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Oz Report

topic: ultralite (16 articles)

A promising article

Tue, May 9 2017, 7:00:35 am MDT

Tiki will be writing up a report or two on their experience at a municipal airport

Tiki Mashy|ultralite

Tiki at «Tiki at» writes:

I will write an article for the Oz Report with regard to our issues with the Wharton Municipal Airport, and how we handled it. It has been quite enlightening and I think it may help others going forward with regard how the General Aviation world wants to dismiss and discriminate against the Ultralight world.

They seem to think they can just make up rules for Ultralight flying because it’s their airport. Most don’t realize that boat sailed when they accepted federal money; also the FAA-APD has already put in place provisions for Ultralights - so there is no place for these small city airports to start dictating and making their own rules, which are contrary to what has already been established.

In any event, Bart has been researching this thoroughly and I will write up an informative article to educate the Ultralight world of their rights. Our situation is not new, you know that and we know that, this article will just be a reminder to the Ultralight world that we do not have to tolerate the discriminatory practices of public airports and how we have handled it.

This may end up being a multi-part article as the saga continues.

Mark Gibson dies in trike crash

Sat, Jun 27 2015, 9:17:59 pm MDT

Test flight?

fatality|Mark "Gibbo" Gibson|news|ultralite

http://abc13.com/809739/

A Saturday morning ultralight crash in Northwest Harris County claimed the life of a 52-year old man. DPS identifies the man as Mark Gibson of Magnolia. He crashed into a tree line next to a field at Telge and Self. The tiny three-wheeled one-seat glider fell from the sky just before 11am. We're told Gibson took off from Dan Jones airport, which is just a few miles away.

Do you have a ULF-1?

December 5, 2014, 9:17:46 CST

Do you have a ULF-1?

Klaus wishes to know about it.

Dieter Reich|Heiner Neumann|Klaus Burkhard|ULF-1|ultralite

Klaus Burkhard <<klaus.burkhard>> writes:

I am trying to build an data base of owners for Ultralight Gliders and aerodynamically controlled Hang Gliders. Now I'm focusing on the German-Design ULF-1 from Dieter Reich and Heiner Neumann. I have found that about 100 Americans have ordered plans plans for the ULF-1.

As the ULF-1 weights only approximately 60 kgs and it's foot-launchable, the ULF-1 would meet FAR Part 103 requirements and could be operated legally in the USA.

If you have ordered the plans and/or built the ULF-1, please contact me.

Link to my present data base: http://www.ul-segelflug.de/ulsf-halter/ulf-1-verzeichnis.html

Birds in Paradise fatal crash

Wed, Mar 12 2014, 5:30:01 pm EDT

Gerry Charlebois dies

Gerry Charlebois, Mark McKenzie

Birds in Paradise|fatality|Foundation for Free Flight|Gerry Charlebois|Michel More|Peter Michelmore|PG|tandem|ultralite|video

http://www.hawaiinewsnow.com/story/24945600/breaking-kauai-county-officials-investigating-fatal-ultralight-aircraft-crash-details-at-hawaiinewsnowcom

Firefighters have recovered the bodies of the pilot and passenger involved in Tuesday's aircraft crash in Waiakamoo Valley in Polihale.

Officials haven't released their names, but several friends identify the pilot as Gerry Charlebois, the owner of Birds in Paradise, a powered hang glider school and tour company on Kaua'i.

Friends say Charlebois was not just well-known and respected, but describe him as "Hawai'i's ultralight pioneer".

Peter Michelmore, the Hawai'i regional safety director for the U.S. Hanggliding and Paragliding Association, called news of Charlebois' death shocking.

"It would be like hearing that the best surfer in the world just died surfing. Gerry Charlebois was probably one of the world's top ultralight pilots," said Michel More, who has known Charlebois more than 20 years.

Birds in Paradise fatal crash

Tue, Mar 11 2014, 11:06:22 pm EDT

Gerry Charlebois's operation

Gerry Charlebois, Mark McKenzie

Birds in Paradise|fatality|Gerry Charlebois|tandem|ultralite

http://www.seattlepi.com/news/article/Motorized-hang-glider-crash-kills-2-on-Kauai-5307730.php

Two people died Tuesday on Kauai in the crash of a motorized, seated hang glider owned by a company that markets itself to visiting travelers even though federal regulations prohibit the aircraft from being used for tours or thrill rides.

The identities of the victims aren't known, Kauai County said in a statement.

The light sport aircraft crashed on the side of a mountain near Polihale Beach, Federal Aviation Administration spokesman Ian Gregor said. The site is in Waiakamoo Valley below Kokee in the western part of Kauai, the county said.

