from:"Mike Borgelt"

Re: [Aus-soaring] The Speight papers

2015-11-11 Thread Mike Borgelt


Peter,

Check the Lake Keepit website and the latest 
edition of their on line magazine. They have them on line.


Mike




At 06:28 PM 11/11/2015, you wrote:

What are the Speight papers and how do we get them?

On Wed, Nov 11, 2015 at 4:30 PM, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:
We were delighted to receive a hard copy bound 
book of the Speight Papers that just arrived

As I don't have a current email address for Garry, I'll say thanks here.
Some of the photos are interesting and bring back memories!
The rest of you, if you're interested in soaring 
cross country faster, should read them.


Mike






Borgelt Instruments - design & manufacture of 
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Re: [Aus-soaring] jetpack

2015-11-10 Thread Mike Borgelt




Now to combine the Rossi wing with the Mayman 
jetpack and get vertical takeoff and landing and wingborne flight.


I'd want a ballistic parachute too.

Mike




At 09:29 AM 11/11/2015, you wrote:
..blinds were closed during night flights in a 
super connie - so passenger would not freak out 
by the fire from the mufflers (if you can call them mufflers)


here is something else about jetpacks close to wingtips:
<https://www.youtube.com/watch?v=_VPvKl6ezyc=FL2HgIG2OraGNOhz2DFLqeHw=1>https://www.youtube.com/watch?v=_VPvKl6ezyc=FL2HgIG2OraGNOhz2DFLqeHw=1

On Wed, Nov 11, 2015 at 10:07 AM, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:
I ran into this when checking the AMT website a 
few days ago <http://www.amtjets.com/>www.amtjets.com


Then did a search and this article seems one of 
the better ones with some technical detail and photos.


<http://www.gizmag.com/jetpack-aviation-new-york-flight/40286/>http://www.gizmag.com/jetpack-aviation-new-york-flight/40286/

Made ABCÂ  news online this morning too.

What I found amazing as that I though his 
autostab and control system must be pretty good 
as it seems to fly so smoothly and steadily but 
as the article makes clear there isn't one. Astounding!


Those AMT Nike engines are 80 Kg thrust each and 
two, as on the jetpack, will happily launch the 
heaviest Open Class gliders with good single engine performance.


As is being shown by Yves Rossi and now David 
Mayman, the engines seem to be robust and give little operational trouble.


Mike



Borgelt Instruments - design & manufacture of 
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Re: [Aus-soaring] jetpack

2015-11-10 Thread Mike Borgelt


I ran into this when checking the AMT website a few days ago www.amtjets.com

Then did a search and this article seems one of the better ones with 
some technical detail and photos.


http://www.gizmag.com/jetpack-aviation-new-york-flight/40286/

Made ABC  news online this morning too.

What I found amazing as that I though his autostab and control system 
must be pretty good as it seems to fly so smoothly and steadily but 
as the article makes clear there isn't one. Astounding!


Those AMT Nike engines are 80 Kg thrust each and two, as on the 
jetpack, will happily launch the heaviest Open Class gliders with 
good single engine performance.


As is being shown by Yves Rossi and now David Mayman, the engines 
seem to be robust and give little operational trouble.


Mike




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Re: [Aus-soaring] The Speight papers

2015-11-10 Thread Mike Borgelt

We were delighted to receive a hard copy bound book of the Speight 
Papers that just arrived

As I don't have a current email address for Garry, I'll say thanks here.
Some of the photos are interesting and bring back memories!
The rest of you, if you're interested in soaring cross country 
faster, should read them.


Mike







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instrumentation since 1978

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Re: [Aus-soaring] jetpack

2015-11-10 Thread Mike Borgelt


At 01:14 PM 11/11/2015, you wrote:

>>They are in fact working on incorporating a ballistic parachute.

Bang goes the idea of jogging with the jetpack on then!

It will be an interesting trade-off between duration of opening and
speed which it can open at.

The design of a backup parachute of something like a hang glider gives
very rapid opening in a short distance but at comparatively low speed
because the glider slows the descent.

With something like the jetpack, if and when you need to deploy the
chute, you'll be plummeting fast so you'll need a staged deployment
which takes some time so the distance which you fall is considerable.



Depends how you will deploy the chute. If automatic such as an engine 
fail detect while more than say 10 feet off the ground you might be 
under canopy within 1 second.

The Yak 38 I think had an automatic ejection seat in vertical flight mode.

I have a friend who lives about a kilometer from me who manufactures 
parachutes of all kinds including for uses he can't talk about. He 
has an idea that a small chute on a glider to limit terminal velocity 
and vertical G load would enable you to get out and deploy your 
normal parachute.
Worth investigating as a chute to bring a whole glider and pilot down 
is much larger and heavier than one to reduce terminal velocity to 
say 40 knots.


For the jet pack plus wings idea you might want another smaller 
engine for cruise and shut down the vertical lift engines. Jets don't 
deep throttle well as the SFC goes from poor to terrible below about 
70% thrust.


Mike



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Re: [Aus-soaring] Piston engine overhaul life

2015-11-02 Thread Mike Borgelt



There's a nasty rumour going around that CASA is thinking of removing 
the calendar life exemptions on piston engines and going for a 10 
calendar year overhaul life.
Talked about on pprune and last weekend at the airfield one of the 
owners had heard about it from elsewhere.


Could impact cost of launching quite significantly.

Anyone heard any more?

Mike










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Re: [Aus-soaring] TE Probe with 6mm fin fitting

2015-10-26 Thread Mike Borgelt


 We use 1/4" or 6.35 mm on ours but can supply with adapter for 6mm.

Mike



At 08:31 PM 10/26/2015, you wrote:

Hi folks,

Does anyone have one of the above surplus please? I think LS gliders 
generally have the smaller 6mm TE fitting (most other ships are 
8mm). I'd like the Diamant to beep in the up bits


Many thanks,

Caleb

gliderdri...@gmail.com
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Re: [Aus-soaring] new weather site

2015-10-11 Thread Mike Borgelt

windyty seems to have better vertical resolution 
available. UI seems friendlier too.


Mike




At 06:26 PM 10/11/2015, you wrote:
See also the original(?) one in this style 
<http://earth.nullschool.net/>http://earth.nullschool.net/ 
, they both use same data source (GFS).


On Sun, Oct 11, 2015 at 7:21 PM, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:

Anyone else seen this? User interface is nice:



<http://www.windyty.com/>www.windyty.com

Mike





Borgelt Instruments - design & manufacture of 
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Re: [Aus-soaring] new weather site

2015-10-11 Thread Mike Borgelt




Anyone else seen this? User interface is nice:



www.windyty.com

Mike






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Re: [Aus-soaring] new weather site

2015-10-11 Thread Mike Borgelt



Also check out the new BoM hi res satellite pictures. Look at 
today(Sunday morning ) and note the line of cloud from offshore from 
Tweed Heads to Port Kembla.



Mike


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Re: [Aus-soaring] engine operation

2015-10-06 Thread Mike Borgelt






Some interesting information here:

http://www.avweb.com/news/features/Engine-Operation-Superstitions-Frustrating-Persistence-224921-1.html

Mike


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Re: [Aus-soaring] FAA AIM

2015-09-22 Thread Mike Borgelt


http://www.amazon.com/FAR-AIM-2015-Regulations-Aeronautical/dp/1619541475/ref=pd_sim_14_6?ie=UTF8=1KM5GDP0N77G745ST07Y=513OkojGk8L=sims=_AC_UL160_SR108%2C160_

Check out the reviews!

Mike





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Re: [Aus-soaring] Blast from the past

2015-09-05 Thread Mike Borgelt

I'd say Waikerie.

That's the Waikerie Boomerang and Blanik also. I flew both but not the SH-1.

About the HQ. The sedan had actual coil springs on the solid rear 
axle rear suspension. When my brother in law and I drove to Adelaide 
in late 1972 to pick up my Salto from Gawler we were still on the 
dirt road west of Penong when early in the morning we saw a car 
approaching ahead. It then suddenly turned 90 degrees and stopped in 
a cloud of dust. We stopped to render assistance and were told the 
near new car had "broken one leaf in the rear springs" back a bit 
further. So much for the GM advertising of the coil spring 
suspension. In fact the bolt out of the front of the trailing arm on 
one side had fallen out and the trailing arm fell on to the road 
until it encountered a rock which twisted the rear axle out of the vehicle.

We stopped in Penong a couple of kilometers further on and summoned 
aid. Yes children, there were no cellphones in those days.

Mike

At 07:22 PM 9/4/2015, you wrote:
That would be the Standard Austria SH1 (VH-GUN, comp ID 7) with 
friends. Aero. nothing like the HQ, trust me.

Cheers,

Caleb

On 04/09/2015, at 4:14 PM, Nelson Handcock  wrote:

> Back in the day, the HQ was apparently advertised as having a 
"jet-smooth" ride.

>
> According to this old advert, some gliders had similar 
aerodynamics to a HQ?

>
> <20150904_160804.jpg>
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Re: [Aus-soaring] Aerodynamics

2015-08-31 Thread Mike Borgelt


Look up Part 21 in the CASA website.

Unfortunately the intent of Part 21 for amateur 
built aircraft has become subverted in CASA's 
regulatory re-writes and the current SAAA is too inept to defend it.


Mike



At 07:27 PM 8/31/2015, you wrote:
What if you are not the manufacturer, but your 
aircraft is registered as experimental.Â  Does 
that give you the freedom to experiment?Â


On Mon, Aug 31, 2015 at 3:42 PM, Mark Newton 
<new...@atdot.dotat.org> wrote:

There's plenty of guidance from SAAA.

If youâve built an EAB aircraft, youâre the 
manufacturer, youâre the authority that 
approves modifications. So if you want to put a 
camera mount on it, you just need to give due 
consideration in the design to make sure it 
doesnât fall off (same as any other airframe 
part), test fly it, and get happy.


Â  - mark


On Aug 31, 2015, at 2:46 PM, Peter Champness 
<plchampn...@gmail.com> wrote:


Is there a CASA web page about experimental aircraft phase 1 testing?

On Mon, Aug 31, 2015 at 8:47 AM, Mark Newton 
<new...@atdot.dotat.org> wrote:
On 27 Aug 2015, at 10:50 am, Ross McLean 
<ross...@bigpond.net.au> wrote:



Beautiful!
And despite what CASA says, these guys had no 
problems mounting GoPro's on the wings.


Itâs an Experimental. CASA is happy for you 
to mount as many gopros on the wings of those 
as you like, as long as they undergo the same 
phase-1 testing as the rest of the airframe.



Â  - mark



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Re: [Aus-soaring] Aus-soaring Digest, Vol 143, Issue 20

2015-08-26 Thread Mike Borgelt


Portable disc player

Nowadays it is a smartphone. I recently bought two for use as music 
players in the house connected to amps and speakers. Run android and 
set me back a whole $50 each including 32Gb micro SD card.


Include GPS and accelerometers and run Top Hat (a branch of XCSoar 
with a nicer user interface) . Locked to Vodaphone but I'll never 
register them as phones. They were to be $78 each but Dick Smith had 
a special that day at half price so bought two.


Give the music idea a go and let us know here.

Then again the old sailor's cure for seasickness definitely works - 
sit in the shade of a tree in the country.


Mike

At 02:11 PM 8/26/2015, you wrote:

Hello Nick.

Two friends who suffered from chronic airsickness sought advice from a
Harley Street specialist.

He said it was generally caused by an imbalance of our inner ears and
suggested using a portable disc player providing music in flight.

To separate them use only one earpiece.

It cured their problem instantly.

Try it as it will probably work for you.

Regards

Noel.

-Original Message-
From: aus-soaring-boun...@lists.internode.on.net
[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of
aus-soaring-requ...@lists.internode.on.net
Sent: Wednesday, 26 August 2015 12:00 PM
To: aus-soaring@lists.internode.on.net
Subject: Aus-soaring Digest, Vol 143, Issue 20

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Today's Topics:

   1. Re: Aus-soaring Digest, Vol 143, Issue 19 (Richard Frawley)
   2. Airsickness (Nick Gilbert)
   3. Re: Airsickness (Brian Kranz)


--

Message: 1
Date: Tue, 25 Aug 2015 12:39:25 +1000
From: Richard Frawley rjfraw...@gmail.com
Subject: Re: [Aus-soaring] Aus-soaring Digest, Vol 143, Issue 19
To: aus-soaring@lists.internode.on.net
aus-soaring@lists.internode.on.net
Message-ID: 32989d86-7be4-47ee-a90d-637b35305...@gmail.com
Content-Type: text/plain;   charset=us-ascii

bern,

seems a bit like your talking about a one design race. top German pilots not
flying a German plane, I suspect not.

statistics, statistics, statistics and damn lies, it's always in the
context!

Richard (also in sales)







 On 25 Aug 2015, at 12:30 pm, aus-soaring-requ...@lists.internode.on.net
wrote:

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 Today's Topics:

   1. Bohli Compass - Wanted (Shaun McLaughlin)
   2. Re: German Nationals (Future Aviation Pty. Ltd.)


 --

 Message: 1
 Date: Mon, 24 Aug 2015 17:11:54 +0100
 From: Shaun McLaughlin shaunm...@gmail.com
 Subject: [Aus-soaring] Bohli Compass - Wanted
 To: aus-soaring@lists.internode.on.net
 Message-ID:

 caejqvmempaf2bq_vjsnsezxceyegyzgozaz3uk8gg03-bmo...@mail.gmail.com
 Content-Type: text/plain; charset=utf-8

 Hello,

 I will shortly be shipping my glider Australia (permanently) so would
 like to swap my Northern Hemisphere Bohli compass for the Southern
 Hemisphere version.

 Does anyone have one they would be willing to sell?

 Thanks,
 Shaun
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 Message: 2
 Date: Tue, 25 Aug 2015 09:09:21 +0930
 From: Future Aviation Pty. Ltd. ec...@internode.on.net
 Subject: Re: [Aus-soaring] German Nationals
 To: Discussion of issues relating to Soaring in Australia.
aus-soaring@lists.internode.on.net
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 Content-Type: text/plain; charset=utf-8

 Hi Cee

 Yes, I?m happy to admit that the Duo did dominate its class for years
 but it is equally fair to say that this was due to other manufacturers
 not producing a 20 m glider at the time. The DG 1000 came on the
 market seven (7) years later and Schleicher has never produced an
unflapped 20 m two-seater.

 The same can be said for the

Re: [Aus-soaring] Aerodynamics

2015-08-26 Thread Mike Borgelt



http://www.airspacemag.com/daily-planet/bugatti-racer-finally-takes-flight-180956361/

Look at the blended wing/fuselage intersection at the leading edge.

Mike





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Re: [Aus-soaring] try it out

2015-08-19 Thread Mike Borgelt


me too.

Mike

At 06:25 PM 8/19/2015, you wrote:

Content-Type: multipart/alternative;
boundary==_NextPart_000_01C0_01D0DAAC.6085B5B0
Content-Language: en-au

I certainly saw it before Derek posted his response Mark.
ROSS

From: aus-soaring-boun...@lists.internode.on.net 
[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Mark Newton

Sent: Wednesday, 19 August 2015 2:31 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] try it out

On Aug 18, 2015, at 9:40 AM, Derek Ruddock 
mailto:drudd...@iinet.net.audrudd...@iinet.net.au wrote:


As if anyone is foolish enough to click on a link like this


I donât think anybody on aus-soaring saw the 
link until you forwarded it to the list, because 
non-subscriber posts are rejected specifically 
to keep things like this away. But youâre a 
subscriber, so it accepted your message just fine.


So whatever it is, youâve exposed several 
hundred people who wouldnât have otherwise seen it. :-)


Just sayinâ.

(and yes: Kinda silly to click on things like this. And to forward them.)

  - mark


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Re: [Aus-soaring] New MOSP 3 250hr max Form 2 life

2015-08-02 Thread Mike Borgelt




It is pretty obviously just another way of raising money. If the high 
use gliders are getting 100 hour/3 month inspections there is 
obviously no safety issue here. GFA just wants to charge for another 
Form 2 pack.


It is just like the brilliant tug pilot tax.  Forcing tug pilots to 
belong to GFA is just another dumb move. The claim CASA didn't want 
to worry about tow ratings  doesn't ring true. They still need to 
issue them for banner towing. Simplifying the tow rating or 
eliminating it by just


requiring a proper briefing might actually help the sport.

I've had lots of launches behind pilots who weren't GFA members. At 
Beverley in the 1970s Dave Woodward organised not just a towplane but 
a standby one that could be called on complete with pilot. There have 
been times at contests when ag planes complete with pilots


have been hired. Forcing GFA membership on the pilots will in many 
cases either result in the pilots saying screw that! when required 
to join the GFA or the club/contest organisers  will have to buy a 
membership for each. Hence the tax.


Unfortunately there is nothing that anyone can do about either as the 
GFA Board own the organisation and aren't subject to either adult 
supervision or the discipline of elections by the members.


As for the GFA chat forum, why would anyone bother? Anything regarded 
as controversial by the Board will not see the light of day or if it 
does come complete with rebuttal/belittlement/denigration of the originator.


Mike




At 08:11 PM 30/07/2015, you wrote:
In the most recent draft of MOSP 3 (19 June 2015), a new requirement 
has been added in by the GFA. A form 2 now lasts only for the lesser 
of 250 hours, or 12 months (Section 11.3.2). Particularly for clubs 
with high use two seaters, this is an extremely expensive burden. 
For example, at Southern Cross, this means we'll be almost doubling 
our Form 2 inspections across the fleet in any given 12 month 
period. Our DG1000 will be probably subject to 3 most years.


Is anyone aware of the rationale behind this change? Considering 
most of these high use gliders are already subject to 100hrly and/or 
3 month inspections, it seems like an extremely expensive exercise 
that is will not make us any safer. These gliders have been 
operating for years or decades with a single yearly main checkup.


--
Justin Couch http://www.vlc.com.au/
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Re: [Aus-soaring] Polars for Arcus and duo Discus

2015-08-02 Thread Mike Borgelt

The Duo manual has a polar allegedly the result 
of an Idaflieg meeting. My copy of the page says 
19xx. It isn't a  very good copy.


Mike


At 08:30 PM 2/08/2015, you wrote:
Does anyone know where I can get credible polars 
curve data for the Duo Discus and the Arcus? Not points, the curve.


thanks Â  ron
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Re: [Aus-soaring] Harry Schneider

2015-07-24 Thread Mike Borgelt


Harry once told me he was with KG100 as a ground crew person.

Mike


At 02:06 PM 24/07/2015, you wrote:

Just reading âthe magazineâ over lunch and the story re Harry.
Here are two photos of my prototype Boomerang 
GQG building and going out the door. Both with Harry in attendance.

QG went on to attend the world comps at South Cerney UK in 1965.
The article these photos come from describe him as a âLuftwaffe manâ.

Chris



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[Aus-soaring] Fwd: OzRunways Briefing - Live Traffic

2015-07-20 Thread Mike Borgelt

Web based traffic awareness. Could OzRunways and
AvPlan make their systems interoperable?

Mike

[]

OzRunways Briefing

Live Traffic

OzRunways is the first and only EFB in the world
to display live traffic on the iPad. With OzRunways you can:

* View live traffic on the map
* Tap to enlarge and display the flight plans of nearby traffic
* Share and view tracks on
http://ozrunways.us4.list-manage.com/track/click?u=278909621e741473665c63b33id=32881403fae=0a4d444ea0tx.ozrunways.com

Viewing Traffic

When aircraft are airborne and running
OzRunways, they will participate in the
OzRunways traffic network. Your position and
flight plan are sent in a special packet format
specially designed by OzRunways to work with
maximum speed and reliability in even the
poorest network conditions. The data use is tiny at only 350kb per hour.

[]

Other aircraft appear as blue circles. The
outer pointer is the GPS track. The inner
number is relative altitude. For example this
aircraft is 2100 ft above you tracking south east.

