Re: [Aus-soaring] CTAF

[Peter Stephenson (Internode)]

Good idea.  Kingaroy's CTAF was changed for this very reason.
PeterS.

On 14/05/2012 10:28 AM, Mark Newton wrote:

Hmm.
http://www.gfa.org.au/iMIS15/GFA/News_Content/Ops_News_Content/CTAF.aspx


   - mark
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Re: [Aus-soaring] Mid Air collision risk

[Peter Stephenson (Internode)]

On 30/04/2012 12:02 PM, john.mcfarlane wrote:

snip

Upon landing I mentioned this to the relevant instructor. After all had
landed without leading I asked the glider pilots if around the time of the
launch their flarms had advised them of anything - All I got was the
passenger thought the launch release was fantastic and the tug looked
impressive!  Of the 3 flarms all had provided nothing to help with SA.
Throughout the launch both aircraft would not have been further than 3 km's
apart vertically and horizontally.

Hi John,
I am surprised you did not download the Flarm traces of all the 3 
aircraft  and plot them on See You.  What you describe was a significant 
incident and  should have been reported to GFA.


BTW Flarm can even synthesise tracks of adjacent gliders from other 
glider's Flarms should one crash; another benefit of having a Flarm.

PeterS
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Re: [Aus-soaring] Mid Air collision risk

[Peter Stephenson (Internode)]

On 30/04/2012 8:56 PM, john.mcfarlane wrote:

Hi Urs,

How do you explain the other 2 aircraft  - the on tow glider was only 120ft
behind me and had no idea of the other glider.

This is a club aircraft - downloading and uploading files for remote post
event review/analysis to determine serviceability will not work!

You are seriously undermining the value of this as valid tool for SA with a
process like this and increasing the fallibility of the kit in such
operations.

The equipment should be able to verify it's serviceability, end 2 end, of
required componentry at a time requested - Pre Flight etc.
Perhaps the software could be modified in its bootup to have a routine 
query for adjacent units: for aerotow it would be easy as the tug would 
be the closest.
It could annunciate: One (two or three etc) Flarms detected etc. and 
have a brief green flash to show where the unit(s) are.  In the air, the 
pilot should be monitoring the unit with a good lookout.

PeterS
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Re: [Aus-soaring] Mid Air collision risk

[Peter Stephenson (Internode)]

Having been involved with two near hits in the last 10 years, both of 
which would have been prevented by a Flarm, it seems bloody stupid not 
have a 750 Euro unit not installed in *every* aircraft.

PeterS

On 22/04/2012 12:29 PM, S Smith wrote:

Greetings

If you look in the following database,

http://aviation-safety.net/index.php

which is a wiki and lists aircraft crashes around the world back to 1920's

you will find  very very very very few mid-airs.


So far this year, for 896 recorded accidents there are the following only;

3 -  military,training mid-airs2 were combat jets / 1 was helicopters

1-   GA,   R22 helicopter vs Beechcraft in USA - both landed safely.

That's it.
For the whole world.

Now I accept this database is not  a complete listing,

and let's remember how many millions of flights there have been in that time,

but as a percentage, just 1 GA mid-air out of 896 reported accidents in last 6 
months  - a pretty reasonable sample size.

Maybe we should think about the causes of the other 890 too !

and get a sense of proportion.

regards
Stu
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Re: [Aus-soaring] Mid Air collision risk

[Peter Stephenson (Internode)]

On 29/04/2012 9:22 PM, gstev...@bigpond.com wrote:

Peter,
I think you have got to the nub of it, but I am somewhat surprised 
that you feel it necessary to bring this topic up again.

Because I have been stewing on my reply.


Whilst Stu's figures are no doubt valid for actual strikes, the near 
misses hardly ever get reported, and therefore tallied up into (yet 
another), set of statistics. Unfortunately, (to my knowledge),  there 
are no statistics for near misses, and more importantly,  for glider 
pilot lives saved by flarm


I do not know of ANY glider pilot who flies regularly (lets say 100 
hours per year), over a few seasons, who has not experienced a near 
miss at least once in his total flying experience. However do keep in 
mind the proven fact that mid-airs are most likely to occur within a 
few km of a glider airfield, so it is a certainty that early solo 
pilots can be, and are, right in the firing line! Time and time again 
it has been said that the use of flarm is an adjunct only to good 
lookout. So  let me iterate -  LOOKOUT, LOOKOUT, LOOKOUT.
Both incidents that I was involved in occurred because the aircraft were 
in each others blind spots.

PeterS
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Re: [Aus-soaring] Puchatek For Sale

[Peter Stephenson (Internode)]

http://www.glidersales.com.au/
:-)
PeterS

On 24/04/2012 5:58 PM, Chris Bowman wrote:

Anyone know of a club requiring a great ab-initio training glider? We've
accumulated one more glider than we need and will be rationalising our
fleet.

Our Puchatek with just 2860 hours is being put on the market - $20,000 plus
GST.

In the club we've endured a great debate as many of our instructor panel
reckon it's the best training glider. Easy to fly, spins predictably, and it
gets ab-initio trainees solo in minimum time.

But with two other training gliders that are identical we have decided to
settle on commonality, and the Puchatek must go.

Included in the sale is our older damaged Puchatek which has a valuable nose
wheel conversion - we've kept it for spares and comes included in the price.

Reply off line to enquir...@keepitsoaring.com or (02)6656 1979

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Re: [Aus-soaring] This looks interesting- a new product called Soaring Eye

[Peter Stephenson (Internode)]

  
  

On 18/04/2012 7:12 AM, Mike Borgelt wrote:

  At 01:17 AM 18/04/2012, you wrote:
  There is a new
technology called
Soaring Eye.

It is not released yet but will soon be available.

Details are at


  http://www.simplesite.com/SoaringEye

Have a look and see what you think

regards

Joachim Schippers 
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  Did the website go up on April 1st?
  
  I note the only comment so far was "hillarious"(sic)
  
  Mike
  

  
I suspected the same. But I saw a thermal sensing system at Oshkosh
in 1996 where the inventor claimed that he had to detune the setup
as it could sense thermals (using thermocouples on the wing tips and
tail) beyond glide range of a glider.
This could be this invention.
PeterS


  
  
  



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Re: [Aus-soaring] Easements in the air

[Peter Stephenson (Internode)]

Title: Untitled Document

  
  
I have offered them an AEF at my expense.
PeterS

On 25/03/2012 7:12 AM, Tim Shirley wrote:

  
  I'm not sure what Terry's neighbour was growing... or perhaps he
  is the president of the local nudist club...
  
  Perhaps some perspective is needed. Outlandings are a normal part
  of our sport and almost all go well. Expecting the worst is not a
  good way to build confidence.
  
  In 35 years of X/C gliding I have had my share or outlandings, and
  I've done a lot of retrieves. I've heard stories about farmers
  from hell, and I'm sure they exist, but I've never actually met
  one. The usual reactions I get are curiosity, concern, and the
  best of cooperation and assistance.
  
  I've had beer, food, lifts, wing runners, help with derigging,
  hospitality - and I've met some terrific people. Even the
  mythical "farmers daughter" on one occasion (but perhaps I was
  dreaming).
  
  I've never damaged anything. Not me, not my glider, no property,
  no animals. Yes, maybe next time it will happen. I should not
  speak too soon.
  
  A smile and a friendly explanation goes a long way, I find. And
  so, I expect, would an up front apology and offer to pay for
  damage, if it was necessary. I can't imagine the need for police,
  or lawyers. Or documents in the glove box.
  












  Cheers

  
  Tim
  tra

dire e fare c' mezzo il mare

  
  
  On 24
  

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Re: [Aus-soaring] WOI 6 May 2012

[Peter Stephenson (Internode)]

  
  
Where is it being held? It is not clear from the web-site. I could
not find it!

PeterS

On 14/03/2012 8:39 PM, Mal Bruce wrote:

  

  http://woi.org.au

  
  
  
  
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Re: [Aus-soaring] ASH 26 E for sale

[Peter Stephenson (Internode)]

  
  
http://glidersales.com.au/motor.php

On 15/03/2012 2:03 PM, Future Aviation wrote:

  ASH26E VH-YBK for sale.
  Seventy-five hours total time and with near new Komet
  trailer. 
  Engine maintenance and AD
  done. Presently hangared at
  Lake Keepit. Everything in perfect
  condition. 
  Has top-of-the-line
  instruments (details on request). Best offer below $200k.

  Call Jim Hackett on
  0429954825 or 0740390939. Or email jim.hacke...@gmail.com
  

  

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Re: [Aus-soaring] ASH 26 E for sale

[Peter Stephenson (Internode)]

  
  
I have hyperlinked the address. 
:-) http://glidersales.com.au/motor.php
PeterS

On 16/03/2012 8:34 PM, Jim Hackett wrote:

  Dear Peter:
  
  It is Jim Hackett (the owner of the near-new ASH26 that is
for sale) calling. I think you have put the a/c onto a separate
forum; thank you for that. It also appears that someone who is
interested does not understand 'Lake Keepit'. I refer of course
to Lake Keepit Gliding Club that is located between Tamworth and
Gunnedah in northern NSW. Perhaps 5 h drive from Sydney.
  
  Thank you for your interest. If it is useful please email me.
  
  Cheers. Jim.
  


  On Fri, Mar 16, 2012 at 7:44 PM, Peter
Stephenson (Internode) p...@internode.on.net
wrote:

  http://glidersales.com.au/motor.php

  
  

  

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Re: [Aus-soaring] Darling Downs weather for the weekend of 3 - 4 March 2012 - updated

[Peter Stephenson (Internode)]

  
  
Hi Robert, are you testing to see who is reading your forecasts by
not changing the Sunday's heading? 
:-) 
PeterS

On 2/03/2012 6:32 AM, Robert Hart wrote:

  
  Hi folks
  
  The updated weekend forecast is available at http://the-white-knight-speaks.blogspot.com.au
  and now looks rather less blue!
  
  -- 
  Robert Hart  ha...@interweft.com.au
+61 (0)438 385 533   http://www.hart.wattle.id.au

  
  
  
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Re: [Aus-soaring] ASH 26 E for sale

[Peter Stephenson (Internode)]

  
  
www.glidersales.com.au? :-) 
PeterS

On 30/01/2012 8:15 AM, Future Aviation wrote:

  
  
  Good
morning all!
  
  One
of my customerswants toupgrade!
  Currently
heowns an ASH 26 Ebut now he is keen to get 
  an
ASH 31 Mi with 21 meter wingspan.
  
  Please
contact me off line if you are in
the market for a self 
  launching
18 meter glider.
  
  Thank
you
  
Bernard Eckey
10 Antigua Grove
West Lakes 5021
South Australia
Ph/Fax 08-84492871
Mobile 0412 981 204
ec...@internode.on.net 
  
  
  
  
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[Aus-soaring] This is why you have tie downs at the airport.

[Peter Stephenson (Internode)]

  
  


  

  

  

  

  
This is why you have tie
downs at the airport.
Notice the elevator position. Must have
used a seat belt to hold the yoke!!
I'm sure the landing was interesting.

http://wimp.com/parkedaircraft/

  

  
  
  

  

  

  
  


  

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Re: [Aus-soaring] Lookout

[Peter Stephenson (Internode)]

  
  


On 11/01/2012 10:24 AM, Mal Bruce wrote:

  

  
  This one with the TIF filming the SCGC
  Instructor with no look out prior to release.
  
  http://youtu.be/vkmfeXwibLY
  
  Anyone got anymore 

  

agreed with you on the absent pre-release lookout but I thought the
yaw string was mainly central with some side-slip on final possibly
because he was getting a better view from the back seat.
PeterS

  
  
  
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[Aus-soaring] Great Soaring Video.

