Bob Kuczewski - 2017/10/26 05:10:52 UTC
Tad: Blah, blah, blah ...
Yep, vintage Bob.
First of all, this topic is titled "Breaking USHPA's Monopoly Control of Flying Sites".
First of all, you're banned - and have been since 2012/05/07 12:38:07 UTC. You're here on Guest status and started this topic in violation of what you agreed to - not posting - to attain those very broad (and totally unreciprocated) privileges.
That's obviously not what you want to talk about so you continually hijack the topic which reflects your extreme lack of self control.
- The topic is about whatever the Moderators and Members here feel like making it. Maybe you too a bit.
- In addition to having an extreme lack of self control I also have an extreme level of Kite Strings forum control. (Or at least I did when I began composing this post prior to the Tapatalk tsunami.) Which is really unfortunate for you in this situation.
There are plenty of more appropriate topics for your drivel, but you insist on posting it here.
Well, my reputation for appropriateness totally sucks. (And if it didn't Kite Strings wouldn't exist.) So looks like you're shit outta luck on this.
Forum topics are known to wander, but most well-mannered people will respect the original poster's reminders to stay on topic.
- See above about the original post.
- But I'm not a most well-mannered person. So I don't really see the relevance of your point.
- What's your data supporting that claim? Show me some glider forums on which manners count for shit.
You, on the othet hand...
This is an example of why I don't want fuckin' Tapatalk making this forum iPhone friendly. If I had a button that make iPhone accessibility read-only I'd push and lock it in a New York minute.
...operate this forum like a lunatic asylum run by the inmates.
- Well, that's certainly not a problem on any other glider forum you're gonna find. So it really baffles me as to why you're trying to communicate on this one.
- Ya know, Bob... When Davis needed a replacement for Jim Keen-Intellect Rooney he moved Ben Reese into the slot. And when I'm going through a Davis Show thread and see a Ben Reese post I read the first and last five word sets of his thirty paragraph submissions then check out the next entry.
You're so self-centered that you won't allow any topic that isn't all about Tad.
Bummer. Maybe give the Jack and/or Davis Show a shot.
It's generally not too bad to add a short off-topic post once in a while, but your off-topic drivel dominates every single topic on this forum.
- COOL! Thanks for the compliment and encouragement!
- Probably 'cause I post more than all other Members and Guests combined.
Second, Bill was towing long before you, and he's continued long after you gave it up.
- Yeah Bob. I GAVE it up. One day I was up hanging out with a couple eagles at cloubbase over Ridgely and said, "Fuck this! I'd rather be playing checkers!" Isn't that pretty much the way you gave up hang gliding at Torrey?
- And every month Bill keeps coming up with amazing innovation after amazing innovation. Lighter, faster, cleaner, safer. Load capacities through the ceiling, weak links highly tuned in to one's highest expectations, turnaround times down to milliseconds. Top towing experts from around the globe lined up around the block to get inklings of understandings of what he's doing... If only Kelly Harrison had been tuned into a few dust particles worth of that technology.
- Yeah, people of varying ages... If excellence is your goal, as it must be, always seek out the person who's been doing whatever you're interested in LONGEST. Just like for aerotow weak links.
- Doesn't that make me well over two times better than Jim Keen-Intellect Rooney? His towing career went from 2002 to 2015 Mine from 1980/11/14 to 2008/10/12.
Your credentials are zilch compared to his.
- Sure Bob...
http://www.ushawks.org/forum/viewtopic.php?f=2&t=929
Training Manual Comments / Contribution
Bill Cummings - 2012/01/10 14:04:59 UTC
Tad's procedures for aerotowing should become part of any training manual.
Whatever you say.
- Fine. Use his operation, equipment, procedures to advance your flying career. Or Sam's. Great stuff for cleaning up the gene pool a bit.
Third, I don't know a lot about aero towing...
Yeah Bob...
http://kitestrings.org/post7657.html#p7657
You're one of the world's top experts on not knowing a lot about aero towing.
...but...
You actually DO know a lot about aero towing. (Which is one word for a lot of the people who do it.)
I do know that there are two ends of a tow rope...
Three ends for the ropes used as bridles to split the tow force between the pilot and glider.
...and there's a pilot with his life at stake on either end.
Bravely and totally unselfishly going into harm's way to facilitate the pleasure of all us stupid muppets - the ones who bought his plane and pay his salary.