[]

Traffic with no callsign set appear as
'Unknown'. You can set your callsign in
OzRunways â Settings â Traffic or by
assigning an aircraft to your flight plan.

View live traffic on the web

The new Share button presents a variety of
social media options. These help your SAR
person, friends and family to follow your flight
in real time or to download a KML track after
you land (or go missing). These options appear
when you install Facebook, Twitter and set up your email and Message apps.

[]

The new traffic icon at the top of the map
screen toggles the blue traffic icons from
appearing on the map. You will continue to send
your position with this disabled.

http://ozrunways.us4.list-manage2.com/track/click?u=278909621e741473665c63b33id=6f2a115feee=0a4d444ea0https://tx.ozrunways.com

You can view all OzRunways traffic
http://ozrunways.us4.list-manage.com/track/click?u=278909621e741473665c63b33id=4754e486e4e=0a4d444ea0live
on the web. You can also download or view your past flights.

[]

Tap on aircraft to show details. Red aircraft are real. Blue are simulators.

Search and Rescue

AMSA has limited access to the data and 24hr
contact with OzRunways to help if you or somebody you know goes missing.
Privacy. OzRunways respects your privacy. The
traffic system is opt-in and can be completely
disabled at any time in Settings â Traffic.
Our privacy policy can be found
http://ozrunways.us4.list-manage1.com/track/click?u=278909621e741473665c63b33id=6766ceb9e2e=0a4d444ea0here.

Copyright Â© 2015 OzRunways Pty Ltd, All rights reserved.
You are receiving this email because you signed
up via our web site, inside the app, or you have a paid subscription.

Our mailing address is:
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PO Box 669
Freeling, SA 5372
Australia

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Re: [Aus-soaring] OzRunways Briefing - Live Traffic

2015-07-20 Thread Mike Borgelt

Thanks, Mark.

It would seem to make so much sense.

Mike

At 10:48 AM 21/07/2015, you wrote:

Iâll ask Bas and find out.

- mark

On Jul 21, 2015, at 10:33 AM, Mike Borgelt
mailto:mborg...@borgeltinstruments.commborg...@borgeltinstruments.com
wrote:

Web based traffic awareness. Could OzRunways
and AvPlan make their systems interoperable?

Mike

[]

OzRunways Briefing

Live Traffic

OzRunways is the first and only EFB in the
world to display live traffic on the iPad. With OzRunways you can:

Viewing Traffic

When aircraft are airborne and running
OzRunways, they will participate in the
OzRunways traffic network. Your position and
flight plan are sent in a special packet
format specially designed by OzRunways to work
with maximum speed and reliability in even the
poorest network conditions. The data use is tiny at only 350kb per hour.

[]

Other aircraft appear as blue circles. The
outer pointer is the GPS track. The inner
number is relative altitude. For example this
aircraft is 2100 ft above you tracking south east.

[]

Traffic with no callsign set appear as
'Unknown'. You can set your callsign in
OzRunways Ã¢ÂÂ Settings Ã¢ÂÂ Traffic or by
assigning an aircraft to your flight plan.

View live traffic on the web

The new Share button presents a variety of
social media options. These help your SAR
person, friends and family to follow your
flight in real time or to download a KML track
after you land (or go missing). These options
appear when you install Facebook, Twitter and
set up your email and Message apps.

[]

The new traffic icon at the top of the map
screen toggles the blue traffic icons from
appearing on the map. You will continue to
send your position with this disabled.

http://ozrunways.us4.list-manage2.com/track/click?u=278909621e741473665c63b33id=6f2a115feee=0a4d444ea0https://tx.ozrunways.com

[]

Tap on aircraft to show details. Red aircraft
are real. Blue are simulators.

Search and Rescue

AMSA has limited access to the data and 24hr
contact with OzRunways to help if you or somebody you know goes missing.
Privacy. OzRunways respects your privacy. The
traffic system is opt-in and can be completely
disabled at any time in Settings Ã¢ÂÂ
Traffic. Our privacy policy can be found
http://ozrunways.us4.list-manage1.com/track/click?u=278909621e741473665c63b33id=6766ceb9e2e=0a4d444ea0here.

Copyright ÃÂ© 2015 OzRunways Pty Ltd, All rights reserved.
You are receiving this email because you
signed up via our web site, inside the app, or you have a paid subscription.

Our mailing address is:
OzRunways Pty Ltd
PO Box 669
Freeling, SA 5372
Australia

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Re: [Aus-soaring] off season maintenance and updates

2015-07-17 Thread Mike Borgelt





If you have one of our older B400 varios now is the time to have it 
upgraded to the latest firmware version and checked.


We'll do this and check it out for A$49.50 plus return postage. Best 
if you include self addressed Express Mail bag. The audio is more 
sensitive in the zero to +3 knot range and a volume control on the 
repeater is supported. Older repeaters can be modified for the 
necessary switch at extra cost.


Do pack in a cardboard box, not just wrapped in bubblewrap in the bag.

Of course you might like to replace it with a new B700 or B900. 
Basically the same vario with extra features such as digital averager 
in the face, total thermal rate of climb as well as 20 second 
average, when to consider leaving comparator lights and audio and 
last chance battery pack. No flasks and only one pneumatic 
connection. Logarithmic (B700) or linear (B900)scale.


If you are still using an antique technology mechanical vario as a 
standby you might consider joining the 21st Century  and get the 
benefit of audio, averagers and simpler installation.


The first few B700's could use a new firmware load to prevent a 
potential problem when the instrument gets VERY hot (not a good idea 
to do this for many reasons) and on startup fails to establish 
communication between the internal processors due to one taking a 
little long to boot up. The new firmware keeps trying until comms are 
established.


If you have a B500 or B500b we can upgrade these to the definitive 
firmware version too and check the sensors for calibration.


These can also be turned into a B600/B800. Price depends on serial 
number. Contact us for estimate.


B600/B800 are in the current development path. We can upgrade to that 
or you should be able to do this yourself.


New build all have the inertial sensor package. Older can be upgraded 
to include this which is required for the Dynamis horizontal gust 
free total energy system.


We also do Flight Recorder calibrations and service EW 
Microrecorders. These do require a new battery every 3 years or so.


Mike







Borgelt Instruments - design  manufacture of quality soaring 
instrumentation since 1978

www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784:  int+61-42835 5784
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Re: [Aus-soaring] off season maintenance and updates

2015-07-17 Thread Mike Borgelt





If you have one of our older B400 varios now is the time to have it 
upgraded to the latest firmware version and checked.


We'll do this and check it out for A$49.50 plus return postage. Best 
if you include self addressed Express Mail bag. The audio is more 
sensitive in the zero to +3 knot range and a volume control on the 
repeater is supported. Older repeaters can be modified for the 
necessary switch at extra cost.


Do pack in a cardboard box, not just wrapped in bubblewrap in the bag.

The first few B700's could use a new firmware load to prevent a 
potential problem when the instrument gets VERY hot (not a good idea 
to do this for many reasons) and on startup fails to establish 
communication between the internal processors due to one taking a 
little long to boot up. The new firmware keeps trying until comms are 
established.


Of course you might like to replace it with a new B700 or B900. 
Basically the same vario with extra features such as digital averager 
in the face, total thermal rate of climb as well as 20 second 
average, when to consider leaving comparator lights and audio and 
last chance battery pack. No flasks and only one pneumatic 
connection. Logarithmic (B700) or linear (B900)scale.


If you are still using an antique technology mechanical vario as a 
standby you might consider joining the 21st Century  and get the 
benefit of audio, averagers and simpler installation. You may also be 
able to fly more efficiently in the event you need the backup vario.


If you have a B500 or B500b we can upgrade these to the definitive 
firmware version too and check the sensors for calibration.


These can also be turned into a B600/B800. Price depends on serial 
number. Contact us for estimate.


B600/B800 are in the current development path. We can upgrade to that 
or you should be able to do this yourself.
New build all have the inertial sensor package. Older can be upgraded 
to include this which is required for the Dynamis horizontal gust 
free total energy system.


We also do Flight Recorder calibrations and service EW 
Microrecorders. These do require a new battery every 3 years or so.


Mike







Borgelt Instruments - design  manufacture of quality soaring 
instrumentation since 1978

www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784:  int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia  ___
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Re: [Aus-soaring] Trailer for a long wing Kookaburra

2015-07-09 Thread Mike Borgelt


Peter,

As others say it is unlikely to fit the S10 
trailer but my suggestion was to look at it to get some ideas.


The trailer I saw in the US was not the Komet 
clamshell type so sounds like the one at Camden is like the one I saw.


Mike

At 08:46 PM 9/07/2015, you wrote:

Thanks,

There may be others interested

On Thu, Jul 9, 2015 at 8:23 PM, Derek Ruddock 
mailto:drudd...@iinet.net.audrudd...@iinet.net.au wrote:


The unloved trailer at Camden was not for the 
Camden based s10. It is a traditional (and 
large) steel clad design and belonged to Neil 
Cox, who based his s10 at Bankstown.


Neil was tragically killed , along with his 4 
year old son, due to an engine fire when 
returning to Bankstown from Camden a number of years ago.


The wing hoists are sitting in our hangar at Camden.

Â

From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net 
[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of John Orton

Sent: Thursday, 9 July 2015 1:57 PM
To: Aus-Soaring mail list

Subject: Re: [Aus-soaring] Trailer for a long wing Kookaburra

Â

Hi

I have done some work on/with a Stemme S10 
trailer, it was the S10 that was a Camden for 
many years. I have been told it was the first 
Cobra trailer built for an S10. It is a large 
clamshell Cobra (I think) with a fibreglass top.


The arrangement is the outer wing panels go in 
the sides as per standard method and the heavy 
wing centre section goes in along the bottom 
floor. The Fuselage then sits on a wide dolly 
that straddles the main wing section Also the 
tail plane goes in the roof I think. The trailer 
came with its own mobile hydraulic hoist which 
you had to assemble with bolts and wing nuts. 
The hoist/crane was a modified engine hoist with 
large pneumatic tyres. Those engine hoists are 
available from super crap auto for $250 to $300 I think.


It works for the Stemme however the cord width 
for a Kookaburra is fairly big and hence it may 
be difficult to locate the wing underneath the fuse.


Regards,
John Orton

On 09/07/2015 7:57 AM, Mike Borgelt 
mailto:mborg...@borgeltinstruments.commborg...@borgeltinstruments.com 
wrote:


Peter,

I'd have a look at the trailer for the Stemme S10.

The one I saw had a kind of crane for the center 
section built into the trailer. Can't remember 
much else about it as I wasn't that interested 
and it was twenty plus years ago.


Similar problem. Two seat, wide fuselage, three 
piece wing with heavy center section.


Mike




Â At 08:27 AM 9/07/2015, you wrote:

No,ÃÂ  The trailer is a modified open flat bed 
trailer, to which the Glider is sort of bolted on.


Getting the wing centre sectionÃ off was 
difficult for 3 people.ÃÂ  Getting the fuselage 
off may take a vertical lift crane!


A redesign is required so that no one lifts 
anything.ÃÂ  I am still crowd sourcing ideas for that.


On Wed, Jul 8, 2015 at 9:14 PM, Gary Stevenson 
mailto:gstev...@bigpond.comgstev...@bigpond.com wrote:


Hi Derek,

Quite possibly, some might say exactly the same thing about the aircraft!

Gliding legend Doug Robinson, (from GCV), called the short wing version a

Brickaburra. Was this tongue in cheek I wonder?

I think that somewhere along the line I helped to rig a couple of LW

Kookaburra's, but this is NOT an experience that lives forever in my memory!

Perhaps this is a very good thing!

As always, I imagine the secret to rigging this type is to have plenty of

man-power, and just one person (who knows exactly how everything - glider

and trailer - works), to coordinate things.

I wonder what an unbiased person might say about the practically and ease of

using Emilis's trailer!ÃÂ  Does such a person 
still exist out there? Also, how


well did this trailer tow?

BTW Peter C, does your trailer match Emilis's description?

Gary

-Original Message-

From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net


[ mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Derek

Ruddock

Sent: Wednesday, 8 July 2015 7:57 PM

To: 'Discussion of issues relating to Soaring in Australia.'

Subject: Re: [Aus-soaring] Trailer for a long wing Kookaburra

Sounds hideous...

-Original Message-

From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net


[ mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of emilis

prelgauskas

Sent: Tuesday, 7 July 2015 1:04 PM

To: Discussion of issues relating to Soaring in Australia.

Subject: Re: [Aus-soaring] Trailer for a long wing Kookaburra

I don't know where GLZ is these days.

When I owned it, it had an open trailer ex Southern Cross GC.

I then built an enclosed trailer which was sold on to the late Mike

Valentine and John Viney.

This trailer has (from memory) the tailplane in the roof, the outer wing

panels side by side with root ends in the front right corner (looking from

the rear open door), the fuselage

Re: [Aus-soaring] Trailer for a long wing Kookaburra

2015-07-08 Thread Mike Borgelt


Peter,

I'd have a look at the trailer for the Stemme S10.

The one I saw had a kind of crane for the center 
section built into the trailer. Can't remember 
much else about it as I wasn't that interested 
and it was twenty plus years ago.


Similar problem. Two seat, wide fuselage, three 
piece wing with heavy center section.


Mike




 At 08:27 AM 9/07/2015, you wrote:
No,Â  The trailer is a modified open flat bed 
trailer, to which the Glider is sort of bolted on.


Getting the wing centre sectionÂ off was 
difficult for 3 people.Â  Getting the fuselage 
off may take a vertical lift crane!


A redesign is required so that no one lifts 
anything.Â  I am still crowd sourcing ideas for that.


On Wed, Jul 8, 2015 at 9:14 PM, Gary Stevenson 
mailto:gstev...@bigpond.comgstev...@bigpond.com wrote:

Hi Derek,
Quite possibly, some might say exactly the same thing about the aircraft!
Gliding legend Doug Robinson, (from GCV), called the short wing version a
Brickaburra. Was this tongue in cheek I wonder?

I think that somewhere along the line I helped to rig a couple of LW
Kookaburra's, but this is NOT an experience that lives forever in my memory!
Perhaps this is a very good thing!

As always, I imagine the secret to rigging this type is to have plenty of
man-power, and just one person (who knows exactly how everything - glider
and trailer - works), to coordinate things.

I wonder what an unbiased person might say about the practically and ease of
using Emilis's trailer!Â  Does such a person still exist out there? Also, how
well did this trailer tow?

BTW Peter C, does your trailer match Emilis's description?

Gary


-Original Message-
From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net

[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Derek
Ruddock
Sent: Wednesday, 8 July 2015 7:57 PM
To: 'Discussion of issues relating to Soaring in Australia.'
Subject: Re: [Aus-soaring] Trailer for a long wing Kookaburra

Sounds hideous...

-Original Message-
From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net

[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of emilis
prelgauskas
Sent: Tuesday, 7 July 2015 1:04 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Trailer for a long wing Kookaburra

I don't know where GLZ is these days.
When I owned it, it had an open trailer ex Southern Cross GC.
I then built an enclosed trailer which was sold on to the late Mike
Valentine and John Viney.

This trailer has (from memory) the tailplane in the roof, the outer wing
panels side by side with root ends in the front right corner (looking from
the rear open door), the fuselage with rudder at the front end diagonally
across the trailer, and the centre section against the left wall with
underside facing outward.
The centre section is in a cradle at the front trailer end in a rolling
frame, so that it can rotate horizontal once the centre section is clear of
the trailer rear with its door swung out of the way. The centre section is
at a height that clears the fuselage height rolling on the ground.
A stand holds the external end of the horizontal centre section.
This permits the fuselage to be rolled under, tilted away from the trailer
side as the external stand is removed and the centre section mated at this
somewhat inclined angle. Once rigged, this part airframe rolls aft away from
the trailer and the other lighter parts can be carried and rigged.



On 06/07/2015, at 4:04 PM, Peter Champness wrote:

 We are attempting to put VH-GRN into service.Â  The trailer is pretty
 atrocious and it Â is a lot of trouble to unpack and to load the
 glider.

 Does anyone have a trailer or have any good ideas re wing stands,
 rigging aids etc.

 Peter Champness___
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Re: [Aus-soaring] Dick Sasse

2015-07-02 Thread Mike Borgelt


Sorry to hear that.

It felt strange a few years ago at Cunderdin helping a 91 year old 
strap in to his glider for a contest launch.


Mike


At 08:33 PM 2/07/2015, you wrote:

Hi;

Many of you in WA and elsewhere will know Dick Sasse of Morowa Gliding
Club. Dick has died at age 94. His funeral will be held at Morowa on
2015/07/04 at 11:00.

I have attached a couple of photos of Dick which I hope make it through.
These where taken at the 2012 WAGA Comps.

The last comps. that Dick competed in where the 2013 WAGA comp. at
Cunderdin. Dick came second at this comp.

RIP Dick

--
Peter F Bradshaw, http://www.exadios.com
Public key at www.exadios.com/pfb.pgp.key and
www.exadios.com/pfb.gpg.key
Personal site: http://personal.exadios.com
I love truth, and the way the government still uses it occasionally to
 keep us guessing. - Sam Kekovich.



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Re: [Aus-soaring] gliding in science fiction

2015-06-22 Thread Mike Borgelt



There's a fair bit of gliding in Neil Stephenson's recently releases 
SF novel Seveneves  which I just finished. On balance I enjoyed the 
book and the ending wasn't a downer. I had trouble buying into the 
initial premise until I calculated the kinetic energy of the Moon (in 
pieces) arriving at Earth's atmosphere, even say 0.5% to 2% of it. 
The other bits were needed for the rest of the story.


Interesting concept to get to orbit starting with foot launch! Hi 
tech glider and very hi tech instrument system. In the 
acknowledgements the author mentions the guys he flew with in gliders 
and suggests that all the hi tech instrument system will take is 
sufficient commitment of resources to development of sensors and 
software - perhaps combined with a few improvements in the treatment 
of motion sickness


Only now are we even beginning to be able to do this (the 
instruments, not the motion sickness) by actually being able to sense 
the motion of the air the glider is flying through (no, currently 
available  instrument systems don't do this, they approximate this 
using various tricks all of which have problems), let alone distant air.


Interesting pilot interfaces so the information can be interpreted 
for soaring, too. Again we're just beginning on this.


Mike



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Re: [Aus-soaring] Parachute NOT for sale

2015-06-15 Thread Mike Borgelt


OK both chutes are sold.

Mike

At 12:58 PM 15/06/2015, you wrote:

There is one National 425 Signature series backpack chute for sale 
at $2100. Black with royal blue and white piping. 3 QE connectors. 
Equivalent new replacement is $4200. Just about exactly 10 years old 
and has never been used or worn.


I sold this and another 10 years ago and the customer paid for them 
and had them delivered then was killed in a Yak  before getting to 
wear the chute.


Recently his daughter found them still in the shipping box stored in 
her business warehouse and contacted me. If anyone is interested 
please contact me off line and I'll pass on the contact details.


There is no hard life limit on National Parachutes so any buyer will 
likely get subtantially more than 10 years out of the parachute so 
half replacement sounds fair.


Mike


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Re: [Aus-soaring] Parachute for sale

2015-06-14 Thread Mike Borgelt



There is one National 425 Signature series backpack chute for sale at 
$2100. Black with royal blue and white piping. 3 QE connectors. 
Equivalent new replacement is $4200. Just about exactly 10 years old 
and has never been used or worn.


I sold this and another 10 years ago and the customer paid for them 
and had them delivered then was killed in a Yak  before getting to 
wear the chute.


Recently his daughter found them still in the shipping box stored in 
her business warehouse and contacted me. If anyone is interested 
please contact me off line and I'll pass on the contact details.


There is no hard life limit on National Parachutes so any buyer will 
likely get subtantially more than 10 years out of the parachute so 
half replacement sounds fair.


