89.31 KiB) Viewed 537 times


Thanks!!!!
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Re: Dockweiler RHG Diary

Postby Frank Colver » Wed Dec 27, 2017 1:12 pm

I've added another short clip to the Christmas Day video. Still the same link.

https://vimeo.com/248820482

Frank
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Re: Dockweiler RHG Diary

Postby Bill Cummings » Wed Dec 27, 2017 3:48 pm

Those Doc. videos never fail to put a smile on my face. :D
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Re: Dockweiler RHG Diary

Postby JoeF » Thu Dec 28, 2017 4:35 pm

The Christmas session was also spiced with Bob's reach for "trainable" hang glider. At first I heard in myself "a hang glider that might be instructed (trained)", but no, he meant a hang glider that would be able to be carried easily to Dockweiler while transporting oneself with the wing commonly on a train from San Diego to Los Angeles, as I've been pushing for "busable" hang glider.
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Re: Dockweiler RHG Diary

Postby JoeF » Mon Jan 22, 2018 9:01 pm

January 22, 2018, session 11 a.m. to 5:30 p.m.
= 30 flights in Alpha 210. Wind from 4 mph to 8 mph guestimate. Pleasant. Clear sky. Moderate sea state.
About 10 of the 30 flights were with significant traverses along the slope.
After 15 flights, I rested for a full hour while eating (popcorn, can of tuna, orange from home tree, banana, nuts-and-raisins, two slices of bread, water).
==talked to four inquisitives; pointed them to Windsports. Two of them took video of some of the flights.
== bus load of about 60 middle school kids got a dose of seeing hang gliding. They stopped at the beach for a seashore lunch.
Pre-HG kiting of two sorts; and then post-HG some kiting of same.

The Alpha 210 traveled with a sun-rain-dew coat over its bag. I'll leave the arrangement overnight. If I am not too sore, I'll go again tomorrow Tuesday.

The day was very solo. [[Frank Colver and BobK Kuczewski were probably resting up from their three-day adventure to the RGSA meeting; see their report elsewhere in the forum. ]]

Beaches & Harbor enforcement .... I saw them ticket two cars that brought skateboarders to the beach; the car owners missed paying for parking.

Pelicans, seagulls, pigeons, starlings ....
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Re: Dockweiler RHG Diary

Postby Bob Kuczewski » Tue Jan 23, 2018 2:32 am

Joe, it gives me great joy to read your report!!!!

I wish I could say that I was resting after our trip, but I had to spend the day at work trying to catch up after taking Friday off. I would have much preferred to have joined you at the beach!!

We missed you in Las Cruces, but everything worked out fine anyway. I have to thank every member who attended the meeting for their thoughtful consideration of all the issues. They picked up 4 new members as a reward. USHPA could learn a lot from the RGSA. :)
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Re: Dockweiler RHG Diary

Postby JoeF » Tue Jan 23, 2018 10:56 am

Disclaimer: None of the following is meant to be definitive medical advice; I am not a medical doctor.
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I'd like to aim for 100 flights in a day at Dockweiler without one carryback, but only via low-stress returns. Ideas are sought from others for low-stress returns at Dockweiler.

Definitions for this note:
== Let a wing return from landing area to launch zone be referred to as a return. There are various ways to return a wing from the landing area to the the launch area. Some means may be very rough or hard on some people's lower back. Seek means that do not overwork a pilot's lower back.

== Let a carrying back upslope of a hang glider wing be called a carryback. Distinguish carryback from other means of returning a wing to launch area.

​My 30 carrybacks yesterday made it very difficult to get out bed this morning; my lower back had experienced injury from the 30 carrybacks. I aim to avoid the compression injury arriving from Dockweiler carrybacks; effective resolution will permit more flights. ​CHALLENGE: Carrybacks in low wind could have the carrying person or pilot be carrying 40 to 100 lb​ (estimated)​ on one's lower back. When the wing rotates during the carry or/and is gusted, then the forces may increase on the lower back. These forces are carried by the lower back in many arrangements.

​Additionally yesterday: Retrieved wing from garage storage solo; carried wing to truck solo; lifted wing to truck's wing rack. At site: lift wing down from truck's wing rack. Carry wing from truck to assembly zone in launch area. After flight session: Carry wing back to truck solo; lift wing up to truck's wing rack. The work on the lower back for these operations was in addition to the 30 flights' carrybacks. I aim to design a way to lift and lower the wing to the rack without compressing the lower back. I aim also to use dollies or sleds or a wheeled sled to move the wing between the truck and the assembly zone; a wheeled sleigh might become a solution; the wheels would work on the asphalt and concrete sections of the way; then lift wheels away and use the sleigh part for moving over the sand area.