The aircraft — an Evolution Trikes Revo — is registered to Birds in Paradise LLC, a company that advertises scenic flights for tourists billed as introductory flight lessons rather than aerial tours. A message left on the company's answering machine was not immediately returned Tuesday.

http://www.birdsinparadise.com/our-team.php

Sail cloth - premature failure?

September 1, 2011, 11:13:25 MDT

Sail cloth - premature failure?

On trikes

gear|Steve Uzochukwu|ultralite

Steve Uzochukwu <<steveu3>> writes:

The microlight (ultralite) community in the UK is facing a number of premature failures of sails. Some aircraft have had their sails fail at a little as 350 hours and five years. "Failure" is determined by the annual inspections which involve a Betts test of the sail cloth and stitching.

Initial evidence indicates that the issue may be restricted to one manufacturer, who is no longer involved in the hang gliding market. However, the cause for alarm is not only that manufacturer, but who else might have used that source of sail cloth.

Here is the thread started by Gwyn, who is pushing for more work to be done and the issue to be investigated:

http://forums.bmaa.org/default.aspx?f=15&m=102388

Here the BMAA (British Ultralite Association) is also concerned:

http://forums.bmaa.org/default.aspx?f=15&m=103488

Here also the threat of stitching failing is raised:

http://forums.bmaa.org/default.aspx?f=15&m=102475

Is this a problem that could affect hang gliding? Will the tugs we use need new sails? A sail could cost £3,000 (US$5,000) and could be a big cost for a tow group.

Of course, microlights get left rigged, but so do HG in some parts of the US.

Any comments from readers, manufacturers or any tables of manufacturers of ultralites/hang gliders and cloths used?

Fly Morocco 2011 + CBF

April 7, 2011, 8:59:06 EDT

Fly Morocco 2011 + CBF

Getting started on their expedition

Erick Angles|Fly Morocco 2011|ultralite

http://ozreport.com/15.024#2

Erick Angles <<atout.vents>> writes:

The first convoy will leave with one ultralight from the Pyrenees Friday bright morning to be in Ouarzazate, Morocco by Sunday night. I will arrive and meet them by plane then. First day of flying will be on Tuesday and the second convoy with the 2nd ultralight will follow a few days later. Most of the pilots will be there the last two weeks of April, so the first week (next week) and the final week (first of May) will be much slower with fewer pilots.

28 kilo trike for hanging off hang gliders

Tue, Mar 8 2011, 5:43:18 pm EST

It ain't heavy brother

ultralite

http://www.seedwings.it/p/minitrike/strikespace/

Of course, I always wonder what the point is if you have an engine to keep you up.

Thanks to Harald.

Cluster Balloons

June 5, 2009, 3:15:21 pm EDT

Cluster Balloons

Part 103.

balloon|Federal Aircraft Regulations|PG|ultralite

http://www.slate.com/id/2219775/

Is it legal to set off in a flying house? Not without the proper certification. Most cluster-balloon systems, which carry a solo flier in a harness or chair, are considered ultralight vehicles, like hang gliders or paragliders. Under Federal Aircraft Regulations, the pilots of these vehicles must follow certain rules, such as flying only during daylight hours and staying out of particular airspaces.

Paul Splan crashes at night and dies

Fri, Oct 26 2007, 4:38:47 pm PDT

Paul Splan

Going for a moonlight flight in his trike

fatality|Paul Splan|ultralite

Google News

A pilot died last night from injuries he sustained when he plowed his ultralight plane into an orchard across from New Jerusalem Airport — about a quarter-mile south of Durham Ferry Road.

His plane flew under a low-slung power lines and crashed into the base of a tree, which folded the wings back and trapped the pilot. He died during the night struggling to free himself, said Germane Friends, Tracy Fire Department Division Chief.

The pilot, a man in his 50s whose identity will be released later today, took off from the rural airport sometime between 9 and midnight Thursday, despite the darkness, Friends said.

The San Joaquin County Sheriff's department identified the man as Paul m. Splan of Frenso, but did not release his age.

Thanks to Dan

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Jeff Nicolay goes swimming

Wed, Jun 27 2007, 11:04:41 pm EDT

Jeff Nicolay

Takes ultralight for a dive

Jeff Nicolay|Robert Poulios|ultralite

Robert S. Poulios («mailto:bobpoulios@sbcglobal.net») writes:

Jeff Nicolay went down in the Connecticut river with an ultralight a few days earlier. He was strapped in, sinking, and drowning when a couple of fishermen pulled him out and revived him. Marilyn told me that he was testing a new wing. He was there at Morningside yesterday.