Mike



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Re: [Aus-soaring] Trackers - was Re: more on ADSB

2015-06-09 Thread Mike Borgelt


At 12:24 PM 10/06/2015, you wrote:


I leave out the adventure part here.




Adventure has been defined as something bad, happening to someone 
else, a long way away.



Mike


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Re: [Aus-soaring] B2000 Glide computer for sale

2015-05-31 Thread Mike Borgelt

oops. I guess.
Talk about thread drift!

Mike

At 09:22 AM 1/06/2015, you wrote:

Hi Ken,
Looks like we are going the right way forwards towards getting this
actioned. Re reading the originator for the topic about mishandled
advanced aerobatics, signals that there was a deficiency in
knowledge of basics. That would be a direct result of the lack of
information in the IH about how this is done and how to teach it to
others. It is well past time we actually got this done.

There needs to be an included module on design limits , speed
placarding on ASI's and why rolling G is so important,(especially
with larger span gliders). An understanding of how the yellow arc
speeds are affected by use of combined control inputs is needed.

I think the illustrations in the reference I forwarded to you are
sufficient. They are clear and accurate, and only need to be
revised into any how we teach document.

I previously mentioned Nigel Arnott should be included in
development. This was specifically because of his extensive
experience in advanced aerobatics , as a National unlimited category
champion, and his vast Gliding experience teaching advanced
Aerobatics over many years. I am sure there must be others with
similar useful knowledge and experience, with whom we should also be
consulting- perhaps ask each state to nominate their sky god.

My view is that Basic Aerobatics should remain as part of the
Instructor Handbook and all instructors should be able to perform
these successfully. Anything to do with Advanced Aerobatics should
be included into an advanced Gliding Instruction document. All
training for advanced aerobatics in gliders should only be carried
out by appropriately trained specialists in gliders rated for those
maneuvers. Previous training and experience in basic aerobatics
should be a requirement for this. A suitable medical standard needs
to be defined for the higher forces involved.

I don't envy your task to lay this out for the Ops panel then get
consensus, as my experience tells me it will result in a yes
minister outcome, but I may be surprised. Best of British Luck anyway.

Regards
Glenn

On 1/06/2015 6:39 AM, Simon Rammelt wrote:
Hi all, I have one of Mike Borgelts B2000 glide computers for sale.
It has been an accurate and reliable computer that I have been
confident to rely on for many years but it is time to move on.
The B2000 comes with all cables, RAT (Remote Accsess Terminal),
manuals and software and can be purchased for $200.

If you are interested drop me a line or give me a call 0447735433

Cheers

Simon Rammelt

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Re: [Aus-soaring] more on ADSB

2015-05-28 Thread Mike Borgelt


It has been pointed out to me that all we really need is the cellphone network.

Implement flight tracking for everyone using the web via the 
cellphone 3 or 4G and receive the information on tracked aircraft via 
the same method. Essentially unlimited range and 15 second updates 
are plenty at longer ranges.


AMSA are about to implement the tracking via AvPlan  so you can let 
them know you'll be doing this. If you don't show up it will help the search.


Mike



At 02:54 PM 28/05/2015, you wrote:

anti collision / situational awareness for all
http://www.sagetechcorp.com/unmanned-solutions/unmanned-manned.cfm#.VWadsc-qpBdhttp://www.sagetechcorp.com/unmanned-solutions/unmanned-manned.cfm#.VWadsc-qpBd


Will have a raspberry to play with this arvo.. Economical way for a 
proof of concept..

Erich
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Re: [Aus-soaring] more on ADSB

2015-05-28 Thread Mike Borgelt


Fairly nasty power consumption at around 670mA.

I think the Trig transponder does much better than that.

Mike


At 02:54 PM 28/05/2015, you wrote:

anti collision / situational awareness for all
http://www.sagetechcorp.com/unmanned-solutions/unmanned-manned.cfm#.VWadsc-qpBdhttp://www.sagetechcorp.com/unmanned-solutions/unmanned-manned.cfm#.VWadsc-qpBd


Will have a raspberry to play with this arvo.. Economical way for a 
proof of concept..

Erich
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Re: [Aus-soaring] Jet powered gliders

2015-05-23 Thread Mike Borgelt

Well, jet powered but hardly gliders.

Now if they just put a fuselage and landing gear (couple of
skateboards strapped to belly?) on the things they'd be able to
takeoff from the ground and dispense with the large turbine powered helicopter.

The interesting thing is how they are able to light off 4 JetCat
turbines and keep them running while falling out of the helicopter.

And this guy is probably too old to qualify for the Darwin Awards but
deserves an honourable mention:

BASE Jumper Fatally Injured In Stunt

Had Set His Parachute On Fire During The Jump

A BASE jumper who leaped from the Perrine Bridge in Idaho was fatally
injured May 7.

USA Today reports that 73-year-old James Hickey apparently
intentionally set his parachute on fire during the jump from the
bridge over the snake river. His intent was to cut the burning
parachute loose and deploy a reserve chute to finish the stunt. Other
BASE jumpers had heard of Hickey successfully accomplishing the stunt
in the past.

A video posted to YouTube last Monday shows two jumpers leaping from
the bridge at about the same time. While one successfully deploys his
canopy, the other becomes engulfed in flames and falls out of the camera view.

The Twin Falls County Sheriff's Office said that Hickey's parachute
deployed too late. A coroner's report said Hickey was fatally injured
by blunt force trauma.

FMI: http://snakeriverbase.com/srba/http://snakeriverbase.com/srba/

At 09:21 PM 23/05/2015, you wrote:

Use full screen and HD! Magic!

Strap four jets on you and fly.

https://www.youtube.com/watch?feature=player_embeddedv=Czy0pXRRZcshttps://www.youtube.com/watch?feature=player_embeddedv=Czy0pXRRZcs

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Re: [Aus-soaring] Jet powered gliders

2015-05-23 Thread Mike Borgelt


Where was this, Jim?

Takeoff airport AMSL?

How high above the airport did you climb before shut down?

Mike



At 08:59 AM 24/05/2015, you wrote:
  Bob Carlton's TST-14 Bonus Jet climbs at about 1000FPM using 100% 
thrust for first 500ft, then back off to about 80% for the rest of 
the launch. We burned about 10 liters of Jet A to self-launch then 
went soaring. The turbine is a PBS TJ-100, same as on his Salto and 
latest toy the Sub Sonex.
  Apparently Yves does not get low level clearance so looks like a 
speck at air shows.

Jim


On 5/23/2015 4:21 AM, Peter (PCS3) wrote:


Use full screen and HD! Magic!


Strap four jets on you and fly.


https://www.youtube.com/watch?feature=player_embeddedv=Czy0pXRRZcshttps://www.youtube.com/watch?feature=player_embeddedv=Czy0pXRRZcs






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Re: [Aus-soaring] ADS-B mandate

2015-05-21 Thread Mike Borgelt

Casey, a simple Mode C transponder makes you visible to TCAS equipped 
aircraft which IIRC includes the Flying Doctor.


Nowadays in Australia you can't do that for a new install so you get 
a Mode S  transponder which is also Mode C capable and make sure you 
get one that is ADSB ready. Then you only need the GPS.
Many people in the US have correctly identified the high cost 
stumbling block  to ADSB which is the need for the fancy certified 
GPS unit. When an excellent GPS module (that's the whole shebang 
ready to go. Excellent GPS chips like the uBlox LEA7 series are 
around $17) costs at most a couple of hundred dollars people rightly 
balk at shelling out $3000 to $5000 for the certified unit and that's 
without the certified GPS antenna and installation. Particularly for 
VFR aircraft. After all when did the GPS in your iPad , phone etc 
last tell you lies? The exposure to the sky in an aircraft is 
excellent so no urban canyon shielding, multipath  etc.


The US has gone for 1090 Extended squitter for heavies to maintain 
ICAO and international compatibility. The fear was that if this was 
to equip all the light aircraft the whole system would be overloaded 
and cease to work AT ALL. Hence  UAT. for the rest of us this 
unfortunately means that the world's largest market is oriented 
towards expensive 1090 units or cheaper prolific UAT which doesn't do 
us any good.


When ADSB was first mooted around 20 years ago there were IIRC 4 
different rf links on the table. The Swedes had something called VDL 
which I gather used a VHF frequency. With now 1440 VHF channels I'd 
have thought you could dedicate TWO channels to collision avoidance 
and have a comms radio with attached GPS which gave you voice comms 
and a Flarm like data comm with range of many tens of nautical miles.


This whole thing is one giant bureaucratic charlie foxtrot.

Mike





At 04:09 PM 21/05/2015, you wrote:
I'm sorry Nigel but it's not superior at all, it's downright 
dangerous. The adoption of UAT in the USA is a mistake.  With UAT 
based ADS-B, you are invisible to commercial aircraft!  TCAS is 
unable to see UAT.  So Qantas Link, Rex, the RFDS etc can't see 
you.  ATC can but that is of minimal use to us.  Datalinked weather 
is a nice bit of window dressing but not at the expense of 76,000kg 
of high-speed rolled sheet metal doing 300kts not being able to see me!


Case

iPad transmission

We should be pushing the UAT version of ADS-B, far superior to 1090

transponder technology and offers a full datalink capability so weather
warnings, ATC directions etc can be broadcasted. We only went down the road
of using 1090 here because a lot of the commercial aircraft were fitted with
mode S transponders and only needed to add an approved GPS source to go
ADS-B

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Re: [Aus-soaring] flarmin' hell

2015-05-21 Thread Mike Borgelt


OK I think there is some confusion here.

This has nothing to do with the rf frequency that the Flarm signals 
operate at. Yes the Euro/US/Australian requirements for the licence 
free band Flarm operates on are different and you need to manually or 
automatically set the frequency for the country of operation.
This is easy, as when done manually you presumably know which country 
you are in and the instrument can figure it out from the GPS 
co-ordinates in the automatic case.


The issue is the data coming out of and going into the Flarm.  Flarm 
started as a Foundation with the aim of increasing flight safety for 
glider pilots in the Alps. IIRC it wasn't until version 3 that the 
Flarm data started being encrypted as at least one other 
manufacturer(DSX) was manufacturing and selling compatible units. One 
of the DSX guys visited us a few years ago and told me how he figured 
out the encryption in the first encrypted Flarm version. It appears 
that the PowerFlarm encryption is now stronger and will not be able 
to be broken easily.


The privacy issue sounds like a load of cobblers.

Apart from the encryption issue the other issue with Flarm is how do 
the collision warning algorithms work? Pilots using TCAS are told 
how it works and what the logic is.


Nigel is right. With the coming UAVs etc there needs to be a system 
where everything talks to everything else. Proprietory protocols are useless.


ADSB as an aid to air traffic control is a classic example of solving 
the wrong problem. Nobody wants or needs ATC. What they want is not 
to collide with other aircraft. ATC is one way of doing this when the 
technology of the day is inadequate. This is no longer the case.
A large simulation was undertaken in Europe some years ago where all 
traffic in some very busy airspace  was allowed free flight i.e. go 
direct where you want to with in cockpit traffic awareness 
systems  The number of conflicts was surprisingly low and were easily 
resolved by the crews.


In the meantime stop looking at the colour moving map on the panel so 
often(gliders don't move all that quickly) and get your head up and 
moving around. I've seen lots of power and glider traffic when flying 
both gliders and power. Once or twice on near collision courses.


Mike










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Re: [Aus-soaring] Aus-soaring Digest, Vol 140, Issue 27

2015-05-21 Thread Mike Borgelt

...@lists.internode.on.net

 When replying, please edit your Subject line so it is more specific
 than Re: Contents of Aus-soaring digest...


 Today's Topics:

 1. Re: Aus-soaring Digest, Vol 140, Issue 18 (Casey Jay Lewis)  2.
 Re: Aus-soaring Digest, Vol 140, Issue 18 (Erich Wittstock)


 -
 -

 Message: 1
 Date: Thu, 21 May 2015 10:51:09 +0800
 From: Casey Jay Lewis cj...@me.com
 Subject: Re: [Aus-soaring] Aus-soaring Digest, Vol 140, Issue 18
 To: aus-soaring@lists.internode.on.net
 aus-soaring@lists.internode.on.net
 Message-ID: def6cb08-d53a-45cc-a086-862735ef4...@me.com
 Content-Type: text/plain; charset=us-ascii

 Take that shotgun off your hip Erich, before you have someone's eye
 out! :P

 It seems you're confusing ADS-B Out with PowerFLARM and its
 capabilities/requirements.

 You've also claimed 'range ring' only for ADS-B equipped traffic and
 that's just not true.

 With a PowerFLARM, you will see relative distance and altitude
 information
 for:
 - PowerFLARM traffic
 - OzFLARM traffic
 - ADS-B equipped traffic
 You don't need any other equipment / 'smoke generators'

 You will see reduced information for transponder only traffic, down
 to a
 mere 'range ring' for Mode A/C transponders.

 It's unfortunate that OzFLARM et al is no longer supported but
 they've
 clearly taken the decision to allow gradual obsolescence to force
 upgrades to the latest standard, with all the associated benefits that
 entails.  Make no mistake, all the legacy equipment will keep working
 just as it always has.

 PowerFLARM USA/AUS are compatible. PowerFLARM EUR is not. Not only
 are the
 frequencies different (EUR freq prohibited in the USA) but the FCC
 also mandate the connector type (reverse SMA).  No conspiracy theory
 there.

 Finally, Flarm encryption came about due to a genuine privacy issue.
 Other entities were decrypting Flarm data to display personal
 information in contravention of EU privacy legislation. I couldn't
 give two hoots if someone tracks my gliders position on OGN,
 FlightAware, FlightRadar24 etc but others may and can try suing the
 bejesus out of PowerFLARM for letting it happen. A detailed article in
 Gliding International covered this.

 If I recall correctly, Flarm have undertaken to share their collision
 avoidance technology with other manufacturers in the interests of
 safety, once the privacy issue is addressed.  So long as they keep
 their word on this, I have no problem with the path they've taken.

 Best regards,

 Casey
 PowerFLARM user since 2012

 iPad transmission

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 Today's Topics:

 1. flarmin' hell (Erich Wittstock)
 2. Re: flarmin' hell (Grietje Wansink)  3. Re: flarmin' hell (Mike
 Borgelt)  4. Re: flarmin' hell (Erich Wittstock)


 
 -
 -

 Message: 1
 Date: Thu, 21 May 2015 10:04:03 +1000
 From: Erich Wittstock deepb...@gmail.com
 Subject: [Aus-soaring] flarmin' hell
 To: Discussion of issues relating to Soaring in Australia.
 aus-soaring@lists.internode.on.net
 Message-ID:

 caph3ineq_4-2zbo0zwqmrd-cxyz04jd9cudysza1pf1ods9...@mail.gmail.com
 Content-Type: text/plain; charset=utf-8

 https://www.change.org/p/mr-urs-rothacher-flarm-chairman-petition-ag
 a inst-flarm-decision-to-encrypt-the-communication-protocol

 Please correct me if I am wrong:
 Anyone who does not own a powerflarm should sign the petition.
 ..unless you are happy with being forced to replace your perfectly
 working flarm with a powerflarm - that is nearly $2500!

 Any OZflarm, miniOz, flarm-mouse, etc will be affected. Some people
 own gadgets like LXNax LX90xx or LXNavigation Zeus..
 Guess what: the integrated flarm engine of your very nice but not
 cheap instrument will be rendered useless and you will have to buy a
 powerFlarm.
 ..I would sign if I were you.
 Erich

 My personal view: PowerFlarm with ADSB traffic monitoring is a bit
 like a joke. Yes, there is a warning of incoming. But no
 indication of
 direction.
 TABS is in the making and looks very promising - and affordable.
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 Message: 2
 Date: Thu, 21 May 2015 10:12:35 +1000
 From: Grietje Wansink grietje.wans

Re: [Aus-soaring] flarmin' hell

2015-05-21 Thread Mike Borgelt



Excellent discussion of TCAS here. Well worth reading.

http://en.m.wikipedia.org/wiki/Traffic_collision_avoidance_system

Yes, it is Wikipedia but most uncontroversial stuff is reasonably 
accurate I've found. There is some discussion there as the why the US 
has gone to UAT on 978 Mhz due to bandwidth limitations on the 1090 
extended squitter transponder frequency. It isn't a future problem as 
apparently traffic in the LA basin can overload the system already if 
everyone is using 1090 ES. I guess there's no chance of that in 
Australia as the authorities deliberately make light and sports 
aviation more difficult and expensive than it has to be.


Also this 
http://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes#Mode_S 
although that article implies you need Mode S for TCAS to see you. 
You only need Mode C. Note there is an encrypted Mode 5  used by the military.


Mike



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Re: [Aus-soaring] flarmin' hell

2015-05-21 Thread Mike Borgelt


At 08:16 AM 22/05/2015, you wrote:


..responded off-line.
Anyone interested: I asked a few questions to Urs directly.
I will openly apologise if I got it all wrong and Flarm will 
change the unethical business phylosophy.

In fact: I will become a Flarm supporter.
However, so far I am not in favour of the company.
Erich



It was my understanding all along that what Flarm was discontinuing 
support on was the earlier pre PowerFlarm hardware but software 
updates would continue to be available for all the older units. This 
was discussed here a couple of months ago. Too bad if you recently 
bought an older unit though.
I wish I could do that. I get enquiries every week about gear that is 
10 to 25 years old and has passed into new hands, still working and 
the new owners need manuals or other support. I may need to start 
charging for this.


It was also my understanding that ADSB traffic was shown up just like 
Flarm traffic and only Mode C and S  were given range and altitude 
data only. This isn't terrible.


I have a Zaon Flight Systems PCAS in the BD-4. Gives range and 
altitude information on transponder returns. Smaller than even a mini 
OzFlarm. Quite useful and much better than nothing although around 
the Darling Downs and Lockyer Valley there are plenty of non 
transponder equipped RAAus aircraft. For unknown reasons Zaon went 
out of business a while ago. Maintain good lookout. I've taken 
avoiding action over the Downs 25nm south of Toowoomba for a 
cropduster being ferried(no transponder) and about 15nm from Watt's 
Bridge where a YAK52 going Watts to Archerfield clearly didn't see 
us. Again no transponder return. In both cases I saw them far enough 
away to identify aircraft type, evaluate the threat and take avoiding action.


However I'm of the opinion that the privacy issue is complete 
bollocks for the reason Nigel gave. IMO the encryption is merely for 
commercial advantage.


I've only flown with a Flarm once. Complete pain going off when 
gliders I've already seen are entering the thermal. I did one 
installation of a MiniOZ and got about 500m range on the ground 
against Boonah's tug. When I was flying National contests  with fixed 
turnpoints my mid air worries (and everyone worried about it) weren't 
out on track but in the pre-start milling around in large gaggles in 
weak thermals while full of water where you have little energy and 
options for avoiding action. I'm sure I'd feel differently in the 
Alps with high closing speeds right next to the terrain.


Does anyone happen to know the climb and descent profiles of the 
PC-12 and KingAir as used by the Flying Doctor and others? If we knew 
we could be extra alert near airports they use where the profiles 
mean they could be where we are.


I'm beginning to think that with all the technology and interaction 
with other airspace users having well intentioned amateurs giving 
flight instruction in gliders is an avoidable hazard. Our US friends 
seem to have it about right. Same ground school and exams as a power 
PPL. I'd add a syllabus and exam for gliding specific stuff. The FAA 
has published a Glider Flying Handbook. Well worth downloading and reading.


Mike






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Re: [Aus-soaring] TIS, ADS-B

2015-05-21 Thread Mike Borgelt


At 10:03 AM 22/05/2015, you wrote:

Mark et al

Just a few things... I wasn't aware that the TIS service on 1090 is
broadcasting weather information?



I'm pretty sure it doesn't. Bandwidth reasons.


I don't think you will find anyone replacing

their mode A/C with another mode A/C -



AFAIK you aren't allowed to fit a new Mode C for a replacement or in 
a new installation in Australia. Mode S required.