[Peter Stephenson (Internode)]

  
  

  

  
  
  
  


  
  
  
  


  
  
  
  


  
  
  
  

  







  Peter
  look at this you might enjoy it, the pilot is William
  Ellis a school friend of the kids.
  
http://www.youtube.com/watch?v=QPvWblvIBp4feature=youtu.be

  

  


  

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[Aus-soaring] 1945 airshow

[Peter Stephenson (Internode)]

  
  
plus a CG-4A
glider snatch by a C-47.

  

  

  

  
   
  

  
   
  

  

  

  

   
  
Subject: 1945
  airshow
  
  
  
  What
  a great video with attached
  background music.
 
 

  

   Great archival
  footage...

  
  

  

  

  

  
  
  
  
  
  
  
   
  
  
  
  
  
  Attached
  is a 1945 airshow
  at Freeman
  Army Airfield
  in Indiana ,
  featuring
  captured
  German WWII
  aircraft...
  You'll see
  briefly a
  couple of
  "terror
  weapons," the
  V-1 and V-2
  rockets that
  terrorized
  Londoners...
  Also briefly,
  a look at the
  German rocket
  plane ME-263,
  Dornier
  bombers, the
  ME-109 and
  more... Of
  course, lots
  of familiar
  American WWII
  aircraft, plus
  a CG-4A glider
  snatch by a
  C-47...
  Background
 

Re: [Aus-soaring] http://www.glidersales.com.au

[Peter Stephenson (Internode)]

Dear All,
As suggested by one of Aus-soaring readers, I have set up
http://www.glidersales.com.au
To list your gliders and equipment for sale at no cost till sold or 
withdrawn from the market,

email me at g...@internode.on.net.
Small photos are welcome.
Prospective advertisers are welcome too.:-)
PeterS
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[Aus-soaring] Bundaberg Airshow Re: AEF fee

[Peter Stephenson]

  
  
I went to the Bundaberg Airshow show (which was excellent) and was
disappointed not to see the glider display as advertised. 
Do you have a Wilga tow plane?
PeterS

On 8/09/2011 11:24 AM, Grant Davies wrote:

  
  
  
  
  
Just
for some added information from the coalface.

We
held a stall at the Bundaberg Air Show recently and so far
have had a member want to join for three months to try it
out.

We
do get a few of these and some continue on to full 12 month
membership.

Kindest
Regards
Grant
Davies


  Fr

  
  

  

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[Aus-soaring] Grinding The Crack

[Peter Stephenson]

Title: Re: [CGClist] CGC Duty Roster Two Weeks [SEC=UNCLASSIFIED]

  
  

Re: [CGClist] CGC Duty Roster Two Weeks [SEC=UNCLASSIFIED]




I thought Grinding the Crack might
refer to the squirming ab initio student just before spin
training.

But no, thisaviator has balls of
steel:-

http://www.youtube.com/watch?v=TWfph3iNC-kfeature=player_embedded

Not a bad sound track either. 

Enjoy!
  

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[Aus-soaring] Fwd: Fw: A330 Capt's comments

[Peter Stephenson]

  
  
--

A very interesting letter from
someone who appears to be authentic although 
I don't have any
  indication of where the letter was published.
  
  Letter of the Week: Airbuses Fly "Like a Video Game"
  
  I would like to offer my comments and perspective with regard
  to the Air
  France Flight 447 accident. I have been a A-330 captain since
  2003 and have
  over 4500 hours in the aircraft. While many A-320 pilots
  undoubtedly have
  more series time, I believe this probably makes me one of the
  most
  experienced A330 pilots in the world.
  
  When asked how I like the aircraft, I tell people that there
  is likely no
  easier airplane to take over an ocean, and that the systems
  design and
  presentation is superb. That said, the automation is more
  complex and less
  intuitive than necessary, and the pilot-aircraft interface is
  unlike that
  of a conventional aircraft. Most important with regard to this
  accident is
  the fly-by-wire sidestick control. The sidestick itself has a
  very limited
  range of motion, making inadvertent over-control very easy. Of
  even greater
  significance, the stick itself provides no "feel" feedback to
  the pilot.
  That is, unlike a conventional aircraft, the pilot does not
  get a sense
  through pressure of how much input is being sent to the
  control surfaces.
  The most important advice I give to pilots new to the Airbus
  is to treat
  the aircraft not as an airplane, but as a video game. If you
  wait for the
  sidestick to tell you what you are doing, you will never get
  an answer.
  
  Taking into consideration that Air France 447 was at FL 350
  (where the safe
  speed envelope is relatively narrow), that they were in the
  weather at
  night with no visible horizon, and that they were likely
  experiencing at
  least moderate turbulence, it does not surprise me in the
  least that the
  pilots lost control of the aircraft shortly after the
  autopilot and
  autothrust disconnected.
  
  Let's keep in mind that these are not ideal conditions for
  maintaining
  controlled flight manually, especially when faced with a
  sudden onslaught
  of warning messages, loss of autofllght, confusing airspeed
  indications,
  and reversion to "alternate law" flight control, in which
  certain flight
  envelope protections are lost.
  
  A very bad Airbus design feature is thrust levers that do not
  move while in
  autothrust. They are instead set in a detent which would equal
  climb thrust
  in manual mode. If the pilots did not reset the thrust levers
  to equal the
  last cruise power setting, they likely eventually ended up in
  climb power,
  making it difficult to reset the proper cruise power setting
  and adding to
  what was likely already a great deal of confusion.
  
  But the real problem probably occurred immediately after the
  pilot flying
  grabbed the sidestick and took over manually. Unfortunately,
  airline pilots
  rarely practice hand-flying at high altitude, and almost never
  do so
  without autothrust engaged. As a result, we forget that the
  aircraft is
  very sensitive to control inputs at high altitude, and
  overcontrol is the
  usual result. Because the Airbus sidestick provides no
  feedback "feel" to
  the pilot, this problem is dramatically compounded in this
  aircraft.
  
  I believe the Air France pilot grabbed the sidestick, made an
  immediate
  input (because as pilots, that's what we tend to do), and
  quickly became
  quite confused as to what the aircraft was truly doing. This
  confusion
  likely was exacerbated by fixating on airspeed indications
  that made no
  sense while trying to find a power setting with no airspeed
  guidance.
  
  When transitioning from autopilot to manual control at
  altitude in the
  Airbus, the most important thing to do at first is nothing.
  Don't move a
  thing, and then when you do, gently take hold of the sidestick
  and make
  very small inputs, concentrating on the flight director
  (which, in altitude
  hold, should still have been 

Re: [Aus-soaring] Foka incident

[Peter Stephenson]

  
  
The same fixing system is in the IS28, IS29, IS30 which we have in
our club. 
We usually have terrible trouble reassembling the IS29 in our club
from misaligning the lower cone. This is because it does not have a
turtle deck to remove and we cannot see the lower cone like this
Foka.

As for this accident, I wonder whether a wing frequency test as part
of the DI would have revealed that something was wrong with the
connection? This is not mentioned in the report.

PeterS

On 14/05/2011 7:49 PM, Christopher Mc Donnell wrote:

  
  
  
  Family reaction.
  9
  http://www.lep.co.uk/news/traffic-and-transport/family_plea_over_gliders_1_3379631
  

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Re: [Aus-soaring] Twin Taurus

[Peter Stephenson]

  
  



On 7/05/2011 5:24 PM, Mike Borgelt wrote:

  Also check this:
  
  
  http://www.pipistrel-usa.com/models/panthera.html
  
  
  Scroll down and see how the electric version compares with the
  petrol engine version.
  
  
  Mike
  
  

  

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Re: [Aus-soaring] Flight Safety Aus - May-Jun2011

[Peter Stephenson]

  
  
Good ideas Ian. I am surprised no one else has agreed with you but
I think by the silence of the list, they do. (If you had posted this
to face book, I would have pressed a thumbs up.  :-) )

I too have recommended to our tuggies to never fly straight and
always in a curve and they appear to comply. I also stress to all
my students (as a L2 instructor) to not fixate on the tug and
provide a second pair of eyes for the combination's safety.

PeterS

On 30/04/2011 10:27 AM, Ian Mc Phee wrote:
For those that receive same the latest issue there
  article page 48 written by Peter Dasey but incident/accident took
  place guess 30+years ago by the glider types involved. It
  involves an almost mid air collision between Pawnee and AstirCS
  but did involve Astir being entangled by the tow rope. Gather the
  accident was never reported until now!!!. The glider pilot
  interestingly reports he now makes a point of "wobbling around a
  bit in circuit so I am a little more noticeable, even thought it
  may look untidy" I myself have never thought of that. I must
  admit when learning glider towing Gus Mauch suggested not
  todescend over the nose but continually do usually (not always) a
  slow left hand turn into airspace you can see. That is
  flyingpredictably. 
  

  In gliding today we seem reluctant to give out much
information onrecent gliding accidents incase of litigation.
Makes me now think perhaps we could get a "Macarther Job" type
writer to go through our old (say 25 years ago) gliding accident
reports which I am sure GFA still have on file and write up
stories for say our "new gliding magazine". To me I see the
same style of accidents continuing to happen but very few in
glider pilots ever really hear about previous accidents.
Actually glider repairers could give us a wonderful summary of
accidents they see in for repairs. Perhaps we need photocopies
of the accident report pages of Sailplane and Gliding over any 5
year period and these become required reading before say a pilot
does his B or C test requirements. It would read similar to
Australian accident reports and can remember years ago Dave
Pietsch recommending the SG accident reports as reading.
  
  
  Accidents trends I see are
  
  
  (i) Pilots often experienced forgetting to lower wheel and
trying to lower wheel when say 1-2 metres above ground and
results in $5 +/-$3 repairs. These type usually occur
about 2 years and usually follow a distraction. A repairer has
seen it so much that when giving a briefing on new glider
reminds them to again check wheel is down as they turn final and
if they forget it after this turn then LAND WITH WHEEL UP.
  
  
  (ii) Pilots not releasing early when they loose control of a
glider at early stages of aerotow maybe problem caused by
longish grass or cross wind. These are often minor damage but
every now and then a pilot stays on far too long and with extra
energy damage is high. The serious almost write off occurs
about each 15 years. Simple solution is hand very near or just
touching release handle and pull is early if in doubt. Just
takes 5 minutes to tow back but takes 6 months to repair!!
  
  
  (iii) The old one of usually leaving the base leg turn far
too late and then landing short of airfield seems to happen
several times each year. When I learnt as a student my old
instructor Wally Stott would say "on a windy day if you do not
go beyond the end fence then you will always make it back to
airfield" Airfield end fences can be a problem and 30 years ago
after a Bergfalke hit (or just clipped) the south end fence at
Keepit. I got the bull bar on old ute and drove it into each
fence post until I could hear it braking and it was ready to
fail! I now wish I had done the whole fence and may have
prevented many years later fatal accident!!!. Consider a chain
saw or angle grinder to weaken the post to 20% of its strength
or install electric fence maybe. As Norm Sanders (old Senator
in Canberra, TV reporter, uni lecturer) says "do not ask for
permission but ask for forgiveness after the event".
   
  (iv) Gliders hitting gable markers. Most clubs have got rid
of them in the gliding areas. After our third hitting of a
marker locally Norm Sanders spent the next 4 days replacing all
the gable markers down one side of field with flat markers - he
did it without a word to council and nothing has been said. One
of our hitting a marker cost $26000 in repairs as marker did 

Re: [Aus-soaring] Music while flying?

[Peter Stephenson]

  
  
I am dead set against anyone listening to music while flying. I
have heard a power plane approaching that I could not see. I use my
hearing to fly at slow speeds in a thermal so I can keep a good
look-out.
We need all our senses to fly safely.
PeterS

On 15/04/2011 10:01 AM, Grant Davies wrote:

  
  
  
  
  
  
  
  
Im with you Al,

At our club our flying is generally local and we
are not full on comp orientated.