Additionally: Decompression postured rests were not taken during the day's flight session. Grunting go-ahead without respecting what was happening to my lower back resulted in some injury. Such a session should not be repeated. Healing is needed. Mitigation of the forces on the lower back are sought. I won't be doing the anticipated hang gliding today; when solutions to carrybacks and lifts are in place, then such a delay cost won't be needed.

Decompressing the lower back:
== Slope-set blanket. Anchor feet. Hang upside down for some time between carrybacks. Or use a fence and an incline. Or hang from a fence or pole. Best would be to avoid carrybacks. 8-)
== Hang from high bar rigged at the truck.
== Hang from the triangle control frame; latch feet high and tense the lower back.
== ​Use a chair that has raised side rails or arm rests; do back hangs by doing push ups on the chairs armrests.​
== Swim in the ocean.
== Rest in bed horizontally.
== Set up a string kite system; latch the tether to the feet; grab a ground anchor by hands or a latching of shoulders. Let the tension of the flown kite system give tension to the lower back. Added this note to the airbornewindenergy forum: Message23359
Quote:
Want to decompress one's body's spine?
Consider using a kite system for human-body spine tensioning and decompression.
Let a kite system's tether tension provide tension to the spine.
Harness the legs to the kite system's tether. Harness one's shoulders or hands to a ground anchor.
Take care of the implied safety matters. Have a main tether be continuous to its anchor. Rig the body harnessing and anchor on top of the main kite system's tether and breakaway lines.

=============================
Aim to avoid carrybacks; aim to return of the wing by some other means. .
Avoid carrybacks by​ one or more of the following methods:
​== Top landing
== Have others assist. Let them do the carryback.​
== Use wheels and wind. The challenge of sinking-in-sand wheels and insufficient wind is significant. Maybe attach a long and wide sleigh; fix the angle of attack of the wing. Drag the sleigh across the sand and up the sandy slope. == == Maybe a sheet of steel or aluminum featuring safety siding?
== Drag wheeled wing. There is here significant challenge of wind and orientation of the wing so that mishaps do not occur. Explore reversing the direction of the wing and having perhaps some assist lines to effect the dragging; the wheel or skids will roll or slide on the sand. Have assistance while exploring procedures.
== When there is adequate wind, then a wing might be kited back to the launch zone. Kiting may be done by adept use of the front flying wires.
== Rail?
== Zip line?
​== At some sites other than Dockweiler, a motored vehicle may turn the wing; mount wing on the vehicle; drive the vehicle with wing to the launch zone. Pay the driver of the vehicle.
== Some returns at some sites have been achieved by truck carries or dolly carries. ​
=================================
Further: The harness that grabs upper legs and hips for hanging in upright position seems to be compressing the lower back during flights; such would add to the lower back challenge. Consider parallel-bar hanging; consider harnessing only the upper body so that flight-time hanging has no lower-back compressing. I will explore these options. Thoracic harnessing?
Last edited by JoeF on Tue Jan 23, 2018 1:39 pm, edited 1 time in total.
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Re: Dockweiler RHG Diary

Postby Rick Masters » Tue Jan 23, 2018 11:30 am

Joe, you reminded me of what a relief it was to get away from training at the sand dunes and start flying off a local ridge where I could land next to a road. Soon I was making long gliding flights in mild ridge lift - not exactly soaring - but staying up longer than all my accumulated airtime at the sand dunes. That's when I realized hang glider pilots don't need to carry their hang gliders any farther than the retrieve vehicle - and since there was always somebody to help, the gliders only weighed half as much. I started flying progressively heavier gliders. The double-sleeved 190 Moyes Meteor I flew in the Owens Valley for a couple years weighed 90 pounds with my harness and parachute. I never carried that thing more than 100 feet. At takeoff, I always launched into thermal cycles so it weighed zero. Same during landing, of course.

Retired old guys at the sand dunes should just hire a young guy to carry the gliders back. Nothing easier. That seems like a no-brainer. Why beat yourself up or risk worse?

We often hired drivers for Owens XC and fed the kitty. What's the difference?
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