The whole UAV thing is a game changer. Whereas previously it was 
unlikely that 1090 ES would be saturated in Australia it is much more 
likely if we get thousands of UAVs flying everywhere every day.


I'd have to have a really good reason to install ADSB right now in a 
glider or light aircraft, with potentially cheaper solutions 
operating perhaps on different frequencies and protocols to be 
available soonish. I can't see that it would cost Airservices 
terribly much money to install 978Mhz UAT receivers at least 
alongside their existing ADSB 1090 ground stations.


Mike





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Re: [Aus-soaring] flarmin' hell

2015-05-20 Thread Mike Borgelt


At 02:06 PM 21/05/2015, you wrote:
 I guess we can only hope that AsA/CASA return to mandated ADS-B 
out for all powered aircraft, as the USA has done with a 2020 deadline.


Case




AFAIK the only ADSB mandate in Australia is for IFR.

The US ADSB mandate is for aircraft using certain classes of 
airspace. You can fly in most Class E in the US without a transponder 
even if you are in a powered aircraft and from my reading on Avweb 
that will continue to be the case.


Mike



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Re: [Aus-soaring] ASH25Mi

2015-05-17 Thread Mike Borgelt

Does anyone happen to know the legal max gross weight of the ASH25Mi? 
A web search doesn't help and the data on the 25 is no longer on the 
Schleicher site.


Thanks.

Mike





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Re: [Aus-soaring] Aus-soaring Digest, Vol 140, Issue 7

2015-05-09 Thread Mike Borgelt




Nice article, Noel and scary story.
Wave is where you find it. I've flown in wave in the easterly in the 
lee of the Darling Range from Byford, the old Perth Gliding club site.

I was the only one flying and unfortunately there was an overcast at 3000 feet.
I've flown in wave a few times out of Waikerie and getting back to 
Gawler from the east can be trickybecause of wave. You think you are 
doing well in lift getting above glideslope when you fly into the bad 
sink. Landed out a couple of times in the hill or Barossa Valley.
Also there is plenty of wave in Queensland. The Bunya Wave and 
further north between Toowoomba and Bundaberg I've encountered wave 
in the BD-4 resulting in a 10 knot increase in IAS for about half an hour..

Also at Boonah you can fly in wave.

One thing puzzles me, did Dave Donald not know of the existence of wave lift?

Mike

At 10:14 PM 9/05/2015, you wrote:


OBSERVATIONS.

It seems to me most Aus. soaring pilots have poor understanding of various
wave types and exhibit little or no desire to use them.

There are numerous  wave sites in Australia.

W.A. has the Stirling Range.

S.A.  has numerous wave sites that are rarely utilised. In fact I can count
on one hand those pilots who've exceeded diamond height in S.A.

However the sites begin just to the N/W of Pt. Lincoln, occur regularly in
the lee of the Mt. Lofty ranges along its entire length, and the South and
North Flinders Ranges.

A long time ago I took a series of observations while flying between
Adelaide and Leigh Creek en- route to Alice Springs at above FL310.

In the lee of the South Flinders I recall noting calculated lift was in
excess of 500 fpm.

Living at Arkaroola in the mid 60's Lenticulars were always visible to the
east whenever a pre-post frontal situation.

On the few times I had reason to drive to the east when these met.
conditions prevailed lines of rolling dust, parallel to the eastern range
escarpment and between it and Lake Frome were visible.

I reckon that wave will rival the one at  Bishop U.S..

Victoria's Grampian Range probably provides the safest wave soaring site in
Aus. with almost unlimited outlanding ability in the area surrounding it.

I often wonder why various groups travel over 1000km. to attend a wave camp
when the availability to experience similar soaring often lies
close to their own back door.

Noel.



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Re: [Aus-soaring] Two seater Nats

2015-05-05 Thread Mike Borgelt


Hmmm

Perth is a nice clean modern city that has had 
lots of money spent on it in the last decade. 
Excellent roads and public transport. Great river 
for sailing, the best beaches in Australia and 
you only need to drive 130km to Beverley to go 
gliding cross country instead of the 200+ just 
about anywhere else but Adelaide.

I spent 5 years in Melbourne in 1971.:-)



Mike





 12:10 PM 5/05/2015, you wrote:
You bloody betcha Â given that i am now 
based in MELBOURNE !! Â i feel alive! Â  back in 
the land of the living rather than being isolated in Perth!!!


On 5 May 2015 at 11:19, Ross McLean 
mailto:ross...@bigpond.net.auross...@bigpond.net.au wrote:


Hi Ron

Apparently there was some discussion about 
holding the comps at another venue.Â  That 
didn't proceed so now NGC is seeking Sports 
committee ratification to hold them at Narromine 
in February.Â  Will you come this time?

Cheers, ROSS

Â

From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net 
[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Ron Sanders

Sent: Sunday, 3 May 2015 11:57 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: [Aus-soaring] Two seater Nats

Â

Just wondering why this competition is not 
listed in GlidingAustralia.org in the calendar??


Ron

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Re: [Aus-soaring] Avplan live

2015-05-03 Thread Mike Borgelt


Mal,

I don't have a problem with the green fluoro on Black but the numbers 
could be a little larger or user settable for size (and I guess 
colour/background colour)


Mike.

At 01:27 PM 4/05/2015, you wrote:

Avplan is totally amazing been using it for several months.

The owner of this group owns a 40% share in Avplan had a great free 
tutorial while in Avalon fantastic app.


I asked that when we put an aircraft registration in that it grabs 
the information from the database I gather they are working on that, 
along with other end user suggested most common request was to fix 
the fluro text on black background.


Wish we had this kind of gear when I was a junior.
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Re: [Aus-soaring] Avplan live

2015-05-03 Thread Mike Borgelt

Looks like the whole flight tracking thing just happened.

Avplan is a GREAT piece of software. I used it on
the way back from Perth in January.

We had Telstra data comms all the way both ways.
Unparalled situational awareness.

No I'm not getting a cut.

Twitter? Fakebook? Isn't there some other way to share?

Mike

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is also very small - around 30 KB per hour while
in flight. You do not need to have submitted a
flight plan either, the service will work if you
have a flight plan in the system or not.

In Australia, soon you will be able to submit
notification that you are using this service, and
AMSA will be able to pull up details of your last
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Re: [Aus-soaring] varios, redundancy

2015-04-28 Thread Mike Borgelt


At 08:38 PM 27/04/2015, you wrote:


So you are saying that a outlanding is a risky occurrence?

People are outlanding all the time, except for a few occasions they 
seem to be walking away and still have a glider they can use.


Maybe we should ban outlandings? Suggested new rule may read: You 
must remain in gliding distance of a suitable landing point, unless 
you have a working vario.





Anyone who doesn't think an outlanding in a glider is a greater risk 
than landing back at the known aerodrome they took off from should 
get some re-training. Or start thinking.


After all what could possibly go wrong?

You couldn't possibly get a loss of control while manoeuvering for 
the landing on an unfamiliar paddock could you?
Or while trying to catch a thermal to get away from low altitude? 
Made more difficult in the case under discussion by not having a vario.

Or hit an impossible to see power line?
Or a tree?
Or a line of trees cause unexpected wind shear?
Or ground loop and break the tailboom because the wingtip caught in 
the grass which was longer than you thought?
Or hit the hidden fence in the long grass? (two very experienced 
contest pilots took a dual high tow one day to do some performance 
comparisons. They had a fine old time until one said to the other 
we're at 2500 feet. Where is the aerodrome? Yes, two outlandings in 
the same paddock. Fairly rough, long grass, the second guy to land 
landed to one side of the other. When they got out and met they found 
they were different sides of a fence. Yes, failure to adequately 
brief and decide who was formation lead at what time, amongst others.)

Or damage the landing gear  by dropping into a rabbit hole?
Or cattle were in the paddock when the ground was wet leaving deep 
hoofprints now that the ground is rock hard?

Or there are hidden largish rocks in the grass?
Or the tailskid  causes a fire (it has happened)?
Or the hidden ditch?
Or the river bed that looked like a last ditch way to avoid a bad 
accident in a contest flown over unlandable terrain with only the 
occasional ranch airstrip turned out to be full of human head sized boulders?


I'm sure there have been other creative ways to break people and 
gliders in outlandings.


I've done 62 in real paddocks not counting aerodromes I didn't 
originally intend to land on. Only damage was a flat tyre when a lump 
of Mallee root hit the wheel rim, removing a segment which slashed 
the tube but not the tyre on the way out. Last day of a contest 
fortunately. Luck.


Yes, there are procedures. They are designed to minimise risk but 
they won't eliminate it in this case as there are things simply 
beyond your ability to sense. There is always an element of luck.
Mindlessly following these procedures and expecting everything will 
be OK is hopelessly naive.


And no, gliding doesn't need more stupid rules. There are far too 
many already. Application of knowledge and commonsense would be good though.




Mike












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Re: [Aus-soaring] varios, redundancy

2015-04-27 Thread Mike Borgelt


At 05:32 PM 27/04/2015, I wrote:


If you decide to join the 21st century for your backup vario get in 
touch and I'll sell you something you'll be happy to fly with when 
you need it.




We sold 1000+ B40's from 1995 to 2005.

My US outlet told me many many US pilots were installing them and 
turning off the audio on their LNAVs.


You may find that the backup is the vario you like better.


Mike



















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Re: [Aus-soaring] varios, redundancy

2015-04-27 Thread Mike Borgelt


At 08:14 AM 27/04/2015, you wrote:

Thereâs no need for a winter backup now

Maybe not a Winter vario as backup but you should 
have a backup. Adam's advice is probably the 
silliest thing I've read in a long time.


The only time you may reasonably want to rely on 
one vario is in a motorglider if you are prepared 
to start the motor and fly home if the single vario fails.


Too bad if you are half way round a 500km 
triangle and set to win the Nationals if you do reasonably this day.


For the paleo engineless gliders you are likely 
to risk an outlanding with its attendant hazards. 
Pretty stupid to risk breaking your glider or yourself over lack of a backup.


If you are serious about competition you should 
be equipped to cope with single failures of 
equipment. Most people carry two flight recorders for good reason.


A main navigation system and some reasonable 
backup is also necessary. Hint: fly with the 
backups working. The time to find out they have 
failed is NOT when you've had another failure.


The backup vario may also have a different speed 
of response and  will likely just display TE 
vario. Your primary should be showing netto 
(airmass) or relative netto ( airmass offset down 
by the sink rate in circling flight - this means 
it always shows the rate of climb you would get 
if you slowed down and circled, no matter your 
current airspeed). The two varios may show 
slightly different information without changing modes which can be useful.


We've all had even modern electronic equipment 
fail. Phones, PC's GPS , etc etc. It is pretty 
good nowadays but anyone doing what Adam says is 
tempting fate, Murphy's Law and what a physics 
teacher of mine called the innate cussedness of inanimate matter.


When you decide to use a backup you might like to 
consider that the Winter doesn't have an audio or 
an averager. Do you really want to be sharing 
thermals with other gliders without an audio? If 
flying cross country you would find you would miss the averager.


If you have a backup electronic vario it should 
have its own independent backup power supply. 
While a glider electrical system can be fused 
properly so that the radio for example developing 
an internal short doesn't take out the main 
battery fuse (and if everything dies because of 
this or similar , are you going to simply flip 
the switch to battery 2 and take out *its* fuse also?) I suspect many aren't.


If you decide to join the 21st century for your 
backup vario get in touch and I'll sell you 
something you'll be happy to fly with when you need it.


Mike










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Re: [Aus-soaring] Glow sailplane AUS legislation

2015-04-24 Thread Mike Borgelt


Al,

You know there is no safety case.

I'm sure you know what is really going on.

Mike

At 04:47 PM 24/04/2015, you wrote:

 GloW actually fits in 95.10 under RAAus. However  very soon when
 RAAus puts out their new ops manual it will be prohibited to turn off
 the engine in flight deliberately. I'm sure all my RAAus customers
 for varios, flying their motorgliders under RAAus will immediately
 cease this practice. :-)

What's the safety case for this?

 One of my long-term goals was to own an RAA registered motorglider.
Self-launchers don't need the mandatory club system that the GFA is
built around.

Al
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Re: [Aus-soaring] Glow sailplane AUS legislation

2015-04-23 Thread Mike Borgelt

I should also say that 95.10 is the anything goes, open slather, we 
don't want to know about it class except for gross weight under 
300Kg and wing loading (30 Kg/sq.m.)


RAAus is discouraging people from putting aircraft in it even though 
they qualify.


If CASA totally deregulated sport aviation tomorrow you would hear 
the screams around the world from the Sport Aviation organisations in 
Australia.



Mike




At 12:14 PM 24/04/2015, you wrote:

Hi Dave,

GloW actually fits in 95.10 under RAAus. However  very soon when 
RAAus puts out their new ops manual it will be prohibited to turn 
off the engine in flight deliberately. I'm sure all my RAAus 
customers for varios, flying their motorgliders under RAAus will 
immediately cease this practice. :-)


It isn't CASA that's the problem.

Well not in this case. They are a giant problem after the last CEO's 
efforts since 2009 for all of GA.


Mike



At 01:14 PM 22/04/2015, you wrote:
So where would the GLOW sit with the current legislation for 
gliders in Australia ?


Is it similar to the UK legislation and the fact that its an 
ultralight glider means it may be kept off CASA's radar ? Or is 
that wishful thinking


Dave Kinlan
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Re: [Aus-soaring] Glow sailplane AUS legislation

2015-04-23 Thread Mike Borgelt


Hi Dave,

GloW actually fits in 95.10 under RAAus. However  very soon when 
RAAus puts out their new ops manual it will be prohibited to turn off 
the engine in flight deliberately. I'm sure all my RAAus customers 
for varios, flying their motorgliders under RAAus will immediately 
cease this practice. :-)


It isn't CASA that's the problem.

Well not in this case. They are a giant problem after the last CEO's 
efforts since 2009 for all of GA.


Mike



At 01:14 PM 22/04/2015, you wrote:
So where would the GLOW sit with the current legislation for gliders 
in Australia ?


Is it similar to the UK legislation and the fact that its an 
ultralight glider means it may be kept off CASA's radar ? Or is that 
wishful thinking


Dave Kinlan
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Re: [Aus-soaring] Glow sailplane

2015-04-21 Thread Mike Borgelt


Like the wheel brake when stopping?

It is a 7 kW motor. Those things are better than 
90% efficient so not all that much heat. They do 
say it is an adaptation of a commercially 
available motor so no need to design a hub motor. 
There aren't too many bicycle hub motors that develop 7 KW.


The noisy jet won't be so noisy. Lots of 
airframe shielding and the hot exhaust will be 
surrounded by a cooler airflow as some of the 
intake air by passes the engine. It all helps.


Mike




At 02:03 PM 21/04/2015, you wrote:
Re the hub motor, it rains almost constantly in 
the UK and as a result, the grass is green and 
long. The heat generated by such a motor would 
be quite a lot many kilowwatts. The huge 
advantage of this is when taking off from a 
Australian paddock, you might start a fire on 
take-off and then be able to stow the noisy jet, 
and thermal up and away on the plume. D 
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Re: [Aus-soaring] Glow sailplane

2015-04-21 Thread Mike Borgelt

On a 7 kW motor being used to accelerate the
glider about 6 kW is going into the kinetic
energy of the glider. Only 1 kW or so appears as
heat in the motor. Maybe a kW or two in the tyre during takeoff roll.

Now take a 500Kg glider touching down at 20M/sec (about 40 knots).

Kinetic energy is 1/2 mv^2

so 250 * 20 * 20 joules = 100 kilojoules

If the glider stops in 10 seconds the average
rate of energy dissipation is 10 kilojoules/sec or 10 kW.

Note that it doesn't matter whether you use the
wheel brake or not. ALL the energy is dissipated
as heat anyway. If you don't use the brake where
do you think the heat ends up- yes that's right the tyre.

I'm aware of some fires caused by glider wheel
brakes where the glider was being towed to the
takeoff point with the wheelbrake at least
partially applied but that is a different matter.

When taxiing at low speed the power dissipation
is likely to be only a few tens of watts in the
motor while the motor delivers a few hundred
watts drive to the glider which gets dissipated
as heat in the tyre while taxiiing at constant speed.

As we don't hear about fields being set on fire
by powered aircraft tyres much ( hot exhausts are
a different matter) I don't think we need worry.
I'm also sure the Glow people looked at the
alternatives to the dual wheel before choosing it for good reasons.

-
The current crop of two stroke two cylinder
motorglider engines aren't too bad. It is just
that the vibration and other characteristics
cause problems with other parts of the
installation such as reduction drives and belts,
ignition systems failing, engine mount cracking etc etc.

I've owned two and had a fair bit to do with a
few others and heard from owners and maintainers.
I put them at the level of 1950s Pommy
motorbikes. Can be made to work reasonably if
thoroughly inspected and frequently maintained
(particularly if you get rid of the Lucas electrics:-) )

Mike

At 07:15 PM 21/04/2015, you wrote:

Good one David,

Actually the electric motor only runs for
seconds, not minutes to get the glider up to
speed.Â It cannot contribute anything at speeds
above about 30 kts.Â It all kool!

On Tue, Apr 21, 2015 at 5:28 PM, DMcD
mailto:slutsw...@gmail.comslutsw...@gmail.com wrote:

Like the wheel brake when stopping?

Yes, that's it. Same heat, same fires except with the wheel brake, you
are normally there to enjoy them.Â 7 kW is a whack of current at most
safe voltages.

I call all piston motor glider engines boat anchors.

My great grandfather called them that too at least the water cooleed
two cylinder two stroke in his Scott. However, they worked OK back in
1928 and they're working that way now.

The rotary, why, they sell a 10 hour version don' they! And who of us
is going to do the claimed 400 hours of most piston or rotary engines.
One will vibrate to pieces and the other burst into flamesÂ :-)

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Re: [Aus-soaring] Obtaining a CASA Glider Pilot License on the wayto an FAA Glider Pilot's License

2015-04-20 Thread Mike Borgelt


Have you folk figured out yet why this stupidity exists?

Mike


At 08:24 AM 21/04/2015, you wrote:
My enquiries re the GPC  GPL is that they are 
perpetual, but only valid if you hold a current 
GFA membership for the GPC and a current AVID or 
ASIC card for the GPL. Of course the AVID card 
will cost you about $150/3 years. I think the ASIC card is more.


From: mailto:gstev...@bigpond.comGary Stevenson
Sent: Tuesday, April 21, 2015 12:15 AM
To: mailto:jennygander...@yahoo.co.uk'Jenny 
Ganderton' ; 
mailto:aus-soaring@lists.internode.on.net'Discussion 
of issues relating to Soaring in Australia.'
Subject: Re: [Aus-soaring] Obtaining a CASA 
Glider Pilot License on the wayto an FAA Glider Pilot's License


Jenny,
Stop whinging/worrying: Put in anything you 
like, but quite obviously not somebody  or an 
organisation  that is deceased! In theory they 
have to have a valid  email address. However if 
you are not in a hurry you might just make up 
something and see how you go. Hey guys, what 
might be an interesting email address to use 
here? This is a box ticking exercise to be sure. 
The essential thing is that CASA has YOUR contact details.

Your last question is interesting. Please let us all know what you discover.
Good luck.

Gary


From: aus-soaring-boun...@lists.internode.on.net 
[mailto:aus-soaring-boun...@lists.internode.on.net] 
On Behalf Of Jenny Ganderton

Sent: Monday, 20 April 2015 10:41 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Obtaining a CASA 
Glider Pilot License on the way to an FAA Glider Pilot's License


Hi Simon, and everyone

Just had another look at the CASA paperwork, and 
thought I'd try to fill it in for the heck of it.


In Section C: Applicant Declaration it says
I authorise CASA to send a copy of all 
communications regarding THIS application to my training provider


Contact NameContact Email

What are you supposed to put in here? Your 
gliding Club? CFI?  Does anybody know?