I fly for the enjoyment of it and I like music so
I find flying with music a heightened experience.

I cant think of anything better than bobbing
around the clouds listening to Jeff Buckley crooning in the
background.

I also see the point that some serious pilots may
see music as a distraction and understand their comments in
relation to its appropriateness.

Horses for courses.

Kindest Regards

Grant Davies
m. 0419 818 315
f. 07 41 54 14 36
e. gr...@davies.id.au


  From:
  aus-soaring-boun...@lists.internode.on.net
  [mailto:aus-soaring-boun...@lists.internode.on.net] On
Behalf Of Al Borowski
  Sent: Thursday, 14 April 2011 11:26 PM
  To: Discussion of issues relating to Soaring in
  Australia.
  Subject: Re: [Aus-soaring] Music while flying?



  I always thought that the whole point of
gliding was to have fun - and if playing music increases
your enjoyment, and doesn't compromise safety, then why not?


  


  Cheers,


  


  Al


  On 14 April 2011 23:07, gstev...@bigpond.com
wrote:
  Hi Patch
 All,
I am with you bro!

But, perhaps for totally different reasons???

Aviators seem to be, in the main, a very pragmatic bunch.
Glider pilots, as a sub-group, also seem to fit this mould.
The question "Where are the poets of flight?" has been
discussed on this forum in the past. As a matter of
interest, try Goggling "Joseph C Lincoln Award" to see one
excellent attempt to address the balance (although that is
not exactly what the stated goals of the award are about).

To get to the point, I pose the following question " Why in
God's name would you carry, and listen to, canned music
whilst gliding?" Each time you take a launch, you are
potentially putting yourself in a special position where you
can resonate with the whole universe - Mind, Body, Soul, as
one. As such, the canned music is, at best, just
distracting noise.

Think about it!

 Especially if you have not been there!

 But I suspect, you all know exactly what I am talking
about.!

{From a competition pilot's view (a subset group that does
not exclude the above principle- quite the reverse in fact -
if you are not at one with the environment - you will not
win), Tom Claffey's post on the subject is relevant - Tom
gives no reasons. Tom would you care to expound on your
post, for the uninformed?}

Regards,
Gary



  
  

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Re: [Aus-soaring] Hi or Low Tow Position

[Peter Stephenson]

  
  

On 13/04/2011 2:01 PM, Mike wrote:

  
  
Most of the discussion has been around the
  best options for the glider pilot. The critical factor is the
  tug pilot as the tug has fewer options in an emergency. 

As a tuggie, I have personally been
  inverted by a two seater, in high tow position. The pilot (an
  instructor) attempted to gain extra height from the release by
  climbing at the same time as he thought he was releasing  he
  had not fully pulled the release!
  

or practising making sure the rope has snaked away before turning:
Rule 101 before turning after releasing.  :-(  :-( 
PeterS

  

The upward pressure on the tugs tail
  (PA25), stalled the tailplane out. The aircraft flick rolled
  over its nose, the engine cut due to fuel starvation, and the
  G force makes it hard to get to the release. Not to mention
  the disorientation, as this all happens in a split second. End
  result is recovery from inverted, while trying to bring the
  engine back online. Not pleasant! 

I lost approx. 800ft, fortunately we were
  at height, however, if this had occurred at circuit height the
  outcome could have been different.

The glider had two instructors on-board,
  doing an annual check, and both were not aware of the
  situation as I disappeared underneath them.

Lets considerer the safety of the
  combination when we are discussing low versus high tow, both
  have a place, but we need to be aware of the risk management.
  
  
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Re: [Aus-soaring] Fw: Boonah incident today

[Peter Stephenson]

  
  
K13?

On 10/04/2011 8:06 PM, Paul Bart wrote:
Which glider is that (GSK)?
  
  Cheers
  
  Paul
  
  
  On 10 April 2011 18:05, Christopher Mc
Donnell wommamuku...@bigpond.com
wrote:

  
Some info sent to me.

"a low approach in GSK with the right wrong
  contacting a tree and spinning the gilder round. The 13 is
  a write off and Tony was taken to Ipswitch hospital."

  



- Original Message
  -
  From: Christopher Mc Donnell 
  To: aus-soaring@lists.internode.on.net
  
  Sent: Sunday, April 10, 2011 4:17 PM
  Subject: [Aus-soaring] Boonah incident
today



http://www.couriermail.com.au/news/glider-crashes-at-boonah-airfield/story-e6freon6-1226036774499

Chris

  




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Re: [Aus-soaring] Fw: Boonah incident today

[Peter Stephenson]

  
  
VH GSK

Glider with other landing gear

Manufacturer: ALEXANDER SCHLEICHER SEGELFLUGZEUGBAU
Model: AS-K13
Serial number: 13257

On 10/04/2011 8:09 PM, Peter Stephenson wrote:

  
  K13?
  
  On 10/04/2011 8:06 PM, Paul Bart wrote:
  Which glider is that (GSK)?

Cheers

Paul


On 10 April 2011 18:05, Christopher Mc
  Donnell wommamuku...@bigpond.com
  wrote:
  

  Some info sent to me.
  
  "a low approach in GSK with the right wrong
contacting a tree and spinning the gilder round. The 13
is a write off and Tony was taken to Ipswitch hospital."
  

  
  
  
  - Original Message
-
From: Christopher Mc Donnell 
To: aus-soaring@lists.internode.on.net

Sent: Sunday, April 10, 2011 4:17 PM
Subject: [Aus-soaring] Boonah incident
  today
  
  
  
  http://www.couriermail.com.au/news/glider-crashes-at-boonah-airfield/story-e6freon6-1226036774499
  
  Chris
  

  
   
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Re: [Aus-soaring] Glider airspace incursion

[Peter Stephenson]

If it was 8k and above the airfield and they were observing it on radar, 
why could they not bring a/c under it? I have flown over Brisbane 
International from SE to NW at right angles to the 01/19 RWY at 1500' 
with clearance of course.

PeterS

On 25/03/2011 7:26 PM, Mats Henrikson wrote:

All incoming and outgoing traffic at Oslo Airport Gardermoen was halted for
more than an hour on Thursday afternoon, after an unidentified hang glider
or sail plane was observed circling over the airport at 8000 ft.

I read Norwegian and have been checking the articles I can find
online. There isn't really much more info than what you've got above -
some UFO (in the true meaning of the abbreviation) was spotted at 8k
feet, but they were unable to identify exactly what it was. It appears
they are have drawn the conclusion it must be a soaring craft of some
sort since it stayed up there longer than a small aircraft should
have enough fuel for. There doesn't appear to be any photos of it. I
saw no reports of anybody spotting it from the ground, nor is there
anything mentioning how many times it was sighted and at what
intervals.

To me it reads like an airline crew spotted something they could not
identify, reported it to air traffic control who took suitable
precautions, and the media filled in the rest.

Mats
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Re: [Aus-soaring] Avalon airshow 2011

[Peter Stephenson]

  
  
 :-)  :-) 

On 18/03/2011 4:43 PM, John Parncutt wrote:

  
  
  
  
For those interested, heres a short video
  I took at
  the recent Avalon airshow here in Melbourne.
The later part of the video shows Bob
  Carltons Aerobatic
  routine in his Salto Jet Glider which was a great crowd
  pleaser and good promotion
  of gliding.

http://www.youtube.com/watch?v=Ja6ySwGqNtw


Cheers,



John Parncutt
  
  

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Re: [Aus-soaring] Grob Twin Astir For Sale

[Peter Stephenson]

  
  
Not all Blaniks are dead. We have two live ones going back into
service.  :-)  :-)  :-) 
PeterS

On 5/02/2011 5:00 PM, Ross McLean wrote:

  
  
  
  
Good news for Alice Springs Gliding Club. They
bought the privately
owned Narromine based Twin Astir for their club to replace
their old dead
Blanik.


ROSS
  
  

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[Aus-soaring] Queer Birds

[Peter Stephenson]

  
  
 :-) 

On 16/10/2010 2:40 PM, John Parncutt wrote:

  
  
  
  
  
I was saddened to hear of Jacks passing last
week, although I
never had the pleasure of meeting him personally, some of my
fellow club
members  knew him well.
 
About 15 years ago I organised the transfer to
tape of a 16mm documentary
produced in the late fifties. The National Film and Sound
Archive in Canberra
were kind enough to facilitate this. I then dubbed about 200
copies to VHS (sadly
this was before DVD’s) which were distributed to fellow club
members at a
nominal cost.
 
I have recently digitised this footage from VHS
to MPEG 2, and
whilst the quality is hardly broadcast  it is watchable. The
reason I mention
all this is that Jack Iggulden briefly appears in the
documentary flying a
Skylark.
 
The Documentary is rather amusingly (for this day
and age)
called “Queer Birds” . It offers a fascinating snapshot into
Gliding in
Australia in the 1950’s.
Now that You tube allows video lengths of up to
15 minutes, I
have been able to upload it for all to see:
 
http://www.youtube.com/watch?v=xgE-vXjGWw0
 
Should you wish to have a copy for your club or
yourself, you
can download from you tube using third party providers such
as Keepvid.com    
 
I hope you enjoy
 
John Parncutt
 
VMFG Melbourne 
 
  
  

  

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Re: [Aus-soaring] Even a Tupolev jet has a glide path (sort of).....

[Peter Stephenson]

  
  
I would be interested to hear the full story of why they had to land
so precipitously.  They had power enough to use the reverse thrust
buckets. http://en.wikipedia.org/wiki/Tupolev_Tu-154 and the
incident is already listed. :-) 
PeterS

On 9/09/2010 12:48 PM, Nelson Handcock wrote:

  
  Breaking News - 
  
http://www.theaustralian.com.au/news/breaking-news/miracle-crash-landing-for-russian-jet/story-fn3dxity-1225916371347
  
  
  Certainly some very lucky people!
  

  

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Re: [Aus-soaring] Close shave

[Peter Stephenson]

 Where was his FLARM?
How did you tell it was an ASK21?
PeterS

On 3/09/2010 5:41 PM, Future Aviation wrote:

Hi all!

This video was just sent to me by a friend in Germany.

Obviously the lookout of both pilots was far from perfect but
I guess the ASK 21 driver will claim that he was otherwise occupied.

http://www.youtube.com/watch?v=jMk6ehMzIdIfeature=youtube_gdata_player

Keep it safe everyone!

Kind regards

Bernard

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Re: [Aus-soaring] GFA Services

[Peter Stephenson]

 Have just renewed my GFA on line: easy.
PeterS

On 31/08/2010 9:38 PM, erich wittstock wrote:

Your iMISID is that unique, 'no sense making' number found on the
September's issue address page of the Soaring Australia Magazine.
Just on top of your name. (Yes, that page you chucked out straight
away after tearing open the plastic envelope).
The Password: First character of last name  “_GFA2010 (eg: A_GFA2010)
You will be able to change your password in due time (not right away -
just park your glider and hang in there).  You also will be able to
change your log-in name into anything you desire (SirGlidalot,
ThermalPansy etc) in due time (not right away - keep waiting in 0.2
knots until that overcast has past...).
I had to log into the new website today after I discovered that my
iMISID is at the bottom of the recycling bin. Phone call to the GFA
resolved the issue.
Request via e-mail for your iMISID might be more appropriate:
secretaryATsec.gfa.org.au
The old website is still there...
http://2009.gfa.org.au/index.php?option=com_frontpageItemid=1 (it'll
be gone soon)
Checking up on your gfa membership status is very neat indeed on the
new site: just search by last name or club name and you get the lot -
cewl!

