Thanks gary i've got it. The clue was be patient!! Ron
On 28 February 2013 14:34, <[email protected]> wrote: > ** > Ron, > There is a bit more to it than that! The files also can take some time to > load *so be patient*. > > Once you have got to the CASA site select search "Civil aircraft register" > scroll down and select "Search the Aircraft register". This is under a > sub-heading "Aircraft register data". Once the "Search the Aircraft > register" opens - see note above - under the sub-heading "Extended search" > go to "Aircraft type" and click on the arrow in the box. This will open up > 5 options, one of which is "glider". Select this option, and then click on > "Search" at the bottom of the page. > > Whilst you are on the Aircraft Register search page also set how many > results per page you want - up to 50 is available. You will note that on > this page there are many other options given for searching. > > If you know the glider registration, the easiest thing to do is to enter > the last 3 letters in the box under "quick search" at the top of the page. > > Good luck, and happy searching. > > Gary > > ----- Original Message ----- > *From:* Christopher McDonnell <[email protected]> > *To:* Discussion of issues relating to Soaring in > Australia.<[email protected]> > *Sent:* Thursday, February 28, 2013 4:55 PM > *Subject:* Re: [Aus-soaring] glider register > > CASA register search and pick glider option. Lots of oldies I know of > though who did not comply with 9/11 fallout panic and have fallen off the > register. > > *From:* Ron Sanders <[email protected]> > *Sent:* Thursday, February 28, 2013 3:50 PM > *To:* Discussion of issues relating to Soaring in > Australia.<[email protected]> > *Subject:* [Aus-soaring] glider register > > > can anyonwe tell me how to find the totl australian glider register? > > ron > On 27 February 2013 20:55, tom claffey <[email protected]> wrote: > >> Aircon? - I want one! :) >> >> ------------------------------ >> *From: *Mike Borgelt <[email protected]>; >> *To: *Discussion of issues relating to Soaring in Australia. < >> [email protected]>; >> *Subject: *Re: [Aus-soaring] LiFePo4 ~ Why not move to 24 volt systems? >> *Sent: *Thu, Feb 28, 2013 12:44:04 AM >> >> You usually move to higher voltage to transmit greater power at the >> same or lower current which reduces wiring weight. I suspect in light >> aircraft the power requirement for the electrics is driven by systems other >> than the avionics i.e electrically driven hydraulic pumps or simply >> electrically driven flaps, landing gear retract etc. >> There is consideration of going to 42 volts for cars for this reason. >> >> B50s work down to 10 volts, B300/B500/600/800 a little less. B400 and >> B700 down to 4 volts.(internal boost regulator cuts in). A 12 v nominal SLA >> battery is about to die at 11V terminal voltage when discharged at typical >> glider rates. If you are losing more than 0.2 volts or so between the >> battery and the instrument you need to fix the wiring, fuses switches etc. >> >> There doesn't seem to be any overwhelming reason to go to 24 volts in >> gliders. I'll bet most "24 or 28 volt" avionics has a switch mode regulator >> to get 14 volts before going to the rest of the gadget or simply to the 5 >> volts or so required by the logic circuits. >> >> If we go to electric flaps and aircon like the Duckhawk this may change. >> I think it has something like a 54 A-H battery. >> >> Mike >> >> >> At 08:13 AM 28/02/2013, you wrote: >> >> Content-Type: multipart/alternative; >> boundary="----=_NextPart_000_0056_01CE1593.E2557430" >> Content-Language: en-us >> >> My contribution to the battery aspect of this thread is to question why >> we are so infatuated by 12 volts? [I once wrote Standards, and Standards >> often impede innovation] >> >> I also agree that the electrical systems must be designed and implemented >> taking into consideration volts, amps, temperature high and low, wiring, >> insulation, noxious gases, fusing, short circuit and thermal runaway, G >> load, weight and many other factors >> >> At Oshkosh 2006 the Blue Mountains Avionics presentation said for light >> aircraft the move to 24 volt systems was a no brainer, just so logical. >> Most instrumentation and radio’s require 10 volts and a 12 volt system >> decays to 10 volt reasonably fast. Microair’s need probably 10.5 before the >> transmitter goes garbled, Cambridge falls over at about 8 volts. Mike >> could perhaps comment on the minimums for Borgelt instruments. PDA’s and >> XCSoar have a USB 5 volt input so may work longer on a 12 volt system? >> Some avionics are designed for 35 volt DC maximum input [but XCOM and >> Microair apparently have 16 ~ 17 volt maximum input specification] >> >> But starting with 24 volts gets much more out of the battery before >> avionics fail. Even moving to say 16 volt to keep within radio >> specification could lead to increased useful battery life. >> >> Cranking amps for starter motors is at the high drain end of the drain >> spectrum but arguably is early in a batteries discharge cycle in the glider >> application. >> >> So why not have 16 ~ 24 volt systems in gliders? >> >> Alan Wilson >> [ARMIT Comm Eng] >> Canberra >> >> *From:* [email protected] >> [mailto:[email protected]] >> *On Behalf Of *[email protected] >> *Sent:* Wednesday, 27 February, 2013 8:58 PM >> *To:* Discussion