And when you get the GPL is it perpetual like the PPL?

Regards
Jenny




From: Simon Hackett si...@base64.com.au
To: Discussion of issues relating to Soaring in 
Australia. aus-soaring@lists.internode.on.net

Sent: Friday, 17 April 2015, 17:44
Subject: [Aus-soaring] Obtaining a CASA Glider 
Pilot License on the way to an FAA Glider Pilot's License


Some months ago, I asked some questions here on 
this list about how to get a âGlider Pilot 
Certificateâ on the way to getting a CASA âGlider Pilot Licenseâ.


I got a variety of helpful responses directly 
and indirectly, along with a few folks basically wishing me luck !!


Well, I actually did manage to do it in the end 
- it took months, but the CASA GPL turned up in 
the mail today (as an endorsement on my Part 61 license).


For those of you who either want to do the same 
thing, or for those who are simply masochists, 
Iâve just spent some happy time today writing down the journey so far.


Iâve done that mostly in the hope that others 
may find it helpful to make their own (similar) 
journey easier, if they should wish to undertake 
that journey themselves in the future.


Here it is:

http://simonhackett.com/2015/04/17/australian-to-usa-glider-pilot-license/http://simonhackett.com/2015/04/17/australian-to-usa-glider-pilot-license/

Cheers,
Simon


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Re: [Aus-soaring] Austro rotary

2015-04-20 Thread Mike Borgelt

I call all piston motor glider engines boat anchors. The gliders spend too much 
of their time looking for a rope with a tow plane at the far end and come with 
a tow release as standard equipment. You will know the self launcher has 
arrived when they don't offer a tow release.
When the motor isn't available for launch it might as well be used for a boat 
anchor.
The difference in empty mass for the ASG32 with and without engine is 80kg.
The ASK 21 isn't quoted for the Mi version but the gross weight is increased by 
105 Kg  while the maximum cockpit load is reduced from 220kg to 205 kg. 
I realise that some of the increased weight is structure, but probably not in 
the ASG32 case so around 90 Kg seems a reasonable estimate for the weight of a 
complete Austro *installation* when you add in some fuel.
From the shiny new Schleicher website.

Mike




 On 20 Apr 2015, at 9:20 pm, Peter Champness plchampn...@gmail.com wrote:
 
 Because Mike Borgelt said it weighed 90kg and was a boat anchor.
 
 On Mon, Apr 20, 2015 at 9:09 PM, Sean Jorgensen-Day 
 sean.jorgensen...@bigpond.com wrote:
 Anthony
 And your reason for posting this information is?
 
 
 
 Sent from my iPhone
 
 On 20 Apr 2015, at 8:13 pm, Anthony Smith anthony.sm...@adelaide.on.net 
 wrote:
 
 According to the Austro web page the rotary AE50 weighs in at 27.8 kg inc 
 radiator, coolant etc
 
  
 
 http://austroengine.at/uploads/pdf/mod_products2/2010092010AE50R_Technical_Data_Sheet.pdf
 
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Re: [Aus-soaring] Rotary engines

2015-04-20 Thread Mike Borgelt


Peter,

The Austro boat anchor installation weighs about 
90Kg. People who have had to maintain them (and 
get paid for it) tell me it is a maintenance 
nightmare when things start going wrong. Fine until then.


As for light aircraft: The rotary produces a lot 
of power from a compact engine. There's no 
getting around the Second law of Thermodynamics. 
Lots of power = lots of waste heat out of a small 
engine. Requires liquid cooling (actually liquid 
heat exchange before dump to ambient).


Liquid cooling = radiator (it isn't but that's 
what it is called, it actually works by 
conduction and convection), cooling liquid, pumps 
and hoses. Note we have introduced some potential 
failure points here as well as weight.


Power is developed at high RPM. Requires 
reduction drive to drive propeller. Extra weight and failure points.


There's a reason why the direct drive, air cooled 
Lycomings and Continentals are still around after 
nearly 80 years. Put fuel injection and 
electronic ignition on them and the only drawback 
is relatively high oil consumption which is also a problem of the rotary.


Mike




At 06:18 PM 20/04/2015, you wrote:
Rotary Engines seem to offer a lot for light 
aircraft.Â  Why has it taken so long for them to find this niche application?


On Mon, Apr 20, 2015 at 4:40 PM, Tom  Jane 
Gilbert 
mailto:tnjgilb...@internode.on.nettnjgilb...@internode.on.net wrote:

Hi John,

I look forward to my magazine as always but... 
The ASK 21mi uses the Austro rotary engine... Not the Solo 2-stroke.


Regards,

Tom



Sent from my iPad

 On 20 Apr 2015, at 1:24 am, John Roake 
mailto:j...@johnroake.comj...@johnroake.com wrote:


 GLIDING INTERNATIONAL

 ISSUE MAY 2015



 Expect your copy of the magazine in your mail box next week. This issue has
 a wide rangeÂ  of exceptionalÂ  storiesÂ  and photographs including :

 Â  Finally, Schempp-Hirth has announced their answer to tthe 18 metre
 sailplane debate.Â  Unveiled at Â¹Aero 2015Â¹ 
at Friedrichshafen, the Ventus

 III is something truly to behold and if it flies as well as it looks, the
 opposition has something to be wary of. We are the first to produce photos
 of the Ventus III with an accompanying press release from manufacturers.

 Â  An official report on the German 
expedition to Everestt and beyond headed

 by Klaus Ohlmann.Â  Some exceptional photographs. Not the every day gliding
 scene.Â  What they did was quite frightening.

 Â  The co-pilot of Germanwings flight 9525 
had a long asssociation with the

 Westerwald Gliding Club in Germany.Â  A review of his past gliding history
 and a number of facts on Andreas Lubitz not previously made public.

 Â  Have you heard of the GloW sailplane.Â  A 
factory has been sent upÂ  in the

 United Kingdom to produce this sailplane with an entirely new self launch
 featureÂ  - there is nothing like it! They are guaranteeing to be the least
 expensive new sailplane on todayÂ¹s 
market.Â  The first production models will

 appear in September.Â  Full coverage of the history and future (with photos
 and graphics) on this project.

 Â  Englishman Mike Till is an inspirational 
gliding instrructor who follows
 the sun instructing at Omarama in the English 
winter and in EnglandÂ¹s London

 Gliding Club at Dunstable in the New Zealand winter.Â  With 12,000 hours in
 sailplanes and almost the same in 
tow-aircraft, this gentlemanÂ¹ has had an
 amazing career that will keep readers 
enthralled with his history.Â  A report

 from Rod Dew, famous pilot and writer on gliding affairs.

 Â  Aldo Cernezzi, our in house, sailplane evaluator, fliees and reports on
 the Stemme S6.Â  If motor gliding interests 
you, you will enjoy AldoÂ¹s always

 frank report.

 Â  Steve Noys comes across a pre-war 
designed two seater trainer used by the

 U.S. Airforce in 1942.Â  He takes on the mammoth task of restoring it to
 flying status. Well illustrated!

 Â  A major break through in radio technology. The Pizzicaato Project uses
 less than 10% of current production parts in producing a communication
 transceiver.Â  Expect transceiver products to 
dramatically become cheaper in

 the near future.Â  Cambridge Consultants (England) are confident they have
 discovered major new circuitry for our every day radio products.

 Â  A review of the Round the World Courtesy 
of the e SunÂ¹ project. Until now

 few have appreciated the size of this powered glider.Â  Detailed graphics.

 Â  To our pilots who always carry a camera 
with them, youu will be extremely

 interested in the new stick on camera to any surfaceÂ¹ activated by a cell
 phone. This is a new product for those who love taking selfies.Â¹Â  Â Cost
 $79.

 Â  Â We devote a page to the U.S, Pilots Bill of Righht Part II.Â  The
 ramifications of this project will have 
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 pilot.

 Â  The Wright Brother were not first.Â  Heard of Caylley?Â  Well he was a
 hundred years ahead of the Wright boys and he 
proved it. Recent

Re: [Aus-soaring] Glow sailplane

2015-04-20 Thread Mike Borgelt


At 07:24 PM 20/04/2015, you wrote:

Thanks Mike,

Q1.Â  Main wheels are very close 
together.Â  Would a wind tip it over?Â  Single 
main wheel and wing tip wheels might be better.Â



Possibly, but single wheel means it is already 
tipped over. I've thought about 2 single wheels a 
little further apart. More complex mechanism.




Q2. Where is the jet air intake?



Top of fuselage behind canopy. Pop up intake.




Q3.Â  Is the jet thrust sufficient for climb out?





Should be but I'd like a little more while 
preventing running the engine at more than 80% 
thrust for longevity and reliability reasons.


My rule of thumb is Thrust weight or around .18 
to 0.2 so you can get 0.14 to 0.15 T/W without running engine at 100%.


Mike






On Mon, Apr 20, 2015 at 4:43 PM, Mike Borgelt 
mailto:mborg...@borgeltinstruments.commborg...@borgeltinstruments.com 
wrote:


VFMG members will have seen this already: 
http://www.proairsport.com/http://www.proairsport.com/


Looks like PW-5 wings and tailplane, nicer 
fuselage and some really good ideas.


I've though for some time that dual wheels and 
electric taxiing are a great idea although I'd 
have made it a taildragger with steerable tailwheel.


Mike


Borgelt Instruments - design  manufacture of 
quality soaring instrumentation since 1978

http://www.borgeltinstruments.com/www.borgeltinstruments.com
tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia

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Re: [Aus-soaring] Glow sailplane

2015-04-20 Thread Mike Borgelt





 On 20 Apr 2015, at 7:51 pm, Peter Champness plchampn...@gmail.com wrote:
 
 I still like the single main wheel, preferably fixed. Simple, cheaper, robust 
 and can't land wheel up.

Looks horrible, more drag, learn to do checks.
 
 Yes it is tipped over at the start of the take off, but wing can be raised as 
 soon as airspeed is sufficient. which might not take long with the wheel 
 motor.

Unfortunately Australian airfields are covered in vertical relief objects such 
as marker cones, signs etc. and pilots can't be trusted to land on the big 
piece of bitumin with the dotted line down in the middle without these.


 
 Q4.  Is the tail wheel stuck on?  Seem s like this is a simulation at this 
 stage.

Yep
 
 Turbofan required instead of turbo jet.  Unfortunately nothing on the market 
 yet. 

No, turbo fan is a much more complex engine and much larger in diameter which 
defeats the purpose of the jet and will be much more expensive. Main advantage 
is propulsive efficiency which doesn't matter much  in a self launcher as the 
engine doesn't run for long. Bigger turbojet ( or two) is better. Propulsive 
efficiency  of Pawnee tow plane towing glider is about same as turbojet.( from 
POV of glider). About 10%. Yep I did the numbers.

No point wishing for something that doesn't exist.

Mike
 
 On Mon, Apr 20, 2015 at 7:33 PM, Mike Borgelt 
 mborg...@borgeltinstruments.com wrote:
 At 07:24 PM 20/04/2015, you wrote:
 Thanks Mike,
 
 Q1.Â  Main wheels are very close together.Â  Would a wind tip it over?Â  
 Single main wheel and wing tip wheels might be better.Â 
 
 
 Possibly, but single wheel means it is already tipped over. I've thought 
 about 2 single wheels a little further apart. More complex mechanism.
 
 
 Q2. Where is the jet air intake?
 
 
 Top of fuselage behind canopy. Pop up intake.
 
 
 
 Q3.Â  Is the jet thrust sufficient for climb out?
 
 
 
 
 Should be but I'd like a little more while preventing running the engine at 
 more than 80% thrust for longevity and reliability reasons.
 
 My rule of thumb is Thrust weight or around .18 to 0.2 so you can get 0.14 
 to 0.15 T/W without running engine at 100%.
 
 Mike
 
 
 
 
 
 
 On Mon, Apr 20, 2015 at 4:43 PM, Mike Borgelt  
 mborg...@borgeltinstruments.com wrote:
 
 VFMG members will have seen this already: http://www.proairsport.com/
 
 Looks like PW-5 wings and tailplane, nicer fuselage and some really good 
 ideas.
 
 I've though for some time that dual wheels and electric taxiing are a great 
 idea although I'd have made it a taildragger with steerable tailwheel.
 
 Mike
 
 
 Borgelt Instruments - design  manufacture of quality soaring 
 instrumentation since 1978
 www.borgeltinstruments.com
 tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
 mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
 P O Box 4607, Toowoomba East, QLD 4350, Australia 
 
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 Borgelt Instruments - design  manufacture of quality soaring 
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 mob: 042835 5784 :  int+61-42835 5784
 P O Box 4607, Toowoomba East, QLD 4350, Australia
 
 
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Re: [Aus-soaring] Glow sailplane

2015-04-20 Thread Mike Borgelt



VFMG members will have seen this already: http://www.proairsport.com/

Looks like PW-5 wings and tailplane, nicer fuselage and some really good ideas.

I've though for some time that dual wheels and electric taxiing are a 
great idea although I'd have made it a taildragger with steerable tailwheel.


Mike



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instrumentation since 1978

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Re: [Aus-soaring] IS29D life extension

2015-04-15 Thread Mike Borgelt


You need to read the regs on that.

Just as well there isn't a 35 year life limit on 
all the aluminium powered aircraft like Cessnas, 
Pipers, Beechcraft etc. I'll say it again: There 
are no engineering reasons for this life limit on 
aluminium aircraft. They can fatigue or corrode 
(or both) and this can be inspected for.


They may have a safe hours or number of 
landings limit which was arrived at by the 
designer for engineering reasons. If we had an an 
organisation in Australia that was actually 
interested in promoting gliding and helping 
people do it easier and cheaper, things might be


 different.

There used to be one a long time ago.

Mike




At 05:16 PM 15/04/2015, you wrote:

Why can't it be flown as an 'experimental'?

dsve

https://overview.mail.yahoo.com/mobile/?.src=AndroidSent 
from Yahoo7 Mail on Android


--
From:brett pound brett_po...@hotmail.com
Date:Wed, 15 Apr, 2015 at 5:10 PM
Subject:Re: [Aus-soaring] IS29D life extension

Anyone from Camden reading here ?

This is the post-35 year life extension program, 
that required individually issued documents for 
each aircraft to be permitted to fly past the 
current limit (with maintenance requirements and a fixed landing limit)


http://www.ssa.org/GovernmentLiaison?id=2981http://www.ssa.org/GovernmentLiaison?id=2981 
is about the most recent notice from an 
authority on the topic, but doesnât open any leads.


Sent from Windows Mail

From: Justin Couch
Sent: âWednesdayâ, â15â âAprilâ â2015 â4â:â24â âPM
To: Aus-soaring@lists.internode.on.net

On 15/04/2015 3:41 pm, brett pound wrote:
 does anyone know anyone in AU who actually 
went through the extension program, for an IS28 or IS29 ?


No idea, but there are several out at Camden, including one owned by
employees of Camden Sailplanes and none have gone through the process.

Closest paperwork I could find online was this Canadian reference about
a 20yr extension interval:

http://wwwapps3.tc.gc.ca/Saf-Sec-Sur/2/AWD-CN/documents/ROIS-29D2-EO-6.htmhttp://wwwapps3.tc.gc.ca/Saf-Sec-Sur/2/AWD-CN/documents/ROIS-29D2-EO-6.htm


--
Justin
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Re: [Aus-soaring] control towers

2015-04-15 Thread Mike Borgelt



http://www.news.com.au/travel/travel-ideas/the-remote-island-thats-on-the-brink-of-a-tourist-invasion/story-e6frfqer-1227305593467

Two flights a week. Note control tower.

Mike



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Re: [Aus-soaring] V3

2015-04-14 Thread Mike Borgelt

Looks a lot like a smaller Quintus wing. I wonder 
if the winglets and tips are the same? Or scaled 0.8 ?


Mike




At 08:27 AM 15/04/2015, you wrote:


H301's got nothing on the Cirrus, Dutters... Nothing.

A more revealing picture...
[]



On Tue, 14 Apr 2015 23:14Â James Dutschke 
mailto:james.m.dutsc...@gmail.comjames.m.dutsc...@gmail.com wrote:
None. Other than it's a likely contender for 2nd 
best looking glider of all time (behind the h301).


Pic came up on the SH Facebook page a couple hours ago.

Sent from my iPhone

 On 14 Apr 2015, at 22:38, Gary Stevenson 
mailto:gstev...@bigpond.comgstev...@bigpond.com wrote:


 Do you have any details?
 Gary

 -Original Message-
 From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net

 [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of James
 Dutschke
 Sent: Tuesday, 14 April 2015 10:07 PM
 To: 
mailto:Aus-soaring@lists.internode.on.netAus-soaring@lists.internode.on.net

 Subject: [Aus-soaring] V3



 Sent from my iPhone

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Re: [Aus-soaring] V3

2015-04-14 Thread Mike Borgelt


Or Arcus wing or somewhere in between.

Mike

At 08:27 AM 15/04/2015, you wrote:


H301's got nothing on the Cirrus, Dutters... Nothing.

A more revealing picture...
[]



On Tue, 14 Apr 2015 23:14Â James Dutschke 
mailto:james.m.dutsc...@gmail.comjames.m.dutsc...@gmail.com wrote:
None. Other than it's a likely contender for 2nd 
best looking glider of all time (behind the h301).


Pic came up on the SH Facebook page a couple hours ago.

Sent from my iPhone

 On 14 Apr 2015, at 22:38, Gary Stevenson 
mailto:gstev...@bigpond.comgstev...@bigpond.com wrote:


 Do you have any details?
 Gary

 -Original Message-
 From: 
mailto:aus-soaring-boun...@lists.internode.on.netaus-soaring-boun...@lists.internode.on.net

 [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of James
 Dutschke
 Sent: Tuesday, 14 April 2015 10:07 PM
 To: 
mailto:Aus-soaring@lists.internode.on.netAus-soaring@lists.internode.on.net

 Subject: [Aus-soaring] V3



 Sent from my iPhone

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Re: [Aus-soaring] wow

2015-04-06 Thread Mike Borgelt




http://www.avweb.com/avwebflash/news/Wingless-Glider-Crashes-Into-Reno-Parking-Lot-223794-1.html






Mike


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Re: [Aus-soaring] Clear Nav VARIO and Multi Function Display

2015-03-30 Thread Mike Borgelt


At 09:37 AM 31/03/2015, you wrote:

Is it able to compensate electronically? The Zander goes wild when I 
connect to TE probe, presumably due to the two Winters that are on 
that line. And its electronic compensation is crap.

All the best, Paul



Easy fix is to run a second TE line to back behind the back seat and 
put the T piece there. This isolates the electronic system from the 
pneumatic one. Better still, ditch the Winters and put in a modern 
standby vario with its own batteries for emergencies like a B700 or


B900 (B400 also still in production).

Electronic TE using the pitot - static is one of those things that 
sounds like a good idea but in practice is very difficult to make 
work well. Peter Zander says that in his manual I think.


There are several problems with it.

One is that the static and pitot are more sensitive to off axis (yaw 
and pitch) airflow than is a TE probe. There are errors which depend 
on the fore and aft location of these when the aircraft pitches and 
position error on the static or pitot


will cause problems as the real airspeed isn't the same as what is 
being indicated  and an especially severe problem when the error 
changes with airspeed (bad on the certified statics on most Schempp 
gliders and the nose pitot on the ASW20).


You can run from a pitot static probe on the fin but this gets you 
the G sensitivity problems of the normal TE probe and then you still 
have the problem of getting the signals to the vario at the same time 
as the tubing has distributed capacity and resistance which causes


delays in the signals which are unlikely to be the same. The signals 
can be large (5000 feet/min) and are subtracted so small timing 
errors cause large transients in the vario reading. The timing errors 
are magnified if you hang any kind of instrument with a capacity on the


same line (ASI, altimeter and they have capsules that vary in size 
inside). Generally not worth the grief and support calls which is why 
we don't do it.