Always remember: you are a glider pilot; a highly motivated, positive
thinking, patient individual. Change is the only reliable variable in
life (apart from death and taxes); and you are always welcoming
change. You are always open minded to the new.  You are focused and
flexible. That is why you are a glider pilot!
No matter who I talk to at the GFA - they are always friendly! = good
publicity. Unlike some grump old farts on this mailing list = bad
publicity.
(How can we attract and keep new members? Anyone, anyone?)
Erich




On Tue, Aug 31, 2010 at 19:02, Matthew Scutteryellowplant...@gmail.com  wrote:

To be able to access your membership record, make online purchases or pay
your annual membership, a Logon and Password has been created for you.

  Username: iMISID

  Password: First character of last name  “_GFA2010

   (eg: A_GFA2010)

There are only 26 combinations for the default password of an account!?!
Surely the GFA has some more unique information about it's members than
their last name...

I really hope these iMISID's are not sequential! How long is an iMISID
anyway?

On Tue, Aug 31, 2010 at 12:36 PM, Mike Borgelt
mborg...@borgeltinstruments.com  wrote:

That's our GFA. Servicing gliding for over 60 years.

Mike
Borgelt Instruments - manufacturers of quality soaring instruments since
1978
phone Int'l + 61 746 355784
fax   Int'l + 61 746 358796
cellphone Int'l + 61 428 355784

email:   mborg...@borgeltinstruments.com
website: www.borgeltinstruments.com
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Re: [Aus-soaring] Emailing: 320090761

[Peter Stephenson]

 Who is Carol's optometrist? :-)
PeterS

On 30/08/2010 8:11 PM, Mike Borgelt wrote:

Carol just commented, a fine looking young glider pilot

Mike





At 07:38 PM 30/08/2010, you wrote:

This is a UK glider pilot in hospital with broken legs.
The port starboard transposition would drive me crazy :-)

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Borgelt Instruments - manufacturers of quality soaring instruments 
since 1978

phone Int'l + 61 746 355784
fax   Int'l + 61 746 358796
cellphone Int'l + 61 428 355784

email:   mborg...@borgeltinstruments.com
website: www.borgeltinstruments.com
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Re: [Aus-soaring] Tip camera

[Peter Stephenson]

  
  
Hmmm- I thought we only got that sort of winter weather in Qld!.  :-) 
PeterS

On 27/08/2010 8:40 PM, John Parncutt wrote:

  

By the way heres my latest offering on You Tube:

http://www.youtube.com/watch?v=ennqZp_NfL4


Cheers

John Parncutt 


  
  

  

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[Aus-soaring] the Swift has a mishap

[Peter Stephenson]

  
  







More pictures. Very, very lucky to
not be seriously injured.

http://www.talkphotography.co.uk/forums/showthread.php?p=2933393


  

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Re: [Aus-soaring] Cool video

[Peter Stephenson]

  
  
http://www.toronto-soaring.ca/flight-manuals/Puchacz_SZD50_Flight_Manual.pdf

I have a book called the-handbook-of-glider-aerobatics and he
recommends the Puch.

PeterS


http://www.google.com.au/url?sa=tsource=webcd=1ved=0CBcQFjAAurl="">

On 19/08/2010 6:40 AM, Carl Ricard wrote:
Yes, i do know acro, but the manuals I have are
  xeroxes of the xeroxes of the original dirt stained manual. Im
  used to the blanik, and its gronded now, so ill have to get used
  to the Puchacz.
  
  You wouldnt happen to have anything in pdf would you?
  
  -Carl 
  
  On Wed, Aug 18, 2010 at 12:56 PM, Mike
Cleaver wom...@netspeed.com.au
wrote:

  
Carl

Assuming you know how to do
aeros, the Puchacz Flight Manual will give you
recommended entry speeds and the like. Otherwise, take a
competent aerobatics instructor.

Wombat

  

  - Original Message
- 
  From: Carl
  Ricard 
  To: Discussion of issues relating to
  Soaring in Australia. 
  Sent: Wednesday,
August 18, 2010 2:58 PM
  Subject: Re:
[Aus-soaring] Cool video
  
  
  Does anyone know where I can find info on how to do
  some aerobatic maneuvers on a Puchacz?
  
  - Carl
  
  On Wed, Aug 18, 2010 at 7:08
AM, Mark Newton new...@atdot.dotat.org
wrote:

  On 18/08/2010, at 1:42 PM, Ben Loxton wrote:
  
   is indeed, anyone know how to do a roll
  in a glider havent got it to work properly
  myself whats the secret???
  
  It's just like doing an outside loop, only
  sideways. :-)
  
  - mark
  

  I tried an internal modem,  new...@atdot.dotat.org
but it hurt when I walked.  
Mark Newton
  - Voice: +61-4-1620-2223 - Fax:
  +61-8-82231777 -
  
  
  
  
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Re: [Aus-soaring] US of A Glider Exemption

[Peter Stephenson]

 bring on FLARM in all gliders and all light aircraft.
PeterS

On 2/07/2010 9:37 AM, Mike Borgelt wrote:

At 08:26 AM 2/07/2010, you wrote:

The glider exemption looks pretty stupid when you consider the amount 
of electrical equipment in gliders nowadays. I wonder if the FAA 
troops have even looked at a modern glider? Then again the new 
Administrator says he's going to eliminate all GA accidents in 5 years.


And unicorns will frolic with virgins in sunlit glades with pretty 
rainbows overhead in fairy tale forests.


Mike
Borgelt Instruments - manufacturers of quality soaring instruments 
since 1978

phone Int'l + 61 746 355784
fax   Int'l + 61 746 358796
cellphone Int'l + 61 428 355784

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Re: [Aus-soaring] Dual Aerotowing at Bacchus Marsh

[Peter Stephenson]

>From MOSP 

23.2.11. Double towing.
snip
The more experienced pilot must fly the glider on the long rope (in
case of a
take-off emergency requiring a rapid reaction to release the rope).
When the combination is airborne, both gliders must fly directly behind
the
tug, the glider on the short rope flying in high-tow, the glider on the
long rope
in low-tow.
snip

We have just had a short training panel discussion and agree that
getting in line as soon as practical feels better and safer. Our
"long" rope is a double the normal rope, the "short rope" being a
normal rope length.

We agree to disagree.
PeterS

Daryl wrote:

  
  
  See point below.
  
-
Original Message ----- 
From:
Peter Stephenson 
To:
Discussion of issues
relating to Soaring in Australia. 
Sent:
Sunday, June 06, 2010 5:26 PM
Subject:
Re: [Aus-soaring] Dual Aerotowing at Bacchus Marsh


We dual tow when we camp at Watts Bridge and recommend the
gliders to get in line as soon as they are airborne to reduce the drag
on the tug.
PeterS

Please never do that! At Beverley
Soaring Society we insist on room to manoeuvre in the event of a short
rope glider (Often the least experienced pilot of the combination)
decending or premature release during this most criticle time.


"a)
When the combination is safely
airborne, both gliders transition into the line astern position with
the glider on the short rope remaining in high-tow, the glider on the
long rope in low-tow. During transition, the long rope glider must
be able to manoeuvre in order to clear his rope from the short rope
glider without coming into conflict with the ground. Therefore, the
short rope glider must wait for the combination to climb through 20
metres/66ft AGL (2/3 ht of our trees) before moving into line astern.
Remember, before establishing the line
astern formation, there must always be sufficient height above the
ground for the long rope glider to manoeuvre safely away from the
short rope glider suffering a premature release. This might require
30-45 degrees of bank."

The video showed that Bacchus Marsh
alsodoes it our way. I suggest other clubs do the same.

  
  
*
John Parncutt wrote: 

  
  
  
  Following recent discussions on this group
debating the merits of different launching methods, I noticed that
Geelong Gliding club was practicing dual tows today and so I shot this
brief video of one of the launches.
  
  
  http://www.youtube.com/watch?v=R-tCUrYOcqg
  
  
  Cheers,
  
  
  
  John
  
  

  
  



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Re: [Aus-soaring] Dual Aerotowing at Bacchus Marsh

[Peter Stephenson]

We dual tow when we camp at Watts Bridge and recommend the gliders to
get in line as soon as they are airborne to reduce the drag on the tug.
PeterS

John Parncutt wrote:

  
  
  

  
  Following recent discussions on this group
debating the
merits of different launching methods, I noticed that Geelong Gliding
club was
practicing dual tows today and so I shot this brief video of one of the
launches.
  
  
  http://www.youtube.com/watch?v=R-tCUrYOcqg
  
  
  Cheers,
  
  
  
  John
  
  

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Re: [Aus-soaring] NEW SeeYou OUDIE Now Available

[Peter Stephenson]

Hi Al,
Is it a mobile Altair? 
(pity about the name)
PeterS

Al @ Go Soaring wrote:

  
  
  

  
  Hi All,
  Naviter today launched SeeYou OUDIE in
Australia. After its
very successful launches in the US and Europe it is now Australias
turn.
  
  OUDIE is a PNA with SeeYou Mobile built in.
Featuring a
large 5 inch screen and built in GPS it is a standalone portable flight
computer ready to go out of the box.
  
  Click the following link for full details  www.gosoaring.com.au/oudie.php
  
  
  Please dont hesitate to call if you have any
queries.
  
  Cheers, Al
  Go
Soaring
   Why
should the birds have all the fun!
  61 7 5499 4636 / 0405
497 595
  www.gosoaring.com.au
  
  
  

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Re: [Aus-soaring] latest jet glider

[Peter Stephenson]

pretty long take-off run; high density altitude?
PeterS

Mike Borgelt wrote:



Talk about ancient and dangerous methods of launching all you want.

Here's 21st century soaring, Bob Carlton's latest jet glider.

http://www.desertaerospace.com/bonusjet_2010_05_25.html


Mike
Borgelt Instruments - manufacturers of quality soaring instruments 
since 1978

phone Int'l + 61 746 355784
fax   Int'l + 61 746 358796
cellphone Int'l + 61 428 355784

email:   mborg...@borgeltinstruments.com
website: www.borgeltinstruments.com
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Re: [Aus-soaring] CGC - Back to Watts Bridge

[Peter Stephenson]

Was that was the one that flew through the parachutists airspace at
Toogoolawah while they were trying to drop 35 meat-bombs?  :-) 
PeterS

tom claffey wrote:

  

  
And if anyone there had looked up about 2.30pm on
Saturday they would have seen a Nimbus4DM from DDSC! :]
Nice country, we then flew up to Kingaroy and back to the downs,
interesting flight.
I am sre fun was had by all!
Tom

--- On Tue, 4/5/10, Kevin Rodda brisgl...@gmail.com
wrote:

From: Kevin Rodda brisgl...@gmail.com
Subject: [Aus-soaring] CGC - Back to Watts Bridge
To: aus-soaring@lists.internode.on.net
Received: Tuesday, 4 May, 2010, 7:26 PM
  
  
  Caboolture Gliding Club has just completed a very
successful and enjoyable "Back to Watts Bridge" club camp over the long
weekend.
  
  (from their website  Watts Bridge Memorial Airfield
is an ex WW2 strip located in the Brisbane River Valley in South East Queensland, approximately
5nm from the small country township of Toogoolawah, an easy 1 to 1
hours drive from the state's capital city Brisbane. To the south of the
airfield is the particularly scenic Brisbane Valley area featuring open
rolling pastures and cleared farming country bordering the Wivenhoe
Dam. To the north and west is the Great Dividing Range - gateway to the
Darling Downs and beyond. A short flight to the east passes the grand
Glass House Mountains en route to the most picturesque bay and beach
scenery imaginable).
  