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Steve Daleo dies flying the Dragonfly

Mon, Oct 30 2006, 7:45:26 pm PST

Steve Daleo

Killed tugging at Kevin Dutt's

Dragonfly|fatality|Ken Brown|Stephen "Steve" Daleo|ultralite

Article here.

Daleo's open-cockpit Moyes Dragonfly experienced undiagnosed trouble during takeoff from a private airstrip in the area and crashed into a field at 12:35 p.m. near Sunset Road and Eden Plains Road in the unincorporated town of Knightsen, a Contra Costa County sheriff's spokesman said.

Previous article in the Oz Report on being towed by Steve at Kevin's.

Ken Brown writes:

On Saturday the 28th of October, Steve wheeled Kevin's Dragonfly out of the hanger and was going to take it for the first flight before towing for the day. He had had numerous flights on the plane. He had a low speed hop/bounce take-off and then a full power shallow climb out to 100' approx where he then dove straight into the ground at full throttle. Killed instantly.

Kevin reported that after the hop/bounce that he observed Steve waiving his left/throttle hand and moving around in the seat.

The wreckage was taken away by the local sheriffs office. Rehtt is in the area and will possibly have a chance to check the wreckage this weekend.

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Fatality Report

Learning from an aerotowing accident from last year

Mike Haas

Tue, Aug 30 2005, 2:00:00 pm GMT

accident|aerotow|Angelo Mantas|bridle|cart|Dave Whedon|Dragonfly|equipment|fatality|foot launch|HG & PG Magazine|Matt Taber|Mike Haas|Moyes Litesport|Moyes Xtralite|safety|tail|tow|tug|ultralite|winch

Angelo Mantas «Angelomant» writes:

Analysis - Mike Haas Fatality

Scenario - Mike’s accident happened during midday thermal conditions. He was flying a Moyes 147 Litesport, aerotowing it off of a launch dolly. Several witnesses saw the accident, but I give Dave Whedon’s account the most weight, because a) He saw the entire event, from start to finish, and b) He was watching several tows intently to see what conditions were like, since he hadn’t towed in a while.

The tug was given the “go” signal. Dave said that almost as soon as Mike launched off the cart, he appeared to be having difficulty with both pitch and roll control. Then, at around 50' - 60’, the glider pitched up radically and started arcing to the left. Somewhere around this time the weak link broke, or the pilot released. The glider continued rotating left and dove into the ground, first hitting the left wing tip, then nose. The glider’s pitch was near vertical on impact, confirmed by the fact that the control bar, except for a bend in one downtube, was basically intact, whereas the keel and one leading edge snapped just behind the nose plate junction. This all happened fairly quickly. Based on witness and tug pilot accounts, the glider was never over 100’.

Despite help reaching him almost instantly, attempts to revive him proved futile. Mike suffered a broken spinal cord and was probably killed instantly.

Causes - In examining the circumstances surrounding the accident, it seems to me that several factors, which by themselves might not cause major problems, combined to lead to Mike's losing control of the glider.

1) New, high performance glider.

2) Larger size glider than what he was used to.

3) A fast flying tug (Kolb)

4) Flying through a thermal just after launching.

5) A rearward keel attachment point on the “V” bridle.

Mike had only one previous flight on his new Litesport, in laminar coastal ridge soaring conditions. Although he flew over two hours, he probably never flew the glider at the speeds encountered when aerotowing. Mike had many aerotows on a Moyes Xtralite, but according to Matt Taber, the Litesport doesn’t track as well at high speed. The Litesport was also bigger than his Xtralite, which would make it less responsive and harder to control.

The tug used was a Kolb ultralight. Although this tug had an increased wing span than normal Kolbs, it still tows at a higher speed than a Dragonfly. I can tell you from my own experience that it is harder to tow behind a faster tug.

Soon after launching, the glider and tug flew through a strong thermal. This is confirmed by witnesses watching the tug, and the tug pilot’s reporting a strong spike in climb rate.

Here is where some controversy might come in: on examining the wreckage, Arlan (tug pilot) saw where the upper “V” bridle was attached, and immediately felt that that was a possible cause of the accident. It was attached at the hang point, and in his opinion, was too far back for a stable tow. Since then, there has been debate on whether or not that was a safe attachment point. That positioning on the keel was recommended to him by the seller, and apparently many other pilots have towed a Litesport from the same position. Shortly after the accident, some pilots in Wisconsin did an aerotow of a Litesport from slightly behind the hang point, and reported it towed fine.