The whole gust sensitivity problem is caused by all current TE 
systems measuring airspeed using the pitot static - TE probes do the 
same thing but subtract the dynamic pressure from the static pressure 
by design of the probe.


There have been attempts to compensate for the gust effects but none 
have exactly taken the world by storm and I have report of 
unsatisfactory performance from some users of recent systems with 
difficulty in getting calibration.


In the next couple of weeks at least one and maybe 2 Dynamis systems 
will be tested by customers. Dynamis is an electronic  TE system 
which ignores horizontal gusts and works on principles unlike those 
of any other variometer system.


It is an add on to our B600/B800 vario systems as the displays, 
audios (including the thermal centering two speaker system) etc of 
these instruments are well proven and I cannot think of what else to 
do, so no point in designing a whole new vario for this.


Dynamis also provides real time (several times a second - will need 
averaging to be sensible) wind speed and direction information and 
will soon also do Natural Netto so the netto doesn't depend on 
knowledge of the glider polar but is provided from the Dynamis sensors


as you fly. Bugs are automatically compensated for and even the 
engine running on a motor glider.


There is one innovative new pilot interface that will also be an option.

This has been a 30 year project which needed the right sensors to 
become available (I remember discussing this with Peter Zander at the 
1985 San Diego SSA convention) and I think will be a game changer. No 
more will you be fooled by the vario showing good lift only to


find that no matter which way you turned, there wasn't any worthwhile 
lift, just a longish period horizontal gust lasting several seconds. 
Remember, every wasted circle cost 30 to 60 seconds. Having done the 
research and testing , I strongly suspect the inertial gust


filtering isn't going to solve that problem but the Dynamis sensor suite does.

Mike











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Re: [Aus-soaring] Syndicates

2015-03-23 Thread Mike Borgelt


At 06:48 PM 23/03/2015, you wrote:
Getting out of partnerships/syndicates is usually more difficult 
than getting in. Does anyone have a good set of rules or rule for 
syndicate operation and exit of members? Is there a rule or rules 
that might help avoid a bad experience that you have had?

Trevor Burke



Rule 1. There shall be only one member in the syndicate.

Rule 2. See Rule 1.

Guaranteed to avoid problems.

Mike





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Re: [Aus-soaring] Swiss Flarm fix

2015-03-16 Thread Mike Borgelt





My personal opinion: flarm is a great idea. It's 
great when it works. But I am someone that 
heavily relies on the latest version of 
LookOutÂ®. I update LookOutÂ®Â continually when 
flying. One problem is that LookOutÂ® is out of 
date as soon asÂ you look somewhere else. 
However, you can keep updating LookoutÂ® completely free and I do so.


LookoutÂ® also comes with a free 3D full colour moving map.

Mike



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Re: [Aus-soaring] FLARM update

2015-03-15 Thread Mike Borgelt

As a standalone device a Flarm is merely an expensive GPS data source.

Flarm is a *system* and requires other devices
and compatibility between devices to function.
The usefulness also degrades rapidly as the
proportion of potential targets either is not
equipped or the unit isn't working or is non compatible.

Analogies with parachutes aren't useful. There
are many parachute manufacturers and I'm not
aware that licence fees are being paid by the
others to one manufacturer and while there may
be airworthiness directives from time to time on a particular brand or type of

parachute there aren't potential fleet wide problems every year.

Not a problem until use is mandated as in contests or some clubs.

The serious parts of aviation seem to go to lots
of trouble to maintain backwards compatibility.
i.e. continuing use of pressure altitude instead
of GPS altitude, Mode A transponders are
compatible with Mode C and mode S and ADSB co-exists with these on the same

frequencies. Except in the USA where the
potential congestion means they have gone to
978Mhz for ADSB for small aircraft and maintained
the Extended squitter transponder 1090 Mhz use
for large aircraft. That means ground stations
and being in range of one for the two

sets of users to know about each other. Wonderful!

TCAS as used in airliners also has the feature
that the system logic is known to the users and users are trained in it.

A couple of years ago I analysed a mid air
between two gliders in Austria. Both Flarm
equipped and both Flarms were working. The pilots
frantically scanned and still failed to see each
other whereupon one turned left - right across
the other glider's flightpath and the

collision occurred. Otherwise they'd have missed.
Fortunately both managed to land safely.

Mike

At 10:56 AM 16/03/2015, you wrote:

Hi Tim,
As you have reminded many in the past, - this is
a Gliding Forum. Keep the politics and political comments out of it.

Glenn

On 14/03/2015 8:32 PM, Tim Shirley wrote:

Hi all,

Flarms are standalone devices. They won't stop
working tomorrow, because there is nothing to
stop them working. A Flarm on V5 will see a
Flarm on V5 just the same for ever, so it is
probably better for the upgrade at a club, or
in an area where gliders often fly together, to
be co-ordinated. Making an instant change to
your own Flarm might simply disable yours :)

Flarm is being 100% consistent in its policy,
and if that is irresponsible well then more
irresponsibility from Tony Abbott would be good
(if that is possible). They have NEVER
guaranteed that a major version upgrade is
backward compatible, in fact they have always
said that any backward compatibility between
major versions is coincidental. I make no
comment on the reasons or the necessity for this policy.

There's nothing wrong with a Flarm, except for
the far too high expectations we have of it.

Just look out the window - no version changes
required but make sure your specs are up to spec.

Cheers

Tim Shirley

tra dire é fare c' é mezzo il mare
On 14/03/2015 6:54 PM, Matthew Scutter wrote:

FYI:
FLARM has now published it's latest update - v6.
It's available here:
http://flarm.com/support/firmware-updates/http://flarm.com/support/firmware-updates/

The protocols in the current version (v5) and
new version (v6) are supposedly totally
incompatible, so please update your FLARMs
before next flight or you won't be able to see pilots with the other version.

soapbox opinion I think it's very
irresponsible of FLARM to publish a backwards
incompatible upgrade like this. I am glad I am
not flying in the Alps this weekend. /opinion

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Re: [Aus-soaring] FLARM update

2015-03-14 Thread Mike Borgelt


At 05:54 PM 14/03/2015, you wrote:

FYI:
FLARM has now published it's latest update - v6.
It's available here:Â 
http://flarm.com/support/firmware-updates/http://flarm.com/support/firmware-updates/


The protocols in the current version (v5) and 
new version (v6) are supposedly totally 
incompatible, so please update your FLARMs 
before next flight or you won't be able to see pilots with the other version.


soapbox opinion I think it's very 
irresponsible of FLARM to publish a backwards 
incompatible upgrade like this. I am glad I am 
not flying in the Alps this weekend. /opinion



I gather it is to prevent competitors from 
producing compatible hardware without paying royalties to Flarm.


Mike


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Re: [Aus-soaring] Glide computers software/hardware

2015-03-13 Thread Mike Borgelt


Yet another  free glide computer program:

http://www.tophatsoaring.org/

Anyone bought/seen/used a Dell Venue 8 7840 ?

According to a customer in the US sunlight readability is excellent 
but it needs an anti glare film applied.


Mike







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Re: [Aus-soaring] flying costs

2015-03-13 Thread Mike Borgelt



Ran across this little item:

https://medium.com/war-is-boring/damn-warplanes-are-expensive-645bf2f5928b

Goes into costs of flying the USAF fleet types.

Read the whole thing but here's the gliding related bit:

Compare that to the Air Forces 
cheapest-to-operate planesits training gliders. 
The 35 TG-series gliders burned $3,987 per hour 
for a combined 5,234 hours in the air in 2014. 
Total ownership cost per glider was just 
$597,756, equivalent to 11 times the income of the median American family. 


Sure hope the American taxpayer is getting value 
for their future (borrowed) taxes.


Mike





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Re: [Aus-soaring] Wool tuft testing

2015-03-10 Thread Mike Borgelt


Take a look at the root fairings on the P-38

http://www.gayot.com/blog/wp-content/uploads/2009/04/lockheed-p-38-lightning.jpg


Note the fairing is at the leading edge. Particularly noticeable on 
the wing to fuselage but also on the wing to booms.


No  fairing  or fillet at the TE.  Fixed an airflow problem 
apparently. A more blended wing/body junction may have some merit.


Mike



At 01:54 PM 10/03/2015, you wrote:

G'day Anthony,

Thanks for your detailed reply, lots to think about  plan for. I'm 
going to wool tuft test the wing root of my Ventus, as I want to 
improve on the lamina flow  induced drag in that area, which 
ultimately will help with climbing  handling.


Once I discover the separation points, I plan to 'fix it'..

Guessing I'll need to view the tufts at thermalling speeds/bank,  
at my usual cruise speeds.



Cheers,
WPP


 On 9 Mar 2015, at 18:38, Anthony Smith 
anthony.sm...@adelaide.on.net wrote:


 Adam

 I have done it on the wing tip of a large military aircraft.

 Wing loading is only a problem if you have a particular issue that is wing
 loading related.  In essence what are you looking for?  Is it Reynolds
 Number related or is it Angle of Attack related?  Or both?

 Wool lengths need to be visible to the camera or observer.  For my project
 we had a PC-9 as a chase plane with a photographer and video camera in the
 back seat.  So we had really big tufts. For your purpose, quite fine wool
 may work depending on how you plan to record the results.

 You do not want the tufts to overlap.  Typical patterns have the 
end of each

 tuft, a small gap and then the start of the tape adhering the next tuft.
 Lateral spacing is the same.

 Wool thickness will depend on what speed you are operating at.  Also will
 depend on how visible you want it.  I used the thickest wool we could find
 in order to be visible to the camera.  Also we were operating at 
much higher

 speeds than your average glider.  You will not need to be that thick.  Some
 simple experimenting with a range of wool sizes stuck to the wing root may
 give you an answer.

 How many tufts will depend on the length of the wool tuft.

 For my project, we adopted a diamond pattern.  This aligned 
really well with

 some features on the wingtip that we wanted to study.  The size of the
 diamond was dictated by the length of the tuft and the features on the
 wingtip.A square pattern may work better for your problem.

 Installation:  You need to tie a knot in both ends of the wool tuft.  The
 knot under the tape helps to hold the tuft in place.  The knot in the free
 end stops the wool unravelling.  A simple knot will do.  Don't get carried
 away or the mass of the knot will affect the results.  A dob of super glue
 on the free end may also work just as well.  We used triangular pieces of
 fabric reinforced tape (instant airframe) to secure each tuft in place.  We
 had the point of the triangle faving forwards.  Wing gap tape with a good
 adhesive may suit you better.

 Some experimentation may be required.  However if you start off 
with typical

 yaw string lengths you will not be far long.  You can also space them out a
 bit initially (say at twice the tuft length) and then increase the density
 as you need to and where you need it.

 There appear to be plenty of photos if you google 'flow 
visualization tuft'.


 Anthony


 -Original Message-
 From: aus-soaring-boun...@lists.internode.on.net
 [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Adam
 Woolley
 Sent: Monday, 9 March 2015 6:32 PM
 To: Discussion of issues relating to Soaring in Australia.
 Subject: [Aus-soaring] Wool tuft testing

 G'day all,

 Has anyone got any experience or thoughts on wool tuft testing a 
wing root?


 Does wing loading matter?
 What wool lengths  thickness is best?
 How many?
 What pattern?


 Cheers,
 WPP

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Re: [Aus-soaring] Bill Walker and David Speight

2015-03-08 Thread Mike Borgelt





Not only that one but there have been a couple of other large high 
performance two seater accidents for what appeared to be no good 
reason. Is it something to do with the two seat bit?



Mike


At 09:28 PM 8/03/2015, you wrote:
Guys, it is probably too soon just now but i really would like to 
see or find an accident report wherein the reason for the demise of 
these two very very experienced pilots is stated. They were flying a 
modern glider. We never seem to hear what actually happened in a lot 
of accidents. I want to know so that i Can continue flying but be 
and OLD pilot , not BOLD. I want make sure I don't do what they did.


Ron
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Re: [Aus-soaring] Avier, oudie,vertica stuff

2015-03-02 Thread Mike Borgelt

The thing draws 300mA and the battery is 1700 mA IIRC so 5 hours would be 
closer to the mark.
Those little LiPo batteries are good for about 3 years so it is likely that it 
has lost capacity by now.

Mike



 On 2 Mar 2015, at 5:25 pm, Ron Sanders resand...@gmail.com wrote:
 
 Guys, I am running a moving map ap (LK8000) on an Avier device. I am only 
 getting 2.5 hours out of a battery. I  remember reading sometime back when i 
 had the paper work that i should get 12 or more out of the internal battery. 
 Is this right??
 
 Thanks   Ron
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Re: [Aus-soaring] NASA talks gliders

2015-02-24 Thread Mike Borgelt


At 06:41 PM 24/02/2015, you wrote:

Morgan, eat your heart out?Â  I don't think so.

Morgan is looking for a use for the Perlan 2 
after they set a height record.Â  Launching 
space craft might be just the thing.Â  NASA has 
looked at a glider launch pad with an aero tow 
to 40,000ft,Â  Well Morgan can launch into the 
Sierra wave straight from Mojave from a 5000ft 
tow, soar up to 50,000ft and launch his rocket!Â  Think of the fuel savings.





Who needs the complexity? Fuel and oxidiser is 
cheap. Done right about $50 per kg  or less to 
low earth orbit. From the ground.


http://diyhpl.us/~bryan/papers2/mockingbird.pdf

A good amateur group ought to be able to build one of these.

Mike


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Re: [Aus-soaring] NASA talks gliders

2015-02-23 Thread Mike Borgelt


Meanwhile, just up the road at Mojave:

http://www.parabolicarc.com/2015/02/11/awesome-stratolaunch-hangar/

and SpaceX is soft landing rocket stages (in the ocean for now but 
soon on the barge and later back at the launch site) while NASA plays 
with R/C models.


This isn't your grandpa's NASA of the sixties.

Mike









At 12:49 PM 24/02/2015, you wrote:

http://www.gizmag.com/nasa-glider-launch-satellites-tgals/36010/http://www.gizmag.com/nasa-glider-launch-satellites-tgals/36010/
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Re: [Aus-soaring] Aircraft spec metric bolts

2015-02-22 Thread Mike Borgelt


Anthony,

Did you try searching for  metric aircraft hardware on Google?

Haven't found any stockists in Oz though after a quick search.

Mike



At 08:53 AM 23/02/2015, you wrote:

Content-Type: multipart/alternative;
boundary==_NextPart_000_0001_01D04F4A.5495EBF0
Content-Language: en-au

Does anyone have a supplier for aircraft spec 
metric bolts  particularly 6mm diameter?


Examples of bolt part numbers would be:
EN2859-060XXX, or
NA0036-060XXX (where XXX is the shank length)

regards

Anthony
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Re: [Aus-soaring] RECORD attempt

2015-02-22 Thread Mike Borgelt

I have a customer who is going to try to break a world record for 
distance in a powered aircraft in June-August.


He needs a couple of flight recorders (approved for world records and 
in calibration) in that time frame. He's willing to put up a deposit 
for the value and any hire fee can be arranged between the owner and him.


If anyone is interest please contact me off list and I'll put you in touch.

Mike





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Re: [Aus-soaring] Shell 98 and fibreglass

2015-02-04 Thread Mike Borgelt

Ian,

Consult the resin chemist as to which vinylester
to use. There are many types with optimum
properties for different uses. Vinylester is used
for making below ground fuel storage tanks so
there will be one for various types of mogas.

I used to run Super in the TOP when Super was
available. Then tried straight 100LL Avgas and lost 100 rpm off the top end.

Another bloke with a Ventus CM with Solo engine
lost about 200 -250 rpm doing the same thing.
Going to unleaded with 20% avgas restored the rpm in both cases.

My surmise is that the higher octane Avgas burns
slower effectively retarding the timing. This
could be why when set up to run on 95 Mogas
running ofn Avgas is not so good. It may be that
when running on the higher octane Avgas the two
strokes could benefit from advancing the ignition timing.

Any two stroke experts care to comment?

Mike

At 01:29 PM 5/02/2015, you wrote:

I must admit I used epoxy resin Ciba/GÂ 3600
and not vinyl ester.Â Â I am going to try again using vinyl ester.

I am doing another trial with shell/liberty 98
and BP 98 with smell.Â In every case the shell
smells like turpsÂ is added where as BP smells
normal like you expect fuel to smell like.Â
Â People are smelling the difference 100%.Â
Â Some are describing the smell as paint
thinners.Â Shell is a golden bright yellow
colour where BP is more normal fuel colour.

In germany they have zero issues of fuel turning
clear fuel lines a real dark brown so dark you
can not see brought be in 2 months.Â Sure happens here with liberty /shell

So 98s are not the same.

Ian mcphee
On 04/02/2015 1:31 pm, DMcD
mailto:slutsw...@gmail.comslutsw...@gmail.com wrote:
I'll stick to Avgas in the BD-4 even though
the 7:1 compression ratio engine (same as Super
Cub) can handle unleaded from an octane rating basis.

Unless things have changed, with some two strokes used in SLGs like
the Solo engines, the manufacturer recommends using 95, not Avgas. The
claim is that Avgas makes the engine run rougher and vibrate more than
95.

It's difficult to get a real picture but a lot of the US experience,
where they tend to overcompensate and use Avgas instead of 95, seems
to suggest they have more problems overall, not less. Then again, they
can't get the recommended Castrol 2 stroke oil either.

I tend to agree with Mike here regarding resins too. It's really
difficult to point your finger at the fuel without knowing more about
the resins used in the layup.

And the problems and expense of wing fuel bags seem to be not worth
the effort. The recommendations in the manual that I have read say
that they cannot be left with fuel in overnight, that they cannot be
entirely drained either but need to have a small amount of oil in
them. They have a very short life span (8-10 years?) and are sodding
expensive to replace.

Probably cheaper to replace than a fuselage mounted glass tank though!

D
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Re: [Aus-soaring] Shell 98 and fibreglass

2015-02-04 Thread Mike Borgelt

Nasty stuff.

I guess they have to do something to boost the octane of the refinery tailings 
we seem to get here for mogas.

Mike





 On 5 Feb 2015, at 4:40 pm, dennis hipperson dennishipper...@gmail.com wrote:
 
 I believe the smell could be Toluene, used as an octane booster. (Maybe)
 
 Dennis
 
 
 On 5/02/2015 2:29 pm, Ian Mc Phee wrote:
 I must admit I used epoxy resin Ciba/G  3600 and not vinyl ester.   I am 
 going to try again using vinyl ester.
 
 I am doing another trial with shell/liberty 98 and BP 98 with smell.  In 
 every case the shell smells like turps  is added where as BP smells normal 
 like you expect fuel to smell like.   People are smelling the difference 
 100%.   Some are describing the smell as paint thinners.  Shell is a golden 
 bright yellow colour where BP is more normal fuel colour.
 
 In germany they have zero issues of fuel turning clear fuel lines a real 
 dark brown so dark you can not see brought be in 2 months.  Sure happens 
 here with liberty /shell
 
 So 98s are not the same.
 
 Ian mcphee
 
 On 04/02/2015 1:31 pm, DMcD slutsw...@gmail.com wrote:
 I'll stick to Avgas in the BD-4 even though the 7:1 compression ratio 
 engine (same as Super Cub) can handle unleaded from an octane rating 
 basis.
 
 Unless things have changed, with some two strokes used in SLGs like
 the Solo engines, the manufacturer recommends using 95, not Avgas. The
 claim is that Avgas makes the engine run rougher and vibrate more than
 95.
 
 It's difficult to get a real picture but a lot of the US experience,
 where they tend to overcompensate and use Avgas instead of 95, seems
 to suggest they have more problems overall, not less. Then again, they
 can't get the recommended Castrol 2 stroke oil either.
 
 I tend to agree with Mike here regarding resins too. It's really
 difficult to point your finger at the fuel without knowing more about
 the resins used in the layup.
 