  Youmay be intertested in seeing a some of Lindsay
Mitchell's photos ... if not, you know where the delete button is!
  
  http://www.glidingcaboolture.org.au/Watts%20Bridge%20May10%20LM%20gallery.htm
  
Regards,
  
  
Kevin Rodda
  Webmaster
  CABOOLTURE GLIDING CLUB
  
  
  
  
  
-Inline Attachment Follows-
  
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[Aus-soaring] Runway surfaces Re: Winch vers. Aerotow

[Peter Stephenson]

Roger Druce wrote:

  
  
  
We also have here a K13 and Zephyrus with nose skids. They have to
launch beside the take-off strip and move onto it late in the ground
roll after elevator authority is gained. At this point this seems to
work OK. If we did not do that we would, in my view, see significant
damage. The first time you establish a bitumen seal it looks solid but
really there is not all that much there!

You need to have a good thick base under the bitumen and use hot-mix
bitumen or otherwise you are wasting your money and causing prop damage
waiting to happen and that screwing into the surface from the wheel.
Concrete, Hot mix, or nothing but grass in that order.
PeterS

Regards
  
Roger Druce
  
  



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[Aus-soaring] Stall warning on gliders Re: NZ Accident Investigation

[Peter Stephenson]

So you think we need an instrument on the panel that demonstrates the 
aft position of the stick (the angle of attack adjuster)?  You mean like 
a red light or a stall warning sound? 

Stink wings have mechanical stall warning sensors on usually only one 
wing, about mid wing.  Gliders would have to have one on each wing as a 
spin is when one wing stalls first.  I think something like that would 
annoy glider pilots as we fly so near the stall in narrow thermals and 
the mechanical stall warning sensors that I have seen on stink wings 
activate with the buffeting in rough air.


PeterS


Spinning in is caused by pulling the stick too far back. Most likely 
by being in too much of a hurry to change direction as a consequence 
of the failures already mentioned. All the spin recovery training in 
the world won't help here. Unfortunately we don't display stick fore 
and aft position as part of aircraft instrumentation.


Mike


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[Aus-soaring] April Aus-Soaring

[Peter Stephenson]

Have I mislaid my copy or is it still in the snail-mail?
PeterS
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Re: [Aus-soaring] Silver Sea

[Peter Stephenson]

Four Grafton men who have completed the five-hour fling time.
Grafton Gliding Club members Val Preston, who did his near Parkes,
Andrew Luland, Warren Morrow, and Des Muizr.

Val's son used to be on this list and Val took me up in Grafton in 1977! :-) 
PeterS

Christopher Mc Donnell wrote:

  
  
  
  Journalists. (sigh)
  Still some local exposure though.
  
  http://www.dailyexaminer.com.au/story/2010/03/22/returning-to-ground-tricky-part-for-pilots/
  
  Chris
  

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[Aus-soaring] ASIC renewal

[Peter Stephenson]

I have just promptly renewed my ASIC card that expires end of March 
with all its ridiculous tedious repetition as bad as a passport 
application only to find that I have lost a month.  The new one 
expires in February.
Anyone else have this happened to them? I will not be in so much of a 
hurry to renew so promptly next time.

PeterS





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[Aus-soaring] Thermal sensor Re: Laser wind sensor

[Peter Stephenson]

http://www.freepatentsonline.com/3798971.html
Anyone know why gadgets like this one have not taken off? I was at
Oshkosh in 1996 and there was a demonstration by an old bloke who had
one and he said that he had to detune it as it sensed thermals beyond
the glide ratio of a glider!
PeterS

Roger Browne wrote:

  In its present form, the device is quite unsuitable for gliders.   Have a
look at the size and weight of the thing.   Let alone the price.

Roger Browne

-Original Message-
From: aus-soaring-boun...@lists.internode.on.net
[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Mike
Borgelt
Sent: 17 February 2010 9:31 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Laser wind sensor

At 08:12 PM 17/02/2010, you wrote:
  
  
  Then the problem becomes "What do you do with that 
information?  Do you turn left or right?"

-  Morgan Sandercock


  
  

Easy . If the vertical velocity is greater than the air in which you 
are currently flying, fly straight. Otherwise turn right or left and 
look again.

Mike
Borgelt Instruments - manufacturers of quality soaring instruments since
1978
phone Int'l + 61 746 355784
fax   Int'l + 61 746 358796
cellphone Int'l + 61 428 355784

email:   mborg...@borgeltinstruments.com
website: www.borgeltinstruments.com 

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Re: [Aus-soaring] [chat] Fwd: [Airflow] CTAF calls to alert overflying aircraft

[Peter Stephenson]

Mike Borgelt wrote:

At 07:30 AM 12/02/2010, you wrote:

Peter Stephenson wrote:
The trouble with us glider pilots is that we are yacking to each 
other on one our 3 gliding frequencies  that we keep secret ( I 
proposed  when AA Qld to have one of the frequencies put beside our 
red ++ symbol on the charts) but I was voted down in Gliding Qld and 
not supported nationally by the other state AA's.  The GA are on 
area frequencies that we  ignore or on 126.7.
When I fly, I have a hand held on 126.7 and the glider radio on the 
appropriate gliding channel.  It would be nice to have yet another 
radio on the area frequency!. However, I long for the day when we 
are *all* on the one area frequency like the good old days when I 
started flying in the early 80's.



Peter,

We never were all on the one frequency. In the early 1980s lots of 
gliders had limited channel radios with only 122.7 and 122.9 although 
the synthesised multi channel radios were coming in to use. There 
never was a requirement for gliders to be on the area frequency and 
I'd say very few ever were. We also never used the radios even in the 
circuit but would make the 5k or 10 k inbound call on the glider 
frequency. I don't recall this ever being a problem. I was actively 
contest flying at the time and mostly used to turn the radio off after 
the start and turn it back on the make the 5k or 10 k call. I don't 
remember this ever being a problem. When I did turn the radio on the 
motormouths sometimes gave away some tactically important information 
but most of the time it was blather and the distraction outweighed the 
advantage.


Unfortunately that has not changed. in 30 years and as Robert Hart says, 
we should be using the gliding channels for separation of glider to 
glider instead of idle chat.
I'd been flying gliders for 6 years before ever flying one with a 
radio in it so operating without a radio doesn't particularly bother 
me. As some I know says  aircraft fly because of Benoulli not 
Marconi although I think that should be Newton and Tesla (Tesla 
actually invented radio before Marconi).
AFAIK the gliding clubs operating at Caboolture, Kingaroy and 
Jondaryan all operate on the CTAF when close to the aerodrome so 
what's the problem? When away from the aerodrome none of the VFR guys 
are making position reports any way so the only thing to hear is the 
odd IFR aircraft and when in VMC, we all are aren't we, both you and 
he are required to look out. Which is why the airspace system we had 
from November 2003 to Nov 2004 was so effective, unfortunately 
destroyed by people who couldn't get their minds around it, bastardry 
by the air traffic controller trade union who manufactured some high 
profile media incidents and a piss weak minister(John Anderson).


As for being all on the one frequency isn't the Redcliffe, Caboolture, 
Caloundra situation with 3 aerodromes on the one frequency bad enough 
for you?
Yes, it was really bad again today as we had 21 flights at YCAB.   There 
is a meeting at Redcliffe Aero club on safety this Wednesday evening and 
this frequency congestion will be brought up yet again.


Mike




Your desire for us to be on the same frequency as the power pilots is 
unsafe.


It is the very clear experience of gliding in Australia that the most 
dangerous things in the air for us are other gliders. When I'm 
sharing a thermal with another glider, I want to be able to talk to 
it to ensure separation - without being drowned out by some power 
pilot giving a long and rambling position report.


How many GA/gliding collisions have occurred in Australia since WW2? 
As far as I am aware (and I stand to be corrected) there has only 
been one. Balance that against the multitude of glider/glider (and 
glider/tug) collisions and you will understand the problem more clearly.


That said, Alice's radio allows me to monitor 2 frequencies - which I 
do all the time.



--
Robert Hart mailto:ha...@interweft.com.auha...@interweft.com.au
+61 (0)438 385 533   
http://www.hart.wattle.id.au



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Re: [Aus-soaring] Towing combination collision

[Peter Stephenson]

All aircraft have blind spots. The skill we need to be taught and
practise is how to manage them effectively. I think one useful
technique is to climb or descend while turning and therefore being
able to clear the air where we are moving into. ie. never climb or
descend in a straight line. When I was learning power in a C150/152, I
was taught to lower the nose regularly during a climb but not turn.
PeterS

Ben Jones wrote:

  
  
  
  I would suggest you hop in into a
Cirrus SR22 go for a blatt around the block and chase a pawnee from
above and at a descending angle, you can lookout all you like and ya
aint gonna see shit, the only way to clear your airspace in front of
you in these types of aircraft in a decent would be to roll inverted.
  
  In aviation too converging blind
spots = big bang, Some times its just going to happen.
  
  Low wing aircraft suck !! ;-)
  
  I'll wait for the NTSB report.
  
  



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Re: [Aus-soaring] [chat] Fwd: [Airflow] CTAF calls to alert overflying aircraft

[Peter Stephenson]

The trouble with us glider pilots is that we are yacking to each other 
on one our 3 gliding frequencies  that we keep secret ( I proposed  when 
AA Qld to have one of the frequencies put beside our red ++ symbol on 
the charts) but I was voted down in Gliding Qld and not supported 
nationally by the other state AA's.  The GA are on area frequencies 
that we  ignore or on 126.7.
When I fly, I have a hand held on 126.7 and the glider radio on the 
appropriate gliding channel.  It would be nice to have yet another radio 
on the area frequency!. 
However, I long for the day when we are *all* on the one area frequency 
like the good old days when I started flying in the early 80's.

PeterS





From the Tug Master -

Members / Instructors / Tug Pilots

 A very good friend of mine in QLD sent this message to me today -

 Over the weekend in the States, a Cirrus [light aircraft] collided
 with a Pawnee towing a glider. Glider released and landed safely.
 The others didn't.

How many timnes have you heard a report from an overflying
aircraft at  ? And straight away you think that someone should
tell them that there are numerous gliders in the area ?

If you think that its worth a call to them to alert them to gliding
activity at xxx and to suggest to them to traverse south of the freeway
- or north of the field if applicable, -- then make the call.


Tug Master


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Re: [Aus-soaring] Naips for iPhone.

[Peter Stephenson]

pedant  :-)  I suppose
you also don't use a PIN number  :-)

PeterS

Stuart  Kerri Ferguson wrote:

  Peter, 
            if you google "naips for iPhone" you will find a link
to the developers on line feedback and help web site; this will assist
you get the most out of the application.
  
  
  And for a beer winning correction to your post, the plural of
NOTAM is NOTAM, most people do not know that. 
  
Stuart Ferguson
  
  
  Sent from iPhone
  0419 797508
  
  
On 10/02/2010, at 22:51, Peter Stephenson p...@internode.on.net
wrote:
  
  
  
Have just downloaded it to my iPhone last night for only
$10.00 and
registered with AA which came through this morning .  :-)  
Thanks for the suggestion. Brilliant little app.
BTW Boyd Moody AusFIC (Flight Information Centre) was one of the
presenters at the meeting at Airservices and brought to our attention
the brilliance of using NAIPS's Specific
Pre-Flight Information Bulletin (SPFIB) where you get all the relevant
info for a flight.  If you have a regular flight, you can store it and
retrieve all the relevant current NOTAMS and activity of Restricted and
Danger Areas for the flight in a pictorial format at a touch of a
button to your iPhone.
PeterS

Stuart  Kerri Ferguson wrote:

  I use the application simply known as NAIPS written by Rowan Wilson - but I
have just done a search for it and can't find it!

It may be down for an update - to date it has been a very well supported
application with updates and improvements every couple or weeks.  