I agree with Arlan that the upper bridle attachment point contributed to the accident. The test done in Wisconsin was done early in the morning in stable conditions, and the pilot weighed 50 more pounds than Mike. Just because others have managed to tow with this upper bridle position, doesn’t mean it’s safe, especially for pilots on the light end of the weight range.

To sum up, Mike was flying a glider that was bigger than what he was used to, with less stability at the higher speeds needed to stay behind the Kolb. Even with Mike’s hang gliding experience, these factors would tax his abilities. These difficulties would be magnified by the de-stabilizing effect of the rearward keel bridle attachment and the faster speed of the Kolb tug. Already struggling (as witnesses state), when Mike hit the thermal, a difficult situation became impossible. Mike lost control, and either locked out or stalled, leading to his dive into the ground.

How can we prevent this from happening in the future?

A proper keel attachment would have made the glider fly faster without a lot of bar pressure. It also would have made the glider more stable in yaw, because the tow force would be farther in front of the CG. My own experience has been that since moving my keel attachment further forward, tows are much more stable.

Using a tail fin - Tail fins definitely help stabilize gliders on aerotow, especially high performance gliders that may be less stable in yaw. A too rearward keel bridle attachment can be overcome with a fin. Many aerotow parks use tail fins on their demo gliders. The downside to fins is that they can make thermaling difficult on many gliders, but they can still be a valuable tool to make your glider safer while you figure out where your keel bridle attachment should be.

First tows of new gliders in smooth conditions. It is much easier to aerotow a new glider when the air is smooth. Learn how the glider tows in calm air, make any equipment adjustments necessary, then later tow in midday, thermal air.

Practice flying your glider fast before aerotowing it. If you foot launch or static tow your glider, you can literally fly for years without ever flying at the speeds involved with aerotowing. Even platform/payout winch towing doesn't involve those speeds. Practice pulling in the bar and keep it there. Easy? Now try to make a small heading correction and keep it. Good chance you’ll be PIOing all over. This kind of practice definitely pays off.

Wind streamers along runway. It’s agreed that Mike hit a strong thermal shortly after launching. Placing streamers on both sides of the runway, at regular intervals, would help detect if a thermal is coming through the takeoff area. If all the streamers are pointing the same way, it’s safe to launch. If some of the streamers start moving other directions or reversing, it’s obvious some kind of turbulence is coming through. This is not a new idea, it’s not expensive (wood stakes and surveyor's tape) yet I’ve never seen anyone do this. Maybe it’s time we start.

Mike was a Hang IV pilot with over twenty years experience. He was not a “hot dog” and was very safety conscious. No one who knew Mike could believe that this happened to him. Although I feel I have a better understanding now of what happened, I can’t help feeling that if this could happen to him, none of us are safe.

(editor's noticed: There was an earlier, and different accident report published in June in HG/PG Magazine.)

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Keeping the neighbors happier

Wed, Sep 22 2004, 3:00:02 pm EDT

Aerotow operations have a way of upsetting those under the flight path.

ultralite

https://ozreport.com/toc.php?Ozv7n121.shtml#3

http://www.tntlandinggear.com/store/shop/prince_aircraft.htm

http://exp-aircraft.com/vendors/pagesVen/Prince_Aircraft.html

To keep the neighbors happier than would otherwise be the case, Tracy has made sure that the 912 and 914 tugs produce less noise than is normally true. On both tugs he has installed a smaller secondary noise suppressing muffler after the main muffler. The exhaust port is aimed up.

He uses two bladed Prince Aircraft propellers with little winglets that improve efficiency and reduce noise. They have the effect of increasing thrust as if the prop were 6" longer, but they actually reduce noise by keeping the diameter smaller, reducing the tip speeds, reducing tip turbulence, and converting the energy to thrust that normally would be lost when making noise.

Flytec Championship - day seven »

Thu, Apr 22 2004, 3:00:00 pm EDT

We go 200+ kilometers.

The forecast and reality don't exactly match. In fact, the FSL chart shows winds at twelve knots out of the southeast, which which we are noticing in the field. But Dr. Jack and the ADD Winds Aloft forecast are calling for light winds (five knots) out of the southeast. The Windcast is also calling for light winds, but we are very skeptical of that.

Before the winds come up the task committee calls a long out and return to the northwest, but with the advent of the winds we get back together and decide (based on the pilot survey) to go long down wind. We find an small airport 125 miles to the northwest near Branford, northwest of Gainesville, and call to get permission to land there.