 And the problems and expense of wing fuel bags seem to be not worth
 the effort. The recommendations in the manual that I have read say
 that they cannot be left with fuel in overnight, that they cannot be
 entirely drained either but need to have a small amount of oil in
 them. They have a very short life span (8-10 years?) and are sodding
 expensive to replace.
 
 Probably cheaper to replace than a fuselage mounted glass tank though!
 
 D
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Re: [Aus-soaring] Shell 98 and fibreglass

2015-02-02 Thread Mike Borgelt


At 01:44 PM 3/02/2015, you wrote:

This is sample of I think 3 layers of 125 glass 
which was left in shell 98 for about 2 months.Â 
Â  The glass is now soft and can be easily 
twisted like say clear packaging.Â Â  It is a 
bit sticky on surface. It seems it will never harden up again.


Thus under no circumstances would I use Shell or 
Liberty 98 from say out of Brisbane in any aircraft with fibreglass tanks.


Jabiru web site say do not use shell 98 in any Jabiru but 95,and Avgas is OK.

Royal Dutch ShellÂ  sold out to another Dutch 
company for retail of fuel in Australia and they 
have the right to use the name Shell.


My next test is sample of Shell 98 and BP 98 as 
well as Avgas. The Shell is a golden yellow 
while BP is more neutral colour.Â  Smell is different also.


If any body would like a mini movie of the 
sample then ask.Â  I would urge others down 
south (Sydney, Vic  SA) to try their fuels.


Ian mcphee



Depends also on the resin. The right resin for 
fuel tanks is vinylester. Consult the resin 
company's chemist for the right vinylester resin 
too. There are many different types, optimised for different purposes.
Kevlar is good tank material as the tank is less 
likely to split open in an accident. Tanks can 
also be sloshed with sealing compound which is fuel proof.


Bags wear, become brittle and leak, likely 
exposing the structure around them to the fuel when this does happen.


Word around here from local RAAus guys is that 
mogas of various types including 98 is of highly 
variable quality, keeping properties etc.


From my experience of doing the ethanol test on 
a small quantity of  unleaded, it has very high vapor pressure.


I'll stick to Avgas in the BD-4 even though the 
7:1 compression ratio engine (same as Super Cub) 
can handle unleaded from an octane rating basis.


Mike




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Re: [Aus-soaring] Butterfly 57 Flarm Display for sale--$300.00

2015-01-29 Thread Mike Borgelt


Why don't you rig up a 3.3 volt supply?


Any number of linear or switchmode regs will do 
the job. Try Recom  from RS or Element 14.


Mike


At 09:45 AM 30/01/2015, you wrote:

Content-Type: multipart/alternative;
boundary==_NextPart_000_0007_01D03C79.EE1F4340
Content-Language: en-au

Brand Newnever installed [mounts in the standard 57mm panel hole].

I bought this at an excellent price from Cumulus 
Soaring only to read the instructions and find it requires a 3.3V supply.


All Flarms deliver 3.3V EXCEPT the MiniOz.

No prizes for guessing which Flarm I have.

Paul Remde at Cumulus has offered that I can 
return it and pay the difference to buy a 
FlarmView 57, however before returning it I 
thought Id see if anyone wanted it to save themselves the U.S. postage.


If I dont hear anything before the end of the 
weekend itll be on its way back to the US.


Thanks,

Colin

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Re: [Aus-soaring] spins

2015-01-26 Thread Mike Borgelt

Peter,

R is radius. i.e where the mass is relative to the C of G.

If you have the situation of a light pilot and no
tail ballast the C of G may be in certain position.

Put a heavy pilot in and ballast the tail to get
the C of G in the same position. THIS IS NOT THE SAME SITUATION.

The Moment of Inertia ( m*r*r) of the glider
around the yaw and pitch axes will be increased.
It will require more force to get the aircraft to
rotate around those axes but once rotating, more force to stop the rotation.

As the story illustrated, relatively small
changes noticeably altered the spin and recovery
characteristics of the aircraft.

Casual spinning in gliders is something few of
the experienced soaring pilots of my acquaintance
will do. It simply isn't part of a normal cross
country soaring flight. I've certainly NEVER spun
a glider while it was water ballasted and only
once in late 1968 have I spun accidently. It
was my first flight in the ES57 Kingfisher (*the*
one hanging up in the Bullsbrook RAAF museum) and
I was pushing the envelope in a steep turn to see
how tight I could turn and it was not entirely a
surprise when the ground started rotating in front of me.
Did it twice more to confirm. Then did a fair bit
of flying in the thing over the next year or so
and never came anywhere near spinning it.

Mike

At 08:15 PM 26/01/2015, you wrote:

Thanks Mike,

I read you reference.

M is Mass.Â What is R?

On Fri, Jan 23, 2015 at 10:14 PM, Mike Borgelt
mailto:mborg...@borgeltinstruments.commborg...@borgeltinstruments.com
wrote:

http://www.avweb.com/news/features/A-Test-Pilot-Spins223410-1.htmlhttp://www.avweb.com/news/features/A-Test-Pilot-Spins223410-1.html

I've always had my doubts about sticking lead on
the tail to make glider more spin prone.

C of G is M * R

Moment of inertia is M * R * R

Mike

Borgelt Instruments - design manufacture of
quality soaring instrumentation since 1978

http://www.borgeltinstruments.com/www.borgeltinstruments.com
tel:Â Â 07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â Â Â Â Â Â Â Â Â :Â int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia

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quality soaring instrumentation since 1978

Re: [Aus-soaring] spins

2015-01-23 Thread Mike Borgelt


http://www.avweb.com/news/features/A-Test-Pilot-Spins223410-1.html

I've always had my doubts about sticking lead on the tail to make 
glider more spin prone.


C of G is M * R

Moment of inertia is M * R * R



Mike


Borgelt Instruments - design  manufacture of quality soaring 
instrumentation since 1978

www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784:  int+61-42835 5784
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Re: [Aus-soaring] Registration markings

2015-01-10 Thread Mike Borgelt

A truly competent regulator would simply write the regs properly in the first 
place so that temporary exemptions aren't required.
Given economies of scale, the FAA would probably charge less than what CASA 
costs us now. We should outsource to them.

Mike



 On 10 Jan 2015, at 6:16 am, Mark Newton new...@atdot.dotat.org wrote:
 
 On 7 Jan 2015, at 5:00 pm, Mike Cleaver wom...@netspeed.com.au wrote:
 
 You are correct that at present there is no requirement for registration 
 markings under the wings on any aircraft below 5700 kg MTOW operated in 
 Australia. The exemption was renewed in 2012 and falls due again at the end 
 of this month: since I am not aware of any formal post-implementation review 
 of Part 45 I would expect that it will be renewed for a further 3 years at 
 that time.
 
 Assuming CASA doesn’t just forget to renew it.
 
 There’s a legislative instrument which enables people to issue maintenance 
 releases on Experimental Amateur-Built Aircraft which has a three year 
 expiry. Renewal involves changing the date on the last one. Despite the 
 expiry being an entirely predictable event, the last two occasions have 
 featured periods of time when it was unlawful to do an annual on an 
 experimental aircraft because CASA plainly and simply forgot to renew their 
 own paperwork.
 http://www.saaa.com/Portals/0/PDFs/CASA%2013033%20(2).pdf
 
 When reminded last time, they said it was going to take weeks due to a 
 shortage of legislative drafters. When pressed by people who had grounded 
 aircraft due solely to CASA’s inability to follow their own procedures, they 
 actually did it in a few days.
 
 It’ll expire again next year. I wonder if they’ve discovered “Calendar 
 Reminders,” or if CASA senior management have dealt with the failures to do 
 their jobs inherent in the fact that they neglected to budget for enough 
 legislative drafters to deal with their entirely predictable workload.
 
 And the Forsyth Review didn’t recommend any sackings. Amazing. 
 
   - mark
 
 
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Re: [Aus-soaring] Press

2015-01-08 Thread Mike Borgelt

Yup, story screwed up. Then you read the rest of the paper and believe every 
word.

Mike



 On 9 Jan 2015, at 8:49 am, Scott Penrose sco...@dd.com.au wrote:
 
 First sentence says he crashed. Last one said he landed in a paddock without 
 incident. Don’t they need to pick one.
 
 Scott
 
 On 9 Jan 2015, at 11:44 am, Nelson Handcock nelson.handc...@gmail.com 
 wrote:
 
 
 Outlanding equals crash according to this media...
 
 
 http://www.dailyadvertiser.com.au/story/2805595/glider-pilot-found-safe/?cs=148
 
 
 Thanks  Regards,
 
 Nelson Handcock
 0409 149919
 
 http://www.linkedin.com/in/nelsonhandcockaustralia
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Re: [Aus-soaring] Registration markings

2015-01-08 Thread Mike Borgelt

That would appear to conflict with CASR Part 45 which, as a regulation, is the 
law of the land.

A GFA AN isn't.

Mike

 On 8 Jan 2015, at 5:16 pm, dennis hipperson dennishipper...@gmail.com wrote:
 
 Peter,Mike, et al,
 
 GFA AN 84 1.3 (a) registration marking shall be at least 150mm high, or two 
 thirds of the width
 of the surface.
 
 No VH needed if G registration of if operated in Aus.
 
 etc,etc
 
 Dennis
 
 On 8/01/2015 7:37 pm, Peter Champness wrote:
 Mike,
 
 I'd replace all that verbiage in Part 45 with a requirement to have rego 
 letters 75mm high for all aircraft both sides of the fin or fuselage and no 
 necessity to have the VH bit if used inside Australian territory. Too simple 
 I guess
 
 Once again you are right,
 
 On Thu, Jan 8, 2015 at 6:30 PM, Mike Borgelt 
 mborg...@borgeltinstruments.com wrote:
 Yeah but close up they'll be able to see they are getting into the right 
 glider :-)
 
 I'd replace all that verbiage in Part 45 with a requirement to have rego 
 letters 75mm high for all aircraft both sides of the fin or fuselage and no 
 necessity to have the VH bit if used inside Australian territory. Too 
 simple I guess.
 
 That page you linked to was for a disallowable instrument that expired in 
 2013. Maybe there is a later re- issue.
 
 
 Mike
 
 
 
 
 On 8 Jan 2015, at 10:56 am, Niall Doherty t...@tpg.com.au wrote:
 
 Thanks all. The main thing is that nothing is required on the wings.
 
 Mike B...minimum 75mm - at the age of most glider pilots they wouldn't be 
 able to read those from the wingtip!
 
 Regards
 ND
 
 - Original Message -
 From:
 wom...@netspeed.com.au Discussion of issues relating to Soaring in 
 Australia. aus-soaring@lists.internode.on.net
 
 To:
 Discussion of issues relating to Soaring in Australia. 
 aus-soaring@lists.internode.on.net
 Cc:
 
 Sent:
 Wed, 07 Jan 2015 17:00:01 +1100
 Subject:
 Re: [Aus-soaring] Registration markings
 
 
 Niall
 
 You are correct that at present there is no requirement for registration 
 markings under the wings on any aircraft below 5700 kg MTOW operated in 
 Australia. The exemption was renewed in 2012 and falls due again at the 
 end of this month: since I am not aware of any formal post-implementation 
 review of Part 45 I would expect that it will be renewed for a further 3 
 years at that time.
 
 You do need to display the nationality mark VH- as well as the 
 registration letters, in letters at least 150mm high that contrast with 
 the background, and you do need the fireproof plate mentioned in the 
 exemption (meeting the requirements of reg 21.820).
 
 You may also display a contest marking on the vertical fin and rudder (if 
 the registration is marked on the fuselage sides) - many gliders, 
 especially those with G as the first letter, use the last 2 letters of the 
 registration for this, but others display a letter and a number, or two 
 digits - these are becoming quite popular - for instance 36, W3, 4D, Q7, 
 S7 are all in use. These are likely to be administered by the GFA so you 
 should talk to the GFA airworthiness people if you want to  use one of 
 these.
 
 The convention is that if an aircraft is marked in accordance with the 
 rules, and the4 rules later change, the markings do not require to be 
 changed until the aircraft is next painted or refinished - so if the rules 
 change at the end of the month and you do not have the glider marked yet, 
 you could have to change to meet the new rules, whatever they may be (but 
 that may be unlikely to happen).
 
 Wombat
 
 On 7/01/2015 3:00 PM, Niall Doherty wrote:
 All
 
 My understanding of this page
 
 http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:1001:pc=PC_90236
 
 is that the only requirement for markings on a glider is letters of at 
 least 150mm high on the sides. None on the undersides of the wings.
 
 Am I right?
 
 Regards
 ND
 
 
  
 
 
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Re: [Aus-soaring] Registration markings

2015-01-07 Thread Mike Borgelt

CASR Part 45.065 says that gliders can have registration markings a minimum of 
75mm high, not 150mm.

I guess the regs can be further confused by legislative instruments etc, no 
guarantee that they don't conflict with regs or other legislative instruments.

Ops normal for the shambles that is Australian aviation regulation. 

This crap is all written by people who, when they wake up at 3am, worry whether 
anal retentive should have a hyphen or not. ( thanks to Joe Bethancourt for 
that last, search YouTube for Joe. He gives an answer to that problem).

Mike



 On 7 Jan 2015, at 2:00 pm, Mike Cleaver wom...@netspeed.com.au wrote:
 
 Niall
 
 You are correct that at present there is no requirement for registration 
 markings under the wings on any aircraft below 5700 kg MTOW operated in 
 Australia. The exemption was renewed in 2012 and falls due again at the end 
 of this month: since I am not aware of any formal post-implementation review 
 of Part 45 I would expect that it will be renewed for a further 3 years at 
 that time.
 
 You do need to display the nationality mark VH- as well as the registration 
 letters, in letters at least 150mm high that contrast with the background, 
 and you do need the fireproof plate mentioned in the exemption (meeting the 
 requirements of reg 21.820).
 
 You may also display a contest marking on the vertical fin and rudder (if the 
 registration is marked on the fuselage sides) - many gliders, especially 
 those with G as the first letter, use the last 2 letters of the registration 
 for this, but others display a letter and a number, or two digits - these are 
 becoming quite popular - for instance 36, W3, 4D, Q7, S7 are all in use. 
 These are likely to be administered by the GFA so you should talk to the GFA 
 airworthiness people if you want to  use one of these.
 
 The convention is that if an aircraft is marked in accordance with the rules, 
 and the4 rules later change, the markings do not require to be changed until 
 the aircraft is next painted or refinished - so if the rules change at the 
 end of the month and you do not have the glider marked yet, you could have to 
 change to meet the new rules, whatever they may be (but that may be unlikely 
 to happen).
 
 Wombat
 
 On 7/01/2015 3:00 PM, Niall Doherty wrote:
 All
 
 My understanding of this page
 
 http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:1001:pc=PC_90236
 
 is that the only requirement for markings on a glider is letters of at least 
 150mm high on the sides. None on the undersides of the wings.
 
 Am I right?
 
 Regards
 ND
 
 
  
 
 
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Re: [Aus-soaring] Registration markings

2015-01-07 Thread Mike Borgelt

Yeah but close up they'll be able to see they are getting into the right glider 
:-)

I'd replace all that verbiage in Part 45 with a requirement to have rego 
letters 75mm high for all aircraft both sides of the fin or fuselage and no 
necessity to have the VH bit if used inside Australian territory. Too simple I 
guess.

That page you linked to was for a disallowable instrument that expired in 2013. 
Maybe there is a later re- issue.


Mike




 On 8 Jan 2015, at 10:56 am, Niall Doherty t...@tpg.com.au wrote:
 
 Thanks all. The main thing is that nothing is required on the wings.
 
 Mike B...minimum 75mm - at the age of most glider pilots they wouldn't be 
 able to read those from the wingtip!
 
 Regards
 ND
 
 
 - Original Message -
 From:
 wom...@netspeed.com.au Discussion of issues relating to Soaring in 
 Australia. aus-soaring@lists.internode.on.net
 
 To:
 Discussion of issues relating to Soaring in Australia. 
 aus-soaring@lists.internode.on.net
 Cc:
 
 Sent:
 Wed, 07 Jan 2015 17:00:01 +1100
 Subject:
 Re: [Aus-soaring] Registration markings
 
 
 Niall
 
 You are correct that at present there is no requirement for registration 
 markings under the wings on any aircraft below 5700 kg MTOW operated in 
 Australia. The exemption was renewed in 2012 and falls due again at the end 
 of this month: since I am not aware of any formal post-implementation review 
 of Part 45 I would expect that it will be renewed for a further 3 years at 
 that time.
 
 You do need to display the nationality mark VH- as well as the registration 
 letters, in letters at least 150mm high that contrast with the background, 
 and you do need the fireproof plate mentioned in the exemption (meeting the 
 requirements of reg 21.820).
 
 You may also display a contest marking on the vertical fin and rudder (if the 
 registration is marked on the fuselage sides) - many gliders, especially 
 those with G as the first letter, use the last 2 letters of the registration 
 for this, but others display a letter and a number, or two digits - these are 
 becoming quite popular - for instance 36, W3, 4D, Q7, S7 are all in use. 
 These are likely to be administered by the GFA so you should talk to the GFA 
 airworthiness people if you want to  use one of these.
 
 The convention is that if an aircraft is marked in accordance with the rules, 
 and the4 rules later change, the markings do not require to be changed until 
 the aircraft is next painted or refinished - so if the rules change at the 
 end of the month and you do not have the glider marked yet, you could have to 
 change to meet the new rules, whatever they may be (but that may be unlikely 
 to happen).
 
 Wombat
 
 On 7/01/2015 3:00 PM, Niall Doherty wrote:
 All
 
 My understanding of this page
 
 http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:1001:pc=PC_90236
 
 is that the only requirement for markings on a glider is letters of at least 
 150mm high on the sides. None on the undersides of the wings.
 
 Am I right?
 
 Regards
 ND
 
 
  
 
 
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Re: [Aus-soaring] Compass Swinging

2015-01-06 Thread Mike Borgelt

Obsolete instrument mandated by the Regulator. In gliders mainly used to fill 
instrument hole that could be used for something useful.
In high wing powered aircraft can be used as attach point for pair of fluffy 
dice which are about as useful.

Mike



 On 6 Jan 2015, at 4:39 pm, Mark Barnfield mb...@internode.on.net wrote:
 
 What’s a compass?
  
 From: aus-soaring-boun...@lists.internode.on.net 
 [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Tom  Jane 
 Gilbert
 Sent: Tuesday, 6 January 2015 7:13 PM
 To: Discussion of issues relating to Soaring in Australia.
 Subject: Re: [Aus-soaring] Compass Swinging
  
 Hi Chris,
  
 There are a few methods but the easiest is as follows...
  
 1.  Using a master compass (a good bush walking compass will do) align the 
 glider North South.  (This should be done well away from any hangars with 
 power on and  instruments running)  Using a non magnetic screwdriver, adjust 
 the compass to North.
 2.  Align the glider to South using the master compass and halve the error.
 3.  Repeat in East West.
 4.  Align the glider to all the cardinal headings (ie, every 30 degrees) and 
 record the indicated heading.
 5.  Complete the correction card.
  
 Using this method you should be able to get to within 2 degrees on every 
 heading (not always but usually).
  
 Regards,
  
 Tom
  
  
  
  
 From: Chris Runeckles
 Sent: Tuesday, January 6, 2015 6:15 PM
 To: Discussion of issues relating to Soaring in Australia.
 Subject: [Aus-soaring] Compass Swinging
  
 Hi sailplane drivers.
  
 Has any one got a procedure for swinging glider compasses, or a link to a web 
 article would be good?
  
 Many thanks
  
 Chris Runeckles
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Re: [Aus-soaring] Compass Swinging

2015-01-06 Thread Mike Borgelt

The magnetic variation is taken into account in flight planning ( that is what 
is meant by magnetic heading) so the compass is still meant to be swung and 
accurate.

Mike



 On 6 Jan 2015, at 4:48 pm, Peter Champness plchampn...@gmail.com wrote:
 
 Yes.  understand.
 