SDF


-Original Message-
From: aus-soaring-boun...@lists.internode.on.net
[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Simon
Hackett
Sent: Wednesday, 3 February 2010 8:47 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Naips for iPhone.

Which specific App in the store is that one you're describing?

HI James,

I've got one for my iPhone now and I'm using it now, but you're describing
features that suggest I've picked the 'wrong' (i.e. less capable) one out of
multiple alternatives on the store for this :)

And to address Peter Stephenson's original question, which was this:

  
  
Just been to an Airservices safety briefing where NAIPS was demonstrated

  
  and there was a message: "this site is not for PDA/3G access" 
  
  
PeterS

  
  

The correct answer is actually that you mis-read or mis-remembered the text
on the web page. Here's what it really says:

"Viewing these web pages with a mobile device (such as PDA/3G Phone) is not
recommended."

(source: http://www.airservicesaustralia.com/brief/default.asp)

"not recommended" is a lot different to "you must not use". And as others
have suggested, they're just trying to say the web site doesn't display well
on some mobile browsers - they aren't trying to stop people using the API
into NAIPS that AirServices seem very happy for people to use, with
permission, to write apps to do this stuff efficiently (to their credit).

(I also think that the note on the web site probably pre-dates the existence
of iPhones - and is referring to what happens to the site on things with
browsers that aren't as good as the one on the iPhone - which renders the
site fine).

Simon

On 03/02/2010, at 4:37 PM, James Dutschke wrote:

  
  
Not wanting to sound like an ad but this app is unreal. It will  
develop route forecasts with wind directions strengths and a temp  
trace for a given route or area. It will Submit/modify/cancel flight  
plans, it will work out your alternates for a given route, give  
forecasts for them and allow you to screen out unsuitabe(small)  
fields. Does Area forecasts TAFs etc etc.

Basically any service that's on web based naips plus a shitte load  
more. Had I of had it during pilots course it wouldve saved hours not  
to mention the trees worth of flight plans, forecasts and notams I've  
printed.

Just a bit of a fan.

Sent from my iPhone
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Re: [Aus-soaring] Naips for iPhone.

[Peter Stephenson]

Have just downloaded it to my iPhone last night for only $10.00 and
registered with AA which came through this morning .  :-) 
Thanks for the suggestion. Brilliant little app.
BTW Boyd Moody AusFIC (Flight Information Centre) was one of the
presenters at the meeting at Airservices and brought to our attention
the brilliance of using NAIPS's Specific
Pre-Flight Information Bulletin (SPFIB) where you get all the relevant
info for a flight. If you have a regular flight, you can store it and
retrieve all the relevant current NOTAMS and activity of Restricted and
Danger Areas for the flight in a pictorial format at a touch of a
button to your iPhone.
PeterS

Stuart  Kerri Ferguson wrote:

  I use the application simply known as NAIPS written by Rowan Wilson - but I
have just done a search for it and can't find it!

It may be down for an update - to date it has been a very well supported
application with updates and improvements every couple or weeks.  

SDF


-Original Message-
From: aus-soaring-boun...@lists.internode.on.net
[mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Simon
Hackett
Sent: Wednesday, 3 February 2010 8:47 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Naips for iPhone.

Which specific App in the store is that one you're describing?

HI James,

I've got one for my iPhone now and I'm using it now, but you're describing
features that suggest I've picked the 'wrong' (i.e. less capable) one out of
multiple alternatives on the store for this :)

And to address Peter Stephenson's original question, which was this:

  
  
Just been to an Airservices safety briefing where NAIPS was demonstrated

  
  and there was a message: "this site is not for PDA/3G access" 
  
  
PeterS

  
  

The correct answer is actually that you mis-read or mis-remembered the text
on the web page. Here's what it really says:

"Viewing these web pages with a mobile device (such as PDA/3G Phone) is not
recommended."

(source: http://www.airservicesaustralia.com/brief/default.asp)

"not recommended" is a lot different to "you must not use". And as others
have suggested, they're just trying to say the web site doesn't display well
on some mobile browsers - they aren't trying to stop people using the API
into NAIPS that AirServices seem very happy for people to use, with
permission, to write apps to do this stuff efficiently (to their credit).

(I also think that the note on the web site probably pre-dates the existence
of iPhones - and is referring to what happens to the site on things with
browsers that aren't as good as the one on the iPhone - which renders the
site fine).

Simon

On 03/02/2010, at 4:37 PM, James Dutschke wrote:

  
  
Not wanting to sound like an ad but this app is unreal. It will  
develop route forecasts with wind directions strengths and a temp  
trace for a given route or area. It will Submit/modify/cancel flight  
plans, it will work out your alternates for a given route, give  
forecasts for them and allow you to screen out unsuitabe(small)  
fields. Does Area forecasts TAFs etc etc.

Basically any service that's on web based naips plus a shitte load  
more. Had I of had it during pilots course it wouldve saved hours not  
to mention the trees worth of flight plans, forecasts and notams I've  
printed.

Just a bit of a fan.

Sent from my iPhone
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Re: [Aus-soaring] NAIPS for iPhone

[Peter Stephenson]

Just been to an Airservices safety briefing where NAIPS was
demonstrated and there was a message: "this site is not for PDA/3G
access" 
PeterS

Stuart  Kerri Ferguson wrote:

  
  
  
  
  
  Guys,
   For
those of you with an iPhone there
is a real neat application that allows you 
  NAIPS access
on your iPhone
  
  SDF
  
  
  
  
  
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Re: [Aus-soaring] VMFG's DG505 winch launching at Bacchus Marsh

[Peter Stephenson]

Hi John,
May I ask what was the object of taking the video as I watched it to
the very end of 8 minutes 34 secs? 
I enjoyed the music (the Shadows?).
:-) 
PeterS

John Parncutt wrote:

  
  
  

  
  Hi All,
  
  Heres a video of our DG505 winch launching at
Bacchus
Marsh last Saturday
  
  http://www.youtube.com/watch?v=PWrxwindlnU
  
  
  Cheers,
  
  
  
  John
  
  
  

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Re: [Aus-soaring] Wireless Weather Stations

[Peter Stephenson]

I have a Davis weather station http://www.davisnet.com/weather/index.asp
that is linked to the web:
http://www.weatherlink.com/user/petercstephenson/

I elected to have a cable connection because I had an Oregon instruments 
wireless/solar cells/batteries setup like you want and it did not last 
long in the Queensland weather. Water got into the units.


PeterS

Robinson, Peter B (Information Systems) wrote:
We are looking for a Wireless Weather station that could be mounted in 
our existing outdoor weather box.
 
It would need to run on batteries with solar charging and be capable 
of sending weather data via a wireless network.

Robust to within stand up to 50 degrees.
 
Can anyone recommend something they have used or know of that would 
suit our requirements?
 
Regards

Peter Robinson
Waikerie Gliding Club 

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Re: [Aus-soaring] Reflex car launching

[Peter Stephenson]

Dave Donald wrote:
At Boonah we use an Auto-tow system with a 2-to-1 reduction and rope. 
The rope goes from the glider, around a fixed pulley (fixed in the 
ground but spins), under the F250 which has a pulley mounted 
horizontally and then back to a fixed point (the bottom of the fixed 
pulley) and attached by a shackle that can rotate. The launch vehicle 
is an F250 v8 that does the launch effortlessly. The rope is 10mm poly 
and absorbs any surges/thermals and provides a very smooth launch. The 
good thing about this system is that the launch vehicle actually heads 
towards the glider (from the other end of the strip) as part of the 
launch. The glider is always visible during the launch. When the 
glider releases the launch vehicle continues on and lays the rope at 
the launch point for the next launch.


After the glider release, presumably the rope attached to the vehicle 
pulley is taken off the pulley on the vehicle and allowed to run free 
back to the fixed end?

PeterS
The impact on the surface of the strip (grass) due to the rope is 
minimal as are the sand tyres on the F250. While not as strictly 
'reflex' launching as requested, it is still a very useful way of 
getting aircraft in the air (for $8).


Regards,

Dave


*From:* opsw...@bigpond.net.au opsw...@bigpond.net.au
*To:* Discussion of issues relating to Soaring in Australia. 
aus-soaring@lists.internode.on.net

*Cc:* cub...@vic.chariot.net.au
*Sent:* Wed, 25 November, 2009 8:38:59 AM
*Subject:* Re: [Aus-soaring] Reflex car launching

Ron,

I'm doing some work with synthetic helicopter long lines that have 
zero stretch so there is no stored energy in case they break.


Will ask some questions about the rope suitability. it is far better 
than steel cables.


Was looked at as an alternate for aerotow at a couple of nsw clubs. I 
did a lot of work with Eric Sweet at one site using a pully system to 
keep the vehicle speed down and using the mechanical advantage.


There was some postings or pictures on a chat site, possibly this one 
in the early days showing pulley systems and synthetic rope.


Cheers

Peter Heath



 cub...@vic.chariot.net.au mailto:cub...@vic.chariot.net.au wrote:
 Hi Ron,
 we did some reflex launching at Bacchus a while back (10-15 years?) 
and it was good fun. We
 used aerotow rope, approx 1000 feet if my memory is correct - the 
stretch meant that you could
 actually get (slightly) greater altitude than that. I can't remember 
the car speed as it took off
 down the runway, but 60-70kph sound familiar. You'll just have to 
try that one. The speed was

 certainly a lot less than people think it needs to be.

 The really exciting part is after you leave the ground and due to 
the reduction in drag the rope
 starts to shrink (un-stretch) which gives you the same feeling as a 
cable break or loss of power
 with a winch lanch. If you keep the nose down the rope continues to 
shrink and you have a major
 problem, so the solution is to trust in some greater being and just 
keep pulling back and hope that
 the rope really hasn't broken - not a good feeling and goes against 
all of your training. If you pull
 back the rope (eventually) goes tight again and you have a lovely 
launch.


 We did it for a while but then fear took over and we resorted to 
normal auto tow, with heights

 achieved not much less than the reflex.

 Terry


 On Wed, Nov 25th, 2009 at 12:07 AM, Ron Sanders resand...@gmail.com 
mailto:resand...@gmail.com wrote:


  Does anybody remember the old reflex launch I am not sure if it
  was
  ever legal but at Cunderdin I can remember sitting in a Kooka and
  upon
  the ready advice the car took off straight down the runway at full
  bore  with no uptake of the slack or anything---the shock was
  absorbed
  by a flexible (nylon??) rope section which somewhat later after its
  rapid extension would give back all that energy after which you then
  did a normal auto tow. I am after approximate lengths of rope and
  stretch part that people might have used in those days if anyone
  remembers.
 
  Might do it again for a laugh one day!!
 
  Ron
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Re: [Aus-soaring] FW: Dom James ditching

[Peter Stephenson]

did they land with wheels up or down?
PeterS

Mike Borgelt wrote:

At 02:39 PM 21/11/2009, you wrote:


On 21/11/2009, at 12:30 PM, Mike Borgelt wrote:

 At 09:37 AM 21/11/2009, you wrote:
 Different viewpoints.
 
http://blogs.crikey.com.au/planetalking/2009/11/19/lets-get-real-about-the-norfolk-island-ditching/http://blogs.crikey.com.au/planetalking/2009/11/19/lets-get-real-about-the-norfolk-island-ditching/ 


 Survivable landing a different issue.

 According to the Australian this morning there were 7 life jackets 
on board and two rafts which for various reasons didn't get used.


http://blogs.crikey.com.au/planetalking/2009/11/21/pel-air-implicates-itself-deeper-and-deeper-over-ditching/ 



According to the same source Christopher quoted above, three of
the six people in the water didn't have life jackets, no life raft
was in use, and CASA apparently thought there were no survivors
from the crash until a life jacket signalling light was seen.