That means there's a negotiation about everything from cost to weak link strength.
- A negotiation in which FAA aerotowing regulations play no part whatsoever.
- Why should the weak link matter in the slightest?
http://www.chgpa.org/forums/viewtopic.php?f=2&t=2467
weak links
Jim Rooney - 2007/08/01 13:47:23 UTC
Whatever's going on back there, I can fix it by giving you the rope.
If one of these fucking dickheads is too incompetent to be able to...
http://farm8.staticflickr.com/7509/15659143120_a9aae8f7bd_o.jpg
...squeeze the lever on his joystick what's his luck likely to be when he needs to land the fuckin' plane in the thermal conditions in which we're flying?
I'll bet if you were paying $10,000 per tow, you could use any weak link you wanted ... someone would take that risk.
- What do you figure Zack Marzec paid for his 2013/02/02 tow at Quest?
http://ozreport.com/forum/viewtopic.php?t=30971
Zach Marzec
Mark Frutiger - 2013/02/08 19:12:21 UTC
Zack hit the lift a few seconds after I did. He was high and to the right of the tug and was out of my mirror when the weak ling broke. The load on the tug was not excessive as with a lockout, but I was not surprised when the weak link broke.
And do ya think we might be able to dial up the risk to the Dragonfly just a wee bit? And if not, then how come Mark made no effort whatsoever to fix whatever was going on back there by giving Zack the rope?
- Here's what the Flight Park Mafia has to say about sailplane AT weak links:
Dr. Trisa Tilletti - 2012/06
LISA: You and I have flown sailplanes for almost as long as we have flown hang gliders. We own two sailplanes and have two airplanes that we use for towing full-size sailplanes. In all the time that we have flown and towed sailplanes, we have not experienced or even seen a sailplane weak link break.
LISA: It's not that it doesn't happen, but it is a rare occurrence. Russell Brown, a founder of Quest Air in Florida and a well-known Dragonfly tug pilot, is also a sailplane pilot, tug pilot, and A&P mechanic for a large commercial sailplane towing operation in Florida. He told us that, like us, he has never seen a sailplane weak link break, either. Russell owned the first 914-powered Dragonfly ever made--he helped us build the second one, which we still fly. He is the one who, many years ago, showed us the method for making a WT weak link and suggested we use polypropylene rather than Spectra for hang glider V-bridles.
In other words the issue of weak link strength for sailplane operation tugs in all this collective experience was totally irrelevant as far as safety was concerned. 1.4 Gs or fifty. No difference if they don't break. Exactly the same safety enhancement one gets snorkeling with shark repellent in Lake Superior.
And notice they say NOTHING about having seen any emergency pilot actuated terminations of tows - which is exactly what one would expect.
Hang gliders, which have crappy roll control authority and a tow attachment on the pilot which is the control system, DO lock out but low level lockouts are extremely rare, virtually always the consequence of pilot incompetence at at least one end of the string, and often not survivable regardless of what weak link is being used and especially in conjunction with "use" of easily reachable Industry Standard "releases" on the glider end.
Couple hundred feet up and beyond - where vertical air movement starts ramping up - and pretty much nothing matters.
So if you dial it up you get the same number of pops - zero.
Now start dialing it down...
http://www.tost.de/tost-cms/wp-content/uploads/tost_katalog_englisch_080415.pdf
Tost Flugzeuggerätebau Product Catalog
Tost weak links
Tost weak links in optimized format combine the following improvements:
- Longer service life
- Correct marking with load group and manufacturer's name
- Made of high-quality certified aircraft steel
- Clear determination from inferior copies
- Manufacturing tolerance only 5% (10 % are demanded in the requirements)
Like our type-approved products, also our weak links are manufactured according to EASA- approved production methods. Each batch is tested on computerized test equipment and the results are documented. This guarantees consistent high quality and traceability.
Important Notes
- Weak links protect your aircraft against overloading
- Use only the weak link stipulated in your aircraft TCDS or aircraft manual
- Checking the cable preamble is mandatory according to SBO (German Gliding Operation Regulations); this includes the inspection of weak links
- Replace the weak link immediately in the case of a visible damage
- We recommend that the weak link insert are be replaced after 200 starts:
an insert exchanged in time is always safer and cheaper than one single aborted launch
- Always use the protective steel sleeve
- Use only the correct shackles: they prevent the weak link and the steel sleeve from twisting, leading to an increase of the breaking load
- Never use two equal inserts, eg, both with round holes, in a reserve system weak link, since this would double the breaking load
Warning
Using combinations of weak link inserts from different manufacturers can double the breaking load because of the elongation of inferior inserts
Now let's break that down:
Important Notes
- Weak links protect your aircraft against overloading
We have a clear all encompassing definition of a weak link. Protects the aircraft against:
- overloading.