 If the compass is within 10 degrees that is Ok for dead reckoning.  Magnetic 
 variation is more than that here in Victoria.
 
 On Tue, Jan 6, 2015 at 7:39 PM, Mark Barnfield mb...@internode.on.net 
 wrote:
 What’s a compass?
 
  
 
 From: aus-soaring-boun...@lists.internode.on.net 
 [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Tom  Jane 
 Gilbert
 Sent: Tuesday, 6 January 2015 7:13 PM
 To: Discussion of issues relating to Soaring in Australia.
 Subject: Re: [Aus-soaring] Compass Swinging
 
  
 
 Hi Chris,
 
  
 
 There are a few methods but the easiest is as follows...
 
  
 
 1.  Using a master compass (a good bush walking compass will do) align the 
 glider North South.  (This should be done well away from any hangars with 
 power on and  instruments running)  Using a non magnetic screwdriver, adjust 
 the compass to North.
 
 2.  Align the glider to South using the master compass and halve the error.
 
 3.  Repeat in East West.
 
 4.  Align the glider to all the cardinal headings (ie, every 30 degrees) and 
 record the indicated heading.
 
 5.  Complete the correction card.
 
  
 
 Using this method you should be able to get to within 2 degrees on every 
 heading (not always but usually).
 
  
 
 Regards,
 
  
 
 Tom
 
  
 
  
 
  
 
  
 
 From: Chris Runeckles
 
 Sent: Tuesday, January 6, 2015 6:15 PM
 
 To: Discussion of issues relating to Soaring in Australia.
 
 Subject: [Aus-soaring] Compass Swinging
 
  
 
 Hi sailplane drivers.
 
  
 
 Has any one got a procedure for swinging glider compasses, or a link to a 
 web article would be good?
 
  
 
 Many thanks
 
  
 
 Chris Runeckles
 
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Re: [Aus-soaring] Compass Swinging

2015-01-06 Thread Mike Borgelt

I think we are talking about day VFR here, Justin.
I've got 4 GPS units in the BD-4,all with their own internal battery backup.
I'm  a fan of train like you will fly, fly like you trained. In 2015 the 
answer to a GPS failure is another GPS. If the entire satellite constellation 
fails, the human race has got other problems and your little navigation problem 
pales into insignificance.
Yes, Chris, it is a requirement to put a new glider on the register. It still 
is a stupid requirement in 2015. Like many rules in aviation, it isn't there 
for your or my benefit. It is there to provide arse cover for the people making 
the rules so they can continue to collect their pay.
At very least the rule should be a magnetic compass is required unless the 
glider has two GPS units and batteries or at least one GPS has internal battery 
backup.

Mike



 On 6 Jan 2015, at 5:03 pm, Justin Sinclair jjsincl...@optusnet.com.au wrote:
 
 True Mike very true, unless
 
 You have a total short whilst in cloud that fry's everything else.
 
 I that case you are going to thank Christ (or what ever your mythical friend 
 is ) your old instructor taught you ONUS.
 
 Unless you have a AHARS GPS the update rate is way to slow to fly limited 
 panel on.
 
 Just SAYIN 
 
 JJ
 
 
 Justin Sinclair 
 17 Queen st
 Scarborough 
 Qld 4020
 
 Mob 0421061811
 Hm 07 3885 8949
 
 Sent from iPhone 
 
 
 
 On 6 Jan 2015, at 19:53, Mike Borgelt mborg...@borgeltinstruments.com 
 wrote:
 
 Obsolete instrument mandated by the Regulator. In gliders mainly used to 
 fill instrument hole that could be used for something useful.
 In high wing powered aircraft can be used as attach point for pair of fluffy 
 dice which are about as useful.
 
 Mike
 
 
 
 On 6 Jan 2015, at 4:39 pm, Mark Barnfield mb...@internode.on.net wrote:
 
 What’s a compass?
  
 From: aus-soaring-boun...@lists.internode.on.net 
 [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Tom  Jane 
 Gilbert
 Sent: Tuesday, 6 January 2015 7:13 PM
 To: Discussion of issues relating to Soaring in Australia.
 Subject: Re: [Aus-soaring] Compass Swinging
  
 Hi Chris,
  
 There are a few methods but the easiest is as follows...
  
 1.  Using a master compass (a good bush walking compass will do) align the 
 glider North South.  (This should be done well away from any hangars with 
 power on and  instruments running)  Using a non magnetic screwdriver, 
 adjust the compass to North.
 2.  Align the glider to South using the master compass and halve the error.
 3.  Repeat in East West.
 4.  Align the glider to all the cardinal headings (ie, every 30 degrees) 
 and record the indicated heading.
 5.  Complete the correction card.
  
 Using this method you should be able to get to within 2 degrees on every 
 heading (not always but usually).
  
 Regards,
  
 Tom
  
  
  
  
 From: Chris Runeckles
 Sent: Tuesday, January 6, 2015 6:15 PM
 To: Discussion of issues relating to Soaring in Australia.
 Subject: [Aus-soaring] Compass Swinging
  
 Hi sailplane drivers.
  
 Has any one got a procedure for swinging glider compasses, or a link to a 
 web article would be good?
  
 Many thanks
  
 Chris Runeckles
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Re: [Aus-soaring] ABC report benalla accident.

2015-01-02 Thread Mike Borgelt

HeraldSun report has image including rego.
Nimbus 2 GOV

Mike



 On 2 Jan 2015, at 4:46 pm, Ron Sanders resand...@gmail.com wrote:
 
 I hope we find out very soon what happened.
 Ron
 
 
 
 On 2 Jan 2015, at 5:25 pm, opsw...@bigpond.net.au opsw...@bigpond.net.au 
 wrote:
 
 not good 
 
 http://www.abc.net.au/news/2015-01-02/person-killed-in-gliding-accident-in-vic-chesney-vale/5997616
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Re: [Aus-soaring] ASK21 spinning was Re: Spin training

2014-12-27 Thread Mike Borgelt

I've never seen an official NTSB report on it but it was reported on r.a.s. in 
a thread on Puch spinning after another Puch spin in elsewhere.
IIRC it was Cindy Brickner who posted that information. R.a.s. Is probably 
archived somewhere.


Note also we've had one near spin in by two level 3 instructors in W.A., 
reported here by one of them And a Puch spin in at Narrogin by an experienced 
instructor with student from low level thermalling.

Maybe all the spin recovery training in the world is simply ineffective when 
the aim is to prevent spinning in the first place. Spinning is not a normal 
manoeuvre in soaring flight.
Spin prevention training doesn't seem to help much either, although both are a 
good idea. Simulators may help but we have no information.
It seems possible that the real problem is that task prioritisation has been 
incorrectly or not taught, including the ability to not get distracted, focus 
on just one thing and forget all the others. It only takes a few seconds.
As Alan Rundle once said flying is easy, you can teach a monkey to fly an 
aeroplane. It is the thinking that goes with it that is hard to teach.

Mike
 On 27 Dec 2014, at 10:05 pm, stephenk steph...@internode.on.net wrote:
 
 Mike,
 you've made this claim before. I assume it is another incident, not the 
 Caracole one (because they weren't that high, nor were they ex test pilots) 
 But I've never been able to find any other references to an accident like 
 this and the NTSB database only seems to show up 4 Puchacz accidents in total
 
 EventId   InvestigationType   AccidentNumber  EventDate   
 LocationCountry LatitudeLongitude   AirportCode 
 AirportName InjurySeverity  AircraftDamage  AircraftCategory
 RegistrationNumber  MakeModel
 20040730X01116AccidentLAX04CA270  07/18/2004  Lone 
 Pine, CA   United States   36.588333   -118.051944 O26 Lone Pine  
  Non-Fatal   Substantial 
 N19SZ PDPS PZL-BIELSKOSZD-50-3
 20040406X00422AccidentFTW04LA103  04/04/2004  Cherry 
 Valley, AR   United States   35.370834   -90.750556  
 
 Non-Fatal Substantial 
 N18SZ PDPS PZL-BielskoSZD-50-3
 20030605X00794AccidentLAX03LA165  05/26/2003  Minden, 
 NV  United States   39.000278   -119.750833 MEV Minden-Tahoe 
 AirportNon-Fatal   Substantial 
 N503HCPZL-Bielsko SZD-50-3
 20001211X10620AccidentLAX98FA235  07/17/1998  
 CALIFORNIA CITY, CA United States   
 
 
 
 Fatal(2)  Destroyed   
 N7215LPZL-Bielsko SZD 50-3
 Do you have any other references?
 
 Regards
 SWK
 
 
 On 27/12/2014 10:22 PM, Mike Borgelt wrote:
 Well one was two USAF test pilot school graduates from at least 3500 feet 
 AGL.
 
 Mike
 
 
 
 On 27 Dec 2014, at 7:03 pm, Paul Bart pb2...@gmail.com wrote:
 
 I wonder how many of them were off a winch from 1200 ft?
 
 Cheers
 
 Paul
 
 On Dec 27, 2014 8:29 PM, druddock drudd...@iinet.net.au wrote:
 From memory there have been about 26 fatalities as a result of spin 
 training in the Puchaz.
 If you want to release the controls in a spin go ahead but please don't 
 take anyone with you
 
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Re: [Aus-soaring] ASK21 spinning was Re: Spin training

2014-12-27 Thread Mike Borgelt

So where did you get your knowledge of the Puch spin in at Cal city?

Mike




 On 28 Dec 2014, at 8:59 am, stephenk steph...@internode.on.net wrote:
 
 And that is what is so annoying about this whole discussion. Only a little 
 factual documentation* exists about the whole issue. Yes, I have seen a 
 number of posts by the person you mentioned but dont recall/cant find one 
 like that. Here's a post from the same person 
 https://groups.google.com/forum/#!topic/rec.aviation.soaring/JQvuWQYd-9k
 regarding the rudder dropping off a Puchacz, with later posters giving a 
 link to an FAA report which purportedly confirms it. Except the link doesn't 
 confirm it, no incident seems to exist in the FAA database now and another 
 poster said they were from the club in question and the source of the story 
 wasn't telling what really happened.
 
 It's happening in this thread too, Derek said he recalled 26 fatalities from 
 Puchacz spin accidents and Bernard has talked about 26 fatal spin accidents. 
 Meanwhile has anyone ever actually seen the original list which was being 
 discussed in the mid 2000's? 
 
 *And yet another example. Bernard recalls Mike Valentine calling the Puchacz 
 a widow maker. In my previous reply to Derek I almost made mention of _my_ 
 recollections of what Mike V said. Strangely enough, I was at those 
 instructor seminars which Bernard refers to, as from the late 80's till about 
 2000 I was CFI of Port Augusta gliding club. I do remember Mike V talking 
 about the Puchacz and calling it an honest aeroplane. ie in the sense that 
 it behaved in a text book manner, if you mishandled it it would depart into 
 classic spin behaviour and because it was heavy it would take a fair bit of 
 space below to recover. Not saying Bernards recollection is entirely wrong 
 either, we might be remembering two different parts of the same elephant.
 
 Regards
 SWK
 
 
 On 28/12/2014 10:41 AM, Mike Borgelt wrote:
 I've never seen an official NTSB report on it but it was reported on r.a.s. 
 in a thread on Puch spinning after another Puch spin in elsewhere.
 IIRC it was Cindy Brickner who posted that information. R.a.s. Is probably 
 archived somewhere.
 
 
 Note also we've had one near spin in by two level 3 instructors in W.A., 
 reported here by one of them And a Puch spin in at Narrogin by an 
 experienced instructor with student from low level thermalling.
 
 Maybe all the spin recovery training in the world is simply ineffective when 
 the aim is to prevent spinning in the first place. Spinning is not a normal 
 manoeuvre in soaring flight.
 Spin prevention training doesn't seem to help much either, although both are 
 a good idea. Simulators may help but we have no information.
 It seems possible that the real problem is that task prioritisation has been 
 incorrectly or not taught, including the ability to not get distracted, 
 focus on just one thing and forget all the others. It only takes a few 
 seconds.
 As Alan Rundle once said flying is easy, you can teach a monkey to fly an 
 aeroplane. It is the thinking that goes with it that is hard to teach.
 
 Mike
 On 27 Dec 2014, at 10:05 pm, stephenk steph...@internode.on.net wrote:
 
 Mike,
 you've made this claim before. I assume it is another incident, not the 
 Caracole one (because they weren't that high, nor were they ex test pilots) 
 But I've never been able to find any other references to an accident like 
 this and the NTSB database only seems to show up 4 Puchacz accidents in 
 total
 
 EventId InvestigationType   AccidentNumber  EventDate   
 LocationCountry LatitudeLongitude   AirportCode 
 AirportName InjurySeverity  AircraftDamage  AircraftCategory
 RegistrationNumber  MakeModel
 20040730X01116  AccidentLAX04CA270  07/18/2004  Lone 
 Pine, CA   United States   36.588333   -118.051944 O26 Lone 
 Pine   Non-Fatal   Substantial 
 N19SZ   PDPS PZL-BIELSKOSZD-50-3
 20040406X00422  AccidentFTW04LA103  04/04/2004  Cherry 
 Valley, AR   United States   35.370834   -90.750556  
 
 Non-Fatal   Substantial 
 N18SZ   PDPS PZL-BielskoSZD-50-3
 20030605X00794  AccidentLAX03LA165  05/26/2003  Minden, 
 NV  United States   39.000278   -119.750833 MEV 
 Minden-Tahoe AirportNon-Fatal   Substantial 
 N503HC  PZL-Bielsko SZD-50-3
 20001211X10620  AccidentLAX98FA235  07/17/1998  
 CALIFORNIA CITY, CA United States   
 
 
 
 Fatal(2)Destroyed   
 N7215L  PZL-Bielsko SZD 50-3
 Do you have any other references?
 
 Regards
 SWK
 
 
 On 27/12/2014 10:22 PM, Mike Borgelt wrote:
 Well one was two USAF test pilot school graduates from at least 3500 feet 
 AGL.
 
 Mike
 
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Re: [Aus-soaring] Stalls,Spins

2014-12-26 Thread Mike Borgelt

The thing that causes a wing to stall (and subsequently perhaps to 
spin) is that it meets the air at greater than the stalling angle.
All subsonic thin wings, flown at speeds where compressibility is not 
an issue(below about 200 knots) stall at around 15 degrees angle of 
attack (the angle at which the wing meets the air) for large aspect 
ratios (glider wings).
The pilot controls this angle with the position of the elevator. The 
elevator is pretty rigidly connected to the control column so what 
you do with that controls whether the wing is stalled or not.

Nothing to do with speed or attitude at all.

However if you fly below a certain speed the maximum lift force 
generated by the wing is less than the force on the glider due to 
gravity and you cannot sustain level flight. This speed is the level 
flight 1 g stall speed.
At angles of attack close to the stalling angle, coarse use of the 
ailerons and/or rudder can cause one wing to exceed its stalling 
angle and it only takes one wing to stall to initiate an incipient spin.
So the lesson really is quite simple: If the glider stalls (usually 
recognisable by the pitch down or the nose slowing its progress 
around the horizon in a thermal) just STOP PULLING THE STICK BACK. 
Most gliders have heavy wings and won't actually snap roll as the 
wing has a high moment of inertia in roll. As Gel Cuming (long time 
RAAF chief test pilot) told me once about stalls and departures from 
controlled flight (a better term possibly): if the aircraft wants to 
go in the opposite direction to your control inputs, move the stick 
in the direction the aircraft wants to go. By the time you get to the 
middle things will usually be under control.
Rules of thumb about speeds are no substitute for proper 
understanding. There's really no need to ever enter a full spin accidently.


Mike





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Re: [Aus-soaring] Spin training

2014-12-26 Thread Mike Borgelt

On my Salto it was the vario pointer that waved 
around when the flow breakaway from the wing 
roots impinged on the TE probe aft of the canopy. 
The ASI was useless when spinning or sideslipping 
also in that glider. As the brakes were weak 
sideslipping was sometimes necessary as an 
approach control aid but when slipping with 
brakes open the brake wake would impinge on the V tail when you got too slow.


Yes there are various methods of determining 
airspeed by pitot - static probes that are less 
sensitive to yaw and sideslip although at extreme 
angles this is quite difficult and they are fairly bulky with high drag.


I'm reading the official NASA history of the 
X-15. They had a ball nose, a round ball in the 
nose with 5 holes, one facing the airflow and 4 
others at 90 degrees around the ball. They drove 
the ball with servos so the up - down pressures 
and the left - right pressures were equal and the 
middle hole then faced the airstream head on. 
From the servo positions they got the AoA and 
sideslip angle. You could just measure the 
pressures and calibrate the AoA and AoS on a 5 hole probe.


Also interesting was that during one re-do of the 
instrument panels in the 3 aircraft, they did a 
mid grey panel which the pilots liked better than 
the black panel as the instruments had more 
contrast against the panel. Also helps in some 
aircraft to avoid having to dark adapt and vice 
versa when wanting to scan the instruments during 
your normal scan pattern. Amusing description of 
a low and slow familiarisation flight for one 
pilot, 70,000 feet and over Mach 4.


On the ASK21 Schleichers likely figured it didn't 
matter as the single largest customer (the German 
gliding movement) didn't intend to do spin 
training in the aircraft, sideslipping is 
unnecessary for glidepath control as the brakes 
are good, so the airspeed indicator would work 
well from the supplied pitot-static sources.


I saw a photo from 30 years ago of your upper 
wing surface near the trailing edge pitot probe, 
Anthony. Pressure should be equal to pitot until 
the thickening separated boundary layer 
encompasses the wing probe when the pressure 
difference should increase rapidly. Might be 
useful on some gliders which are very well 
behaved at low speeds and thermal nicely but 
don't climb well unless flown a fair bit faster. 
ASW24 I'm told, amongst others. It is possible to 
buy mechanical pressure switches that close at 
very low pressures and make an electrical circuit.
Must not have been found to be a huge advantage 
as I haven't seen the idea since.


Once again, it is the stick fore and aft position 
that determines the angle of attack (this has 
nothing to do with the TRIM which is about force, 
not position). Gusts will change this momentarily 
but the glider will return to the AoA you hold. 
The time constant for this is up to 0.5 seconds 
at low speeds, getting less the faster you go.
I had to derive this once as I couldn't find any 
references. Recently found one where this was 
derived the same way I did it. Blokes name was 
John C. Houbolt, famous for another thing. Look him up.


Mike



At 04:19 PM 27/12/2014, you wrote:
You probably could do something very easily for 
modern non-flapped gliders.  AoA indicators have 
been around for a long time.  You could have 
three critical angles annotated on the device 
display: stall, climb and cruise.  Flapped 
gliders would need to have a method of knowing 
what the flap deflection is which would change 
these angles a bit depending on the 
deflection.  The problem would be whether pilots 
would want an extra device protruding into the 
laminar flow on the forward fuselage or not. I 
may have mentioned the following previously: As 
an aside, the static system on the P-3 Orion is 
excellent for detecting stall - just not in the 
expected way.  The original static system was on 
the forward fuselage.  However , it was found to 
have disturbed airflow when the bomb bay doors 
were open.  An alternate static location was 
found on the aft fuselage.  Arguably it was a 
better site as the error correction for the 
static system was significantly smaller and it 
was not affected by the bomb bay doors being 
open.  However, the new static ports were in the 
wake from the upper surface of the wing.  As 
soon as the wing root airflow on the wing upper 
surface starts to separate, the static system 
becomes subject to large pressure disturbances 
and the ASI and the altimeter become 
unresponsive and both of the needles start to 
bounce around.  So if you experience buffet in a 
P-3 and the ASI and altimeter needles are 
bouncing around, it is a stall. During 
discussions a few years ago about P-3 stall 
warning, I suggested that it may be feasible to 
directly tap into the static system and detect 
the pressure fluctuations from the flow 
separation and hence provide a stall 
warning.  The proposal was rejected as it needed 
a lot of R  D thrown at it to develop the

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