It's been soarable since 10 AM and the clouds, as predicted, are already popping by ten. We keep the early start times so that pilots can get going as early as possible. I'm betting that many flex wing pilots will go with the rigid wings, who have start times that are forty five minutes and a half hour early than the first flex wing start time at 2 PM.

The lift is good right away over Quest. I'm not alone in climbing at 600 fpm to 5,500'. A bunch of us, including the early launching flex wings, then go out to the edge of the start circle at five miles out, and wait at cloud base for the 1:30 start time. Eight rigid wings have taken the early start clock.

I'll hold back with Cracky, Alex Ploner, David Chaumet, Jacques Bott, while Christoph, Ron, Jim Yocom, and others will get the 1:15 PM. It is funny to see the flex wings pilots flying with us.

There are clouds every where and the lift is well organized. We hang together for the first twenty miles or so and I'm enjoying flying with Cracky and others. It's strong lift to 6,000' at the intersection of the Florida Turnpike and I-75.

About thirty pilots made goal. Ron landed at 25 miles out. I landed sixty miles out. Alex Ploner was first into goal on the Air ATOS VX with Brian Porter close (maybe he was first). Alex got a ride back in the Sportster ultralight.

Many pilots had their longest flights ever including Cracky, Jamie Shelden, and Christoph Lohrmann.

Discuss competition at the Oz Report forum

Chad Elchin »

Fri, Apr 11 2003, 12:00:04 pm EDT

accident|aerotow|Chad Elchin|Dragonfly|fatality|flight park|Highland Aerosports Flight Park|instruction|record|school|sport|tandem|tow|towing|ultralite|USHGA|world record

https://OzReport.com/Ozv5n135.htm

G W Meadows «gw» writes:

I would like to take a moment to introduce you to a great person who died today. Chad Elchin started hang gliding at Kitty Hawk Kites about 12 years ago. He was originally from Pennsylvania. During his time at Kitty Hawk Kites, Chad became quite the hang glider pilot. He could often be seen out soaring the dunes or towing up from the flight park. During his tenure there, Chad achieved his instructor rating as well as his tandem instructor rating and managed the flight park for a year.

It was at KHK, that Chad met Sunny, another tandem instructor and fellow Pennsylvanian. The two of them together, decided to start a flight park. After much searching for the right location, they settled outside of Baltimore - on the 'eastern shore' of Maryland. Ridgely Maryland became the home for "Highland Aerosports". This was about 5 years ago.

Since starting the business and living on a 'shoestring' due to the nature of hang gliding schools in general, the guys grew the business until they had two Draggonfly's and had just purchased a FlightStar for 'side by side' ultralight instruction. These guys tried very hard to reinvest into the hang gliding community every way they could. They produced dozens of hang glider pilots and supplied not only product but friendship to the pilots in the area.

At this moment, Sunny must truly be wondering how he can go on without his partner. I can tell you that running a hang gliding business is a 'high wire act' of cash flow management.

It is for this reason, that I have opened a 'Chad Elchin Fund' for the hang gliding community to donate to this much needed flight park. Today, a great guy passed. Chad was a fellow who you could always depend on to be there for you. No questions asked - you needed him - he was there for you. During his accident, a $40,000 tow plane - specifically purchased for towing up tandem instructional flights was destroyed, so now not only has a major partner in the business died, but also one of the most important tools of the trade has also been rendered unusable.

We have way too few people teaching hang gliding as it is in the U.S. I am asking that we rally around Highland Aerosports and Sunny, Adam (Chad's brother) as well as the other people who have dedicated their recent lives to show the masses the beauty of our sport.

Sunny does not know that I have decided to do this and he is not asking for money. I am just intimately familiar with this (and other) hang gliding schools and I know that catastrophes like this can put them under. We need this hang gliding school to survive.

Please donate what you can to:

The Chad Elchin Fund

This paypal account: «chadfund» or

By Mail: Chad Elchin Fund attn: June Livesay BB&T (Branch Bank and Trust) North Croatan Highway Kill Devil Hills, North Carolina 27948

100% of the money raised here will go to paying the bills directly associated with this flight park. Please donate what you can.

We have lost a truly great person today.

Chad Elchin has been teaching for 10 years. He holds USHGA Advanced Pilot, Advanced Instructor & Tandem Instructor ratings along with the United States Ultralight Association Basic Flight Instructor rating. Chad is also a Tandem Administrator and Aerotow administrator for the USHGA. He has taught over 3,000 tandem lessons and towed more than 5,000 gliders in the Dragonfly. Chad is the world record holder for consecutive loops in a hang glider - 95 loops from 16,000 feet!

(editor's note: By passing the hat we raised $2,400 here at the meet.)

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