of issues relating to Soaring in Australia. >> *Subject:* Re: [Aus-soaring] LiFePo4 >> >> Nice one Arie. >> You do bring a bit of costing perspective into the argument here. >> >> The YouTube footage is interesting (horrific?), but I suspect basically >> irrelevant. >> >> I think that any glider pilot who knows anything about the problem, does >> not want to experience an inflight cockpit fire UNDER ANY CIRCUMSTANCES. I >> know of one example, where the pilot was VERY happy to have survived the >> experience - without having to bail out. He reported that fire - as in >> burning - was NOT the problem. He reported that the amount of fumes and >> smoke generated in an incredibly short time from the ignition of the >> plastic wire covering due to shorting of the electrical system was in fact >> the primary problem. For this unfortunate pilot, there were really two >> problems: first he had to be able to breathe, and secondly he had to be >> able to see what you are doing - basically impossible in a cockpit filled >> with smoke! >> >> Re your statement "willing to replace a couple of batteries each year >> ...." Probably a slip of the pen: As Bernard has pointed out a *high*quality >> SLA gel cell type battery MAY last up to 9 or 10 years, but this is >> hardly likely to be the norm. Five - seven years seems to be much more >> realistic estimate. As far as I can tell, the life of the LiFePo4 batteries >> is not claimed to be any better than this latter figure. >> >> At this point in time, LiFePo4 batteries are MUCH more expensive. However >> I expect that in a few years time the price will have fallen, and many >> glider pilots will be using these "new fangled" devices,. >> >> I suspect that I will need to replace my current glider batteries in the >> near future. I do not have a max AUW of the non-loading bearing parts >> problem - one valid argument for lighter batteries - and my power >> consumption figures - high power consumption requirements are another valid >> argument for using LoFePo4 - are relatively modest, so I have no intention >> of using LifePo4 batteries for the replacement. >> >> What this whole discussion has crystallised for me is the requirement, >> regardless of the type of battery selected, is to always use a high quality >> battery manufactured by a reputable factory who stands behind their >> product. [I have in the past tried "cheap" batteries, and regretted it.] >> >> Regards, >> Gary >> ----- Original Message ----- >> From: Arie van Spronssen >> To: Discussion of issues relating to Soaring in Australia. >> Sent: Wednesday, February 27, 2013 6:56 PM >> Subject: Re: [Aus-soaring] LiFePo4 >> >> Hi, >> >> When people start talking of glider batteries I laugh at their logic. We >> have a toy that cost anywhere between 2 - 10k and upwards to keep in the >> air each year (not including getting to and from the airfield and actually >> getting it in the air) and they are not willing to replace a couple of >> batteries each year for well under a $100. >> >> These fancy batteries may be ok but in the vast majority of gliders the >> simple still works best and is cheap and safe. >> >> Yes I do play with these fancy batteries in my radio control toys but >> with great care and they are always stored in a lipo safe bag. You only >> have to watch this video to agree >> http://www.youtube.com/watch?v=mw8jb1KmAG8 yes I know the newer ones are >> better but these are only small and look at how they go up and even the >> newer ones can still have problems. >> >> regards, >> Arie >> >> On 27/02/2013 12:52 PM, Future Aviation wrote: >> >> Hello all >> >> >> >> >> >> It just occurred to me that I have omitted to thank John >> Parncutt >> >> >> for his research and his willingness to share the findings with >> us. >> >> >> >> >> >> Of course, in this context Mike Borgelt's professional advice >> must >> >> >> also be mentioned. Both contributions are extremely useful to >> many >> >> >> of my gliding friends including myself. Many thanks to both of >> you! >> >> >> >> >> >> Believe it or not, the last set of SLA batteries powering the >> engine >> >> >> circuit in my ASH 25 lasted for 10 years. At the time I opted >> for the >> >> >> most expensive SLA batteries I could get my hands on and now it >> appears >> >> >> that the old saying holds indeed true. You only get what you >> ........ >> >> >> >> >> >> Kind regards to >> all. >> >> >> >> >> >> Bernard Eckey >> >> >> >> >> >> -----Original >> Message----- >> >> >> From: >> [email protected] >> >> >> [ >> mailto:[email protected]] On Behalf Of >> Mike >> >> >> Borgelt >> >> >> Sent: Wednesday, 27 February 2013 11:22 >> AM >> >> >> To: Discussion of issues relating to Soaring in >> Australia. >> >> >> Subject: Re: [Aus-soaring] >> LiFePo4 >> >> >> >> >> >> As I said yesterday, do proper engineering on your battery >> installation. >> >> >> If you don't have real numbers for temperature limits, discharge >> curves at >> >> >> various rates, charging characteristics etc etc you aren't >> doing >> >> >> engineering, you're just >> guessing. >> >> >> A battery designed to start a racing motorbike and then be >> recharged by the >> >> >> alternator and floated at that voltage likely has quite >> different >> >> >> characteristics, design and longevity from one designed for >> charging and >> >> >> deep discharging over several hours then recharging. You can >> also just stop >> >> >> and get off the bike when the battery catches >> fire. >> >> >> Li batteries all need individual cell monitoring during charge >> and use or at >> >> >> least when charging after mostly >> charged. >> >> >> The problem with Ni MH batteries is the number of cells (10 for >> a nominal 12 >> >> >> V system). You will have at least one weaker cell which will >> deep discharge >> >> >> more than the others and will be undercharged or more likely the >> other cells >> >> >> will overcharge resulting in reduced battery life. Individual >> cell >> >> >> monitoring would help but with 10 cells vs 4 for Li it is a >> pain. >> >> >> 3 years isn't bad for a NiMH battery >> pack. >> >> >> Some people have a problem with max weight of non lifting parts >> and a few >> >> >> kilos saved may make the difference between flying in or >> outside the >> weight >> >> >> and balance envelope. For these LiFEPO4 may be worthwhile but >> use the >> >> >> correct >> cells. >> >> >> The cylindrical Tenergy cells sold by these people have >> engineering data and >> >> >> are Underwriter Labs tested. The tests are published there too. >> Start >> >> >> here: >> http://www.all-battery.com/lifepo4battery.aspx >> >> >> I've dealt with them and they did what they said they >> would. >> >> >> Also these people may be of interest: The batteries seem to be >> the same as >> >> >> the Tenergy cells but with a different colour outer sleeve. >> >> >> They have battery monitoring/cutoff circuitry available also. >> You must use a >> >> >> low voltage cutoff at >> least. >> >> >> http://lithbattoz.com.au >> >> >> The old sealed lead acid batteries are OK. They are heavier >> although in many >> >> >> installations that may not matter. The capacity is usually >> quoted at the 20 >> >> >> hour rate. In modern gliders 1 amp continuous is not an unusual >> load so >> >> >> that's the 7 hour rate. Likely it is a 5 A-H battery at this >> rate. Give it a >> >> >> couple of dozen charge cycles and it is a 3 or 4 A-H battery and >> you begin >> >> >> to have problems. Note also the number of cycles you get is non >> linear with >> >> >> depth of discharge. Small % discharge you'll get lots of cycles. >> Large % >> >> >> discharge many, many fewer >> cycles. >> >> >> Size the battery to handle the longest flights and then use two >> batteries. >> >> >> Use one routinely, keep the other charged then when the first >> battery dies >> >> >> due to low capacity you have a known good battery. >> >> >> Put that one in the first position then put a new one in >> the standby >> >> >> position. You should always have a good battery available >> then. >> >> >> If using some new type either learn enough to do an engineering >> analysis or >> >> >> find someone willing to do one for you. Otherwise these things >> may get >> >> >> needlessly banned or we have fires in gliders. It would be >> embarrassing to >> >> >> explain to your insurance compny why you had to bail out of your >> burning >> >> >> glider. >> >> >> >> >> >> Mike >> >> >> >> >> >> >> >> >> _______________________________________________ >> >> >> Aus-soaring mailing >> list >> >> >> >> [email protected] >> >> >> To check or change subscription details, >> visit: >> >> >> >> http://lists.internode.on.net/mailman/listinfo/aus-soaring >> >> >> >> >> >> _______________________________________________ >> >> >> Aus-soaring mailing >> list >> >> >> >> [email protected] >> >> >> To check or change subscription details, >> visit: >> >> >> >> http://lists.internode.on.net/mailman/listinfo/aus-soaring >> >> >> >> >> >> >> ------------------------------ >> _______________________________________________ >> Aus-soaring mailing list >> [email protected] >> To check or change subscription details, visit: >> http://lists.internode.on.net/mailman/listinfo/aus-soaring >> ------------------------------ >> No virus found in this message. >> Checked by AVG - www.avg.com >> Version: 2012.0.2238 / Virus Database: 2641/5635 - Release Date: 02/26/13 >> >> _______________________________________________ >> Aus-soaring mailing list >> [email protected] >> To check or change subscription details, visit: >> http://lists.internode.on.net/mailman/listinfo/aus-soaring >> >> >> _______________________________________________ >> Aus-soaring mailing list >> [email protected] >> To check or change subscription details, visit: >> http://lists.internode.on.net/mailman/listinfo/aus-soaring >> > > ------------------------------ > _______________________________________________ > Aus-soaring mailing list > [email protected] > To check or change subscription details, visit: > http://lists.internode.on.net/mailman/listinfo/aus-soaring > > ------------------------------ > > _______________________________________________ > Aus-soaring mailing list > [email protected] > To check or change subscription details, visit: > http://lists.internode.on.net/mailman/listinfo/aus-soaring > > ------------------------------ > > No virus found in this message. > Checked by AVG - www.avg.com > Version: 2012.0.2238 / Virus Database: 2641/5636 - Release Date: 02/27/13 > > > _______________________________________________ > Aus-soaring mailing list > [email protected] > To check or change subscription details, visit: > http://lists.internode.on.net/mailman/listinfo/aus-soaring >
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