Not against:
- getting out of control
- crashing
- being a shit pilot
- flying with a shit release
Tost weak links in optimized format combine the following improvements:
- Longer service life
- Correct marking with load group and manufacturer's name
- Made of high-quality certified aircraft steel
- Clear determination from inferior copies
- Manufacturing tolerance only 5% (10 % are demanded in the requirements)
Like our type-approved products, also our weak links are manufactured according to EASA- approved production methods. Each batch is tested on computerized test equipment and the results are documented. This guarantees consistent high quality and traceability.
Important Notes
- Use only the weak link stipulated in your aircraft TCDS or aircraft manual
- Checking the cable preamble is mandatory according to SBO (German Gliding Operation Regulations); this includes the inspection of weak links
- Replace the weak link immediately in the case of a visible damage
- We recommend that the weak link insert are be replaced after 200 starts
- Always use the protective steel sleeve
- Use only the correct shackles: they prevent the weak link and the steel sleeve from twisting, leading to an increase of the breaking load
- Never use two equal inserts, eg, both with round holes, in a reserve system weak link, since this would double the breaking load
Warning
Using combinations of weak link inserts from different manufacturers can double the breaking load because of the elongation of inferior inserts
That's all about precision - using a specific weak link for a specific aircraft according to engineering figures determined to protect the aircraft from being damaged or destroyed by overloading.
Tost weak links in optimized format combine the following improvements:
- Longer service life
- Made of high-quality certified aircraft steel
- Checking the cable preamble is mandatory according to SBO (German Gliding Operation Regulations); this includes the inspection of weak links
- Replace the weak link immediately in the case of a visible damage
- We recommend that the weak link insert are be replaced after 200 starts:
an insert exchanged in time is always safer and cheaper than one single aborted launch
- Always use the protective steel sleeve
That's all about making sure you don't fly with a weak link that is or has gotten "safer". And just in case you missed it the first two times:
an insert exchanged in time is always safer and cheaper than one single aborted launch
Important Notes
- Use only the correct shackles: they prevent the weak link and the steel sleeve from twisting, leading to an increase of the breaking load
- Never use two equal inserts, eg, both with round holes, in a reserve system weak link, since this would double the breaking load
Warning
Using combinations of weak link inserts from different manufacturers can double the breaking load because of the elongation of inferior inserts
That's about not going the other way. But it has NOTHING to do with the control of the flight. They're mostly talking about not DOUBLING the intended limit and ripping your plane apart.
But if you offered a $10 "strong weak link bonus", and no one would take it, then you can bet they have a legitimate safety concern that they're willing to favor over hard cash.
Well, let's look at the REAL world:
http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Davis Straub - 2011/08/26 14:04:52 UTC
We had six weaklink breaks in a row at Zapata this year. Russell Brown (tug pilot, tug owner, Quest Air owner) said go ahead and double up (four strands of Cortland Greenspot). He knows I used his Zapata weaklink in Big Spring (pilots were asked to tell the tug pilot if they were doing that).
For some totally bizarre reason neither the gliders nor the tugs wanted all that extra safety margin. And the PILOTS were asked to tell the tug pilot if they were doing that so the tug pilot would know that he had to fly twice as safely. For FREE ferchrisake! And notice the wording - which I hadn't quite up to now:
...said go ahead and double up...
That tells you that the muppets on the gliders had previously been pushing for stuff capable of getting them somewhat safely airborne while the fucking dickheads running the fucking Dragonflies...
http://www.chgpa.org/forums/viewtopic.php?f=2&t=3600
Weak link question
Jim Rooney - 2008/11/24 05:18:15 UTC
Well, I'm assuming there was some guff about the tug pilot's right of refusal?
Gee, didn't think we'd have to delve into "pilot in command"... I figured that one's pretty well understood in a flying community.
It's quite simple.
The tug is a certified aircraft... the glider is an unpowered ultralight vehicle. The tug pilot is the pilot in command. You are a passenger. You have the same rights and responsibilities as a skydiver.