That's what I said. The company says there were 7 lifejackets, some 
didn't get used and neither did the rafts.


Here is the relevant extract from the regulation CAO 82.0 concerning 
the Pel-Air flight:

1 Application
1.1 This Part applies to Air Operators’ Certificates authorising 
aerial work
operations, charter operations and regular public transport operations 
and sets out conditions to which such certificates are subject for the 
purposes of…

and:

remote island means:
(a) Christmas Island; or
(b) Lord Howe Island; or

(c) Norfolk Island.
and:
2.3 The minimum safe fuel for an aeroplane undertaking a flight to a 
remote

island is:

(a) the minimum amount of fuel that the aeroplane should carry on that
flight, according to the operations manual of the aeroplane’s operator,

revised (if applicable) as directed by CASA to ensure that an adequate
amount of fuel is carried on such flights; or

(b) if the operations manual does not make provision for the 
calculation of

that amount or has not been revised as directed by CASA ­ whichever
of the amounts of fuel mentioned in paragraph 2.4 is the greater.

2.4 For the purposes of subparagraph 2.3 (b), the amounts of fuel are:
(a) the minimum amount of fuel that will, whatever the weather 
conditions, enable the aeroplane to fly, with all its engines 
operating, to the remote island and then from the remote island to the 
aerodrome that is, for that flight, the alternate aerodrome for the 
aircraft, together with any reservefuel requirements for the aircraft; 
and


(b) the minimum amount of fuel that would, if the failure of an engine 
or a

loss of pressurisation were to occur during the flight, enable the
aeroplane:

(i) to fly to its destination aerodrome or to its alternate aerodrome 
for the flight; and
(ii) to fly for 15 minutes at holding speed at 1 500 feet above that 
aerodrome under standard temperature conditions; and

(iii) to land at that aerodrome.




 It appears he was operating within company policy as far as fuel 
goes and the company has an AOC approved by CASA. How interesting.


If company policy is more relaxed than the CAOs, the CAOs win.
One hopes the ATSB will get to the bottom of it.



The way I read this you put up an ops manual to CASA as part of your 
AOC which CASA issues and presumably approves your ops manual as part 
of it. If your ops manual specifies a certain operating policy for 
fuel you may use that amount unless CASA directs you to revise it for 
the island operation in which case you use the revised amount. This is 
2.3(a).


2.3(b) states that if you don't have a policy as in 2.3(a) then you 
use the fuel calculations in 2.4


So it is perfectly possible and legal for company policy to be more 
relaxed than the fuel requirement of 2.4



So if the flight was in accordance with the ops manual fuel 
requirements as the company is saying, CASA approved! The questions 
will be as to whether the weather conditions were forecast to be such 
that the conditions in the ops manual fuel requirements were met.


I think Ben Sandilands is being a little premature here in calling for 
the company to be prosecuted. All aircraft operations are calculated 
risks, isolated places without nearby alternates more so.


There are other credible failures where the presence of a nearby 
aerodrome makes it a mild problem, lack of an aerodrome a life 
threatening emergency.


We'll no doubt see what comes out in the enquiry. At least in this 
case there will be one.


Mike




Borgelt Instruments - manufacturers of quality soaring instruments 
since 1978

phone Int'l + 61 746 355784
fax Int'l + 61 746 358796
cellphone Int'l + 61 428 355784

email: mborg...@borgeltinstruments.com
website: www.borgeltinstruments.com

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[Aus-soaring] Ideal glider pilot's vehicle, especially for outlanding retrieves-reluctant sale to avoid AIDS (aviation induced divorce syndrome).

[Peter Stephenson]

http://www.carsguide.com.au/site/search/vehicle-details/P8703581
PeterS
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[Aus-soaring] Ximango

[Peter Stephenson]

Does anyone on this list have a Ximango?
Who are the Australian distributors; I cannot find one on Google.
PeterS
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[Aus-soaring] [Fwd: [Fwd: OK ESN:0-7464408] Spot hit the spot with-in one minute! (in Brisbane)]

[Peter Stephenson (PCS2)]

On Saturday, it would not work in Sydney even in an open area in
Circular Quay but it worked within one minute here at home and is
accurate within a metre!  :-)  :-) 
Now you all know exactly where I live. 
:-) 
PeterS
 Original Message 

  

  Subject: 
  OK ESN:0-7464408


  Date: 
  Mon, 8 Jun 2009 06:52:28 GMT


  From: 
  nore...@findmespot.com


  To: 
  g...@narangba-medical.com.au,
  i...@narangba-medical.com.au,
  p...@narangba-medical.com.au

  



Peter C. Stephenson is OK and having a great time in Sydney at 10240CC
ddsc.s...@gmail.com 
ESN:0-7464408 
Latitude:-27.1959 
Longitude:153.115 
Nearest Location:not known 
Distance:not known 
Time:06/08/2009 06:52:39 (GMT) 
http://maps.google.com/maps?f=qhl=engeocode=q=-27.1959,153.115ie=UTF8z=12om=1 





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[Aus-soaring] [Fwd: no responses]

[Peter Stephenson (PCS2)]

Anyone having trouble using your spot?
:-( 
PeterS

 Original Message 

  

  Subject: 
  no responses


  Date: 
  Sat, 06 Jun 2009 14:11:29 +1000


  From: 
  Peter Stephenson (GJS2) g...@narangba-medical.com.au


  To: 
  customerc...@findmespot.com

  



customerc...@findmespot.com
I am in Sydney, Australia and have sent many "I'm OK" messages in full 
view of the sky and have not received any replies.
username: petercstephenson




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[Aus-soaring] My Spot did not work in Sydney

[Peter Stephenson (PCS2)]

So no one landed out yesterday? :-) 
Can some one test their unit for me please and send me the email as I
am demonstrating it here at a conference in Sydney?
TIA
PeterS

Peter Stephenson (PCS2) wrote:
Anyone having trouble using your spot?
:-( 
PeterS
  
 Original Message 
  

  
Subject: 
no responses
  
  
Date: 
Sat, 06 Jun 2009 14:11:29 +1000
  
  
From: 
Peter Stephenson (GJS2) g...@narangba-medical.com.au
  
  
To: 
customerc...@findmespot.com
  

  
  
  
  customerc...@findmespot.com
I am in Sydney, Australia and have sent many "I'm OK" messages in full 
view of the sky and have not received any replies.
username: petercstephenson

  



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[Aus-soaring] [Fwd: Re: My Spot did not work in Sydney]

[Peter Stephenson (PCS2)]

Thanks Mal,

Using https://srt.glpconnect.com:2044/osat/   I am **very** disappointed 
in the satellite availability. :-( :-(

PeterS

Mal Bruce wrote:

The Globalstar network is crap.

https://srt.glpconnect.com:2044/osat/

The Globalstar Network comprises 40 satellites operating at 1400km 
altitude, and a ground gateway infrastructure.


The satellites are organised into 8 orbital planes with 5 satellites 
per plane. The orbital planes are inclined to the equator at 56 
degrees which provides an approximate coverage within the latitudes 70 
degrees North to 70 degrees South when ever there is co-visibility 
with a ground gateway.


The Globalstar Network does not perform satellite to satellite 
cross-link switching and so ground connection in Australia is by 3 
gateways operated by Pivotel. Outside of Australia there is a network 
of Globalstar partners who operate gateways that provide international 
roaming coverage.




The Iridium Network comprises 66 satellites operating at 780km 
altitude, and the ground gateway infrastructure.


The satellites are organised into 6 orbital planes with 11 satellites 
per plane. This ensures that each location on the globe is covered by 
at least one satellite at any one time. The satellites spin around the 
earth at over 26,000km/h or circle the earth every 100 minutes, and 
the orbital planes go over the poles.


Each satellite is connected to four other satellites in the network. 
The two adjacent satellites in the same plane and two satellites in 
the planes either side. Through this cross-linking the satellites can 
route calls from satellite to satellite until it reaches one in view 
of the ground gateway. The ground gateway then connects the call to 
the Pivotel switching infrastructure.





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Re: [Aus-soaring] Anybody know where to get Airsick bags from?

[Peter Stephenson]

Hot chicken bags from the deli,  cool bags from the pharmacy, :-)
PeterS

Christopher Mc Donnell wrote:
Yeah! Get all your mates to get them out of the seat backs as they 
walk down the aisle leaving a flight. I at least used to take mine  
my wife's leaving a flight and donate them to the Blanik.

BTW that is a good point for the Blanik.
The chuck smell does not linger as long on metal after cleanup as it 
seems to do in the coarse finishes of wood or fibre.


- Original Message -
*From:* Dave Boulter mailto:daveboul...@internode.on.net
*To:* Discussion of issues relating to Soaring in Australia.
mailto:aus-soaring@lists.internode.on.net
*Sent:* Monday, March 30, 2009 3:10 PM
*Subject:* [Aus-soaring] Anybody know where to get Airsick bags from?

Yeah I know, too many AEFs and pretty rough pilots !

-- 
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[Aus-soaring] [Fwd: Re: [chat] Making retrives easier??]

[Peter Stephenson (PCS2)]

Spot and sat-navs make these books redundant and no need to find a 
farmer. :-)

PeterS

Adam Woolley wrote:
 
G'day All,
 
Just came accross this book @ a Benalla servo: RACV Vicroads Country 
Street Directory of Victoria.  So I'm guessing that there is a simular 
publication for the remaining states.
 
http://www.mapsdownunder.com.au/cgi-bin/mapshop/RACVIC7.html
 
The opening page is a grid reference of the entire state.  What the 
Brits do is have one of these books in the cockpit of the glider, and 
another identical (important!) book in the trailer or with your 
designated crew.  Simply ask the farmer to point on the map where you 
are, then relay the page number and grid reference to your crew and 
let them sort out how they're going to get to you!
 
The advantage the Brits had was that they have their whole country in 
one book!  So you may need to (depending on where you live/fly at the 
time) carry two books.
 
 
Just an idea,

WPP
 



Explore the new Windows Live. Looking for a place to manage all your 
online stuff? http://www.microsoft.com/australia/windows/windowslive/

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Re: [Aus-soaring] Australian Multi Class Nationals - Glider tracking - Day 8

[Peter Stephenson]

or he could have nipped in and out between Spot transmissions making it 
look like he had not been in.

PeterS

Peter Stephenson wrote:

I think BB did not enter the number 2 area. :-(
PeterS

John Switala wrote:


Guys

 

Spot tracking devices have been installed in the first 5 place 
holders in all classes for Day 8, Tuesday 21 January 2009, of the 
Australian Multi Class Nationals being held at Benalla, Victoria. 

 


The task is an AAT (Assigned Area Task) for all classes in the comp

 


The task is:

Benalla

Pleasant Hill - 40 kilometre radius area

Murchison East - 50 kilometre radius area

Corowa - 30 kilometre radius area

Glenrowan -- 2 kilometre radius area

Benalla

 

Minimum distance is 287 kilometres; Maximum distance is 762 
kilometres; Median distance 523 kilometres.


 

15 Metre and Open Classes have 4.0 hours for the task; 18m and 
Standard Classes are 3.5 hours duration.


 

Launch time is 12:00pm.  Class launch sequence is: Open, 15M, 18M 
then Standard.  Start gates for each class open 20 minutes after last 
launch of that class.


 

The forecast is for a fine day with cu day developing.  Temperature 
forecast is 34-38C in Benalla.  Thermal strengths should be an 
average of 6-8knots over the task. Maximum thermals strengths could 
reach 10knots.  Height forecast is approximately 10,000 feet. Wind is 
currently from the west at 5 knots.  Temperature is not climbing as 
forecast and the temperature is critical for launch and task.  B task 
will be the same task with less time to be decided on the grid if 
necessary.


