[JoeF]

The barebones cable-stayed triangle control frame for hang glider in Breslau 1908 with pilot hung from keel behind the TCF was part of a flow of undercarriage uses of the triangle control frame or just triangle frame (that let wheels be on base bar so neatly; sometimes the base bar was virtual as framing replaced its mechanical spreader role); the most popular use of the simple frame was for meeting the ground with wheels as undercarriage while powered influencers gave seated comfort for pilots while adding engines. Note from the first decade of 1900s onwards that the triangle frame for undercarriage had thousands of little design morphs with some having safe-splat additions. Here is just a taste:

[JoeF]

Study clip from video. Notice the crotch strap-seat-sling, the whack mitigation, the wheel.




Not to leave out the arrangements in that historic unassisted powered flight in the Demoisele
where we notice the tensionally slung seat behind triangle frame and some frontal device whack mitigation plus wheels.
With power off: glider with pilot hung from parasol wing behind frame.

[Bob Kuczewski]

It's interesting to see so much "anti-whackage" in those early aircraft. It must have been quite a concern back in those days. I wonder what caused it to be so common then and so rare now ... at least in general aviation.   

[JoeF]

Spelling correction: two ls in Demoiselle

Demoiselle Demoiselle (French for "damsel"/"little lady"). Yet note, that in the aviation literature about Alberto Santos-Dumont, one may find one l used in typo like I did; researching with both spellings will bring fuller return. ||||| broad-winged damselflies or demoiselles

Bob, ... good question.
I bet it is because aviation design mastered pitch control. And the whack mitigation migrated to control surfaces on refined designs.
Our HG land outs with the variety of ground textures and our choices of "landing gear" still invite for me continued attention on whack mitigation; I do not want anyone in HG to break a neck, shoulder, or die from a whack.
Further, some niche HG activities strongly invite Safe-Splat as part of the deal permitting the niche activity (among several, e.g.: deliberate high-count down-slope down-asphalt-street chosen splat landing with various braking devices).

Is that a butt-ski in the photo or something else??????
Photo resides on page that is about AS-D http://www.aerospaceweb.org/question/hi ... 0189.shtml
====================================================================
Santos-Dumont was superstitious about the number "8" He serialized some 21 or 22 aircraft, but skipped using "8" in the namings.
Looks like we have something on
http://soulbrasileiro.com/main/brazil/important-brazilians/santos-dumondt/santos-dumondt/
where it is told :
"He was very superstitious. After suffering an accident on August 8th, 1901 at the Trocadero Hotel, he decided to not fly an airship with the number 8."
The month was the 8th month; the day was the 8th day.

Well, that might be the solution.
If I had to discard numbers for dates where I had something bad happen, I would not have numbers left.
HOPE: If I kept numbers for dates where I had much good happen, then I would be able to keep all numbers.
Lift,
Joe


On Wed, May 16, 2012 at 9:31 AM, Joe Faust <Editor@upperwindpower.com> wrote:
Sherri,
He was a true giant in pioneering flight. Brazilian. He even seems to be important in my research on gliding, as he had a hanging or slung seat below wing and some triangular framework that recalls the early first-decade of 1900s roots of the triangle control frame used so much in hang gliding (and was evident in at least 1908 in Breslau in a gliding club).

The numbering of his airships and gliders and powered aircraft skipped the use of "8" for some superstition. I am curious, especially because of the Sherri 8 flow.
I have not read the work yet:
http://www.teleread.com/ebooks/the-twitterization-of-santos-dumont-numero-8/

Joe

[JoeF]

The clip is from http://www.google.com/patents/US3809173
The instruction regards a powered loop for a ski. However, consider having the flat loop be the tread of the ski that contacts rocks, sand, dirt, plants; let the tread have its broad and large-area contact (rather than the small contact of a circular wheel where tangent tiny contact area is made with the soil, etc.) and then consider having a volitional braking of the loop. A certain designed friction profile might be accepted instead of further braking device.

[JoeF]

Exploring.

[JoeF]

Depending on niche activity:
Teflon plates for ski bottom?

[JoeF]

Continuing Safe-Splat

At the start of service at Ascension feast today: up and down technology:

With foundation for wing and high hats: high-count aggressive speed wing-running training without stumble costs:

[JoeF]

Moving along ...

[JoeF]

When I was young I used to dream that I had figured out a way to arch my body in such a way that I could fly across the room.

Stumbling and Safe-Splat

• During 1000 aggressive runs with wing, even one stumble without Safe-Splat could end a life or the ability to continue into the next 1000 aggressive runs with wing.
• During 1000 aggressive runs with wing down an asphalt paved street with landing at speed downslope without Safe-Splat could end a life or the ability to continue such play.
• During 1000 aggressive runs down a mild slope (less than trim glide angle) that has rocks, weeds, gopher holes ...with intent of downslope landing at almost trim glide speed without Safe-Splat could end a life or the ability to do such flight joys.

When the count of such play goes up, the chances of stumbling simply increases. Add the pressing for aggressive runs while getting tired (good workout) and stumbling comes into the picture in these settings. Add age 70 to the scene and invite even more chance of stumbling. Add a high passion for the launching experience and the landing experience and aim for 50 such experiences daily throughout the year and stumbling has a way of getting into the picture; and so Safe-Splat is invited to join the party. The little flight experiences are dominated by the physical-mental launching and landing feelings. Endorphins. Good sleep and fitness. Stay out of trouble.
(50 aggressive runs + 50 landings)/da)(4/wk)(52wk/yr)(10 yr)= 208 000 section experiences of ground meeting during the next 10 years is something I want to have injury-free while stumbles occur. The many hang gliding injuries that I have had--clue me to what I am about to do during the days of the next 10 years.

albatros airlines