It's a bitter pill I'm sure, but there you have it.
BTW, if you think I'm just spouting theory here, I've personally refused to tow a flight park owner over this very issue. I didn't want to clash, but I wasn't towing him. Yup, he wanted to tow with a doubled up weaklink. He eventually towed (behind me) with a single and sorry to disappoint any drama mongers, we're still friends. And lone gun crazy Rooney? Ten other tow pilots turned him down that day for the same reason.
Now consider this, Bob. All these motherfuckers pull tandem thrill rides and view legitimate solo recreational pilots as annoyances.
Wills Wing Falcon 3 Tandem
571 - max certified operating weight
457 - min legal (0.8 Gs) weak link
Wills Wing HPAT 158
319 - max certified operating weight
457 - weak link = 1.43 Gs
I can live with that just fine. And if the tandems wanna scrape the "safe" edge of the legal range I'm fine with that too. Fuck 'em. They have no legitimate business flying anyway.
Also consider this. The regs - not to mention common sense - tell you to put the fuckin' weak links on the ends of the fuckin' towlines. But not one Dragonfly I've ever seen or heard about does that. They put it between the top end of the bridle and the top of the tow mast (breakaway) or a short line extension off of the top of the tow mast. 'Cause:
- nobody's gonna tell any of those total douchebags what to do.
- who ever heard of a bridle wrapping at a tow ring?
Towing Aloft - 1998/01
I witnessed a tug pilot descend low over trees. His towline hit the trees and caught. His weak link broke but the bridle whipped around the towline and held it fast. The pilot was saved by the fact that the towline broke!
Fourth, I asked how many tows you've done from both sides of the rope.
- Only three or four. Then I experimented flying from the ends that seemed to work a lot better for me. YMMV.
- None of your fuckin' business. I don't really deal with assholes who correlate logbooks with technical competence.
That wasn't idle chit chat.
I know exactly what it was, Bob. Classic Rooney sleazebag maneuvering.
You're giving out advice...
Bull fucking shit. I'm teaching theory.
...and anyone considering it should want to know what kind of experience you actually have.
I want the person who wants to know what kind of experience I actually have to totally ignore me and kill himself at Quest, Wallaby, Florida Ridge, Lockout, Currituck, Morningside, Whitewater, Cowboy Up.
Tell me ONE THING - from the entire history of hang gliding towing - that anybody learned from EXPERIENCE that wasn't or shouldn't have been fuckin' obvious to anyone with half a brain or better with both feet planted firmly on the ground.
Fifth, I'm ignoring most of your long-winded crap (not reading it)...
http://www.hanggliding.org/viewtopic.php?t=14230
pro tow set-up
Jim Rooney - 2009/11/03 06:16:56 UTC
God I love the ignore list
Not much chance you've read this far down on this one then.
...explicitly because you won't honor what other people want to say (see "First of all" above).
Fine Bob. You're not my target audience. Just my target.
Just as towing is a negotiation between two people ...
Bull fucking shit. It's two competent people flying sane certifiable equipment attempting to execute a legal, safe, efficient tow. Anything else is fringe activity valuable only in illustrating to the public the potential and/or actual consequences of aeronautical incompetence.
...so is a forum topic. Your approach to both reflects your arrested social development ... and probably some of your other pathologies as well.
http://ozreport.com/forum/viewtopic.php?t=15716
weak links
Davis Straub - 2009/04/26 22:05:31 UTC
Tad obviously completely lacks social intelligence and probably a few other forms of intelligence. Also, he obviously has other mental health issues.
Also his reasoning is circular and when cornered breaks out in outrageous jumps, pulling dead rabbits from flatten hats.
But on the reasonable level I think that we can all agree that weak links should be as strong as possible without compromising their function which is to keep the hang glider from being broken by tow forces (and therefore hurting the pilot).
Tad doesn't agree, but the rest of us no doubt do, that we are in a partnership with the tug pilot, and that he needs to be protected also, and therefore our weaklink has to be less than his.
I'll check my weaklinks once again, to see if they are about 1.5 G.
Davis Straub - 2009/04/25 10:57:27 UTC
BTW, it is clear that you have a mental health issue that requires you to see others as idiots. Perhaps you can just edit out those portions after you write them down?
Total fuckin' clones - 'cept Bob has a veneer through which one may have some trouble seeing unless he's really careful.