 

The link for Standard class is: 
http://track.glidingmaps.com/event/multiclass09-standard/current/display


 

The link for 15 metre class is: 
http://track.glidingmaps.com/event/multiclass09-15m/current/display


 

The link for 18 metre class is: 
http://track.glidingmaps.com/event/multiclass09-18m/current/display


 

The link for Open class is: 
http://track.glidingmaps.com/event/multiclass09-open/current/display


 

Gliders are only seen on the tracking page as the Spot is turned on 
and picked up by the satellite.  So you may only see a few gliders 
showing up on the tacking page initially, but most are shown by the 
time the glider's start gate opens.


 

Browsers to use are Firefox or Safari.  Internet Explorer does not 
function well.


 

Thanks to New South Wales Gliding through the Narromine Club for the 
loan of their 10 spot devices.


 

Thanks also to John Wharington and Scott Penrose for the development 
effort for glider tracking.


 


John Switala

Ops Director

 

 




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Re: [Aus-soaring] Australian Multi Class Nationals - Glider tracking - Day 8

[Peter Stephenson]

I think BB did not enter the number 2 area. :-(
PeterS

John Switala wrote:


Guys

 

Spot tracking devices have been installed in the first 5 place holders 
in all classes for Day 8, Tuesday 21 January 2009, of the Australian 
Multi Class Nationals being held at Benalla, Victoria. 

 


The task is an AAT (Assigned Area Task) for all classes in the comp

 


The task is:

Benalla

Pleasant Hill - 40 kilometre radius area

Murchison East - 50 kilometre radius area

Corowa - 30 kilometre radius area

Glenrowan -- 2 kilometre radius area

Benalla

 

Minimum distance is 287 kilometres; Maximum distance is 762 
kilometres; Median distance 523 kilometres.


 

15 Metre and Open Classes have 4.0 hours for the task; 18m and 
Standard Classes are 3.5 hours duration.


 

Launch time is 12:00pm.  Class launch sequence is: Open, 15M, 18M then 
Standard.  Start gates for each class open 20 minutes after last 
launch of that class.


 

The forecast is for a fine day with cu day developing.  Temperature 
forecast is 34-38C in Benalla.  Thermal strengths should be an average 
of 6-8knots over the task. Maximum thermals strengths could reach 
10knots.  Height forecast is approximately 10,000 feet. Wind is 
currently from the west at 5 knots.  Temperature is not climbing as 
forecast and the temperature is critical for launch and task.  B task 
will be the same task with less time to be decided on the grid if 
necessary.


 

The link for Standard class is: 
http://track.glidingmaps.com/event/multiclass09-standard/current/display


 

The link for 15 metre class is: 
http://track.glidingmaps.com/event/multiclass09-15m/current/display


 

The link for 18 metre class is: 
http://track.glidingmaps.com/event/multiclass09-18m/current/display


 

The link for Open class is: 
http://track.glidingmaps.com/event/multiclass09-open/current/display


 

Gliders are only seen on the tracking page as the Spot is turned on 
and picked up by the satellite.  So you may only see a few gliders 
showing up on the tacking page initially, but most are shown by the 
time the glider's start gate opens.


 

Browsers to use are Firefox or Safari.  Internet Explorer does not 
function well.


 

Thanks to New South Wales Gliding through the Narromine Club for the 
loan of their 10 spot devices.


 

Thanks also to John Wharington and Scott Penrose for the development 
effort for glider tracking.


 


John Switala

Ops Director

 

 




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Re: [Aus-soaring] Australian Multi Class Nationals - Glider tracking - Day 2

[Peter Stephenson]

John,
have you any idea how long the batteries last on continuous tracking?  
Spot specify not cheap Lithium batteries ($8.95 a pair of AA Lithium 
Energisers at my chemist next door)  only and we have been discussing 
how long they last. 
Changing them in mid-air is a bit fiddly and probably dangerously 
impairing good look-out.

PeterS

PeterS

John Switala wrote:


Guys

 

Spot tracking devices have been installed in all gliders in the 18 
metre and Open classes for Day 2 of the Australian Multi Class 
Nationals being held at Benalla, Victoria. 

 

Yesterday we had a few pilots who forgot to turn on the spots and a 
couple of failures due to low batteries, so not all gliders were 
shown.  The ones that were on the track maps gave us a good look at 
what was happening out there!


 


There are 8 gliders in Open class and 12 gliders in 18 metre.

 

The link for Open class is: 
http://track.glidingmaps.com/event/multiclass09-open/current/display


 

The link for 18 metre class is: 
http://track.glidingmaps.com/event/multiclass09-18m/current/display


 

Launch time is 2:15pm.  Class launch sequence is: Standard, 18M, 15M, 
then Open.


 

The original task set for the day was a 720km fixed task, but the 
temperature didn't break the inversion so a delay was called.  The B 
task was selected but the day again did not prove to be cooperative.  
Then the wind changed affecting the runway selection.  The gliders 
have been re-gridded and a C task determined.  The task is an AAT 
(Assigned Area Task) of 3 hours duration for all classes in the comp


 


The task is:

Benalla

Boree Creek - 30 kilometre radius area

Deniliquin - 70 kilometre radius area

Glenrowan - 15 kilometre radius area

Benalla

 


Minimum distance is 319 kilometres; Maximum distance is 709 kilometres.

 

Weather forecast is a blue day, temperature 41C in Benalla.  Thermal 
strengths should be an average of 8-10 knots over the task.  Heights 
forecast are 10,000-12,000 feet. Wind is currently Northerly to change 
in the late afternoon to more westerly.


 

Browsers to use are Firefox or Safari.  Internet Explorer does not 
function well.


 

Thanks to New South Wales Gliding through the Narromine Club for the 
loan of their 10 spot devices.


 

Thanks also to John Wharington and Scott Penrose for the development 
effort for glider tracking.


 


John Switala

Ops Director

 




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Re: [Aus-soaring] Benalla to Warwick - under 7,000'

[Peter Stephenson]

looking at his igc trace,  I could not see whether he used his iron 
thermal.  :-)

PeterS

bb...@internode.on.net wrote:
Surprised that no-one has mentioned David Jansens' little jaunt on 
Monday.. congratulations David!


http://www.onlinecontest.org/olc-2.0/gliding/flightinfo.html?flightId=1045354050







  


http://blipmap.walsys.net/NEWSOUTHWALES/index.html
www.gliding.com.au http://www.gliding.com.au/

  





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[Aus-soaring] NPRM 0814OS

[Peter Stephenson]

For any of you interested in the proposed changes in the radio-calls for 
next year and who want to cut down the present noise especially on 
126.7, I suggest you read the Notice of Proposed Rule Making (NPRM)


http://www.casa.gov.au/newrules/ops/nprm/0814os.htm

and contact your state Airfield  Airspace Officer with your views:

http://www.gfa.org.au/index.php?option=com_contactcatid=46Itemid=151

log in required.

Personally, I think reducing the number of calls to four calls is a very 
good step forward but making them mandatory instead of recommended is a 
retrograde step and most likely unenforceable.


Closing dates for submissions is 23/12/2008

Peter Stephenson
AA Gliding Queensland.
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[Aus-soaring] Spot for Clubs Re: Grand Prix

[Peter Stephenson]

Presumably spot owners would have to have the unlimited tracking for an 
extra 50USD per annum. I just have the basic but would be willing to pay 
the extra if the club was using the info.

PeterS

Jim Staniforth wrote:
  The tracking method set up by John for the GP would be perfect for 
clubs to use on a daily basis. Nice to know approximately where 
everyone is and if they are still moving.

Jim


--- On *Sun, 12/7/08, Mike Borgelt 
/[EMAIL PROTECTED]/* wrote:


From: Mike Borgelt [EMAIL PROTECTED]
Subject: Re: [Aus-soaring] Grand Prix
To: Discussion of issues relating to Soaring in Australia.
aus-soaring@lists.internode.on.net
Date: Sunday, December 7, 2008, 5:03 PM

Having been at Narromine for the Sunday and Monday last week, I'd 
have to say the SPOT system is marginal at best for glider tracking 
in contests. Lack of altitude readout and lack of update rate(10
 
minutes) are the two main problems.




Mike





  11:46 AM 7/12/2008, you wrote:
If you are referring to the SPOT live tracking at
track.glidingmaps.com, this was not Mal's work but that of myself and
Scott Penrose, with much assistance from Nikki Douglas and Beryl
Hartley.

On Sun, 2008-12-07 at 07:35 +1100, Mitchell Preston wrote:
  Congratulations to Graham Parker in regard to his win at the GP.
  Congratulations also to Mal and the comp team for the live tracking
  web coverage.
 
  MP.
 
 
 
 
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Borgelt Instruments - manufacturers of quality soaring instruments
phone Int'l + 61 746 355784
fax   Int'l + 61 746 358796
cellphone Int'l + 61 428 355784
   Int'l + 61 429 355784
email:   [EMAIL PROTECTED]
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Re: [Aus-soaring] 126.7 congestion

[Peter Stephenson]

Mike Borgelt wrote:
There is no requirement that all CTAFs be on 126.7 . Many are not. If 
your gliding site has a problem due to frequency congestion on 126.7 
apply for a different frequency. Just don't make it a gliding frequency.


Problem solved.


CASA are very mean with their frequencies; they are even against 
Kingaroy getting their own CTAF and gave them 126.7 instead of another 
one!  They are still fighting to get one instead of 126.7.

PeterS
SQ RAPAC  GQ Rep.

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Re: [Aus-soaring] 126.7 and frequency allocation

[Peter Stephenson]

I was not at the meeting where it was discussed but I was told CASA was 
against KRY having their own frequency so it did not happen.

PeterS

Mike Cleaver wrote:

On  31/10/2008:

Mike Borgelt wrote:
There is no requirement that all CTAFs be on 126.7 . Many are not. 
If your gliding site has a problem due to frequency congestion on 
126.7 apply for a different frequency. Just don't make it a gliding 
frequency.

Peter S wrote:
CASA are very mean with their frequencies; they are even against 
Kingaroy getting their own CTAF and gave them 126.7 instead of 
another one!  They are still fighting to get one instead of 126.7.


If you have a look at the relevant public documents you will find at 
http://www.casa.gov.au/manuals/regulate/acm/061a0201.pdf that the 
allocation of frequencies is not something that CASA Office of 
Airspace Regulation does. It determines the need for a particular 
class of airspace,but then the frequency allocation is an airspace 
management function that still belongs to Airservices. There are a 
number of major gliding sites that DO have the gliding frequency as 
the CTAF - not a problem where the main users are gliders.

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Re: [Aus-soaring] 126.7 congestion

[Peter Stephenson]

Mike Borgelt wrote:



Absolutely. 126.7 is almost useless and results in nothing but 
distraction while flying. Somehow nearly everybody in a power plane 
has started making departure calls or overflying calls even when well 
above any circuit traffic and in the absence of any announced traffic 
making taxiing, line up or inbound calls that might indicate a 
conflict. The area frequencies are useless too. I'm thinking of 
adjusting the squelch thresholds on the BD4 radios as I don't need to 
hear people doing circuits 100nm away.


If you got the open mic sound are you sure the squelch is enabled? 

Yes it was and I fiddled with to make sure.
You don't have interference from other equipment in the glider? 
Just a Colibri, GPS, a Cambridge and mobile phone.  The hiss was 
intermittent like someone making a transmission and one pilot did say: 
check your mikes  Trouble is, the stuck PTT stops the offender from 
hearing that!.


PeterS

This can be frequency specific.

While we are on the topic would everyone making calls please be sure 
they are doing what they say right now. Joining crosswind means just 
that, not about to join crosswind in one minute. Likewise position 
in circuit.


I think we might have to have individual frequencies for each airport. 
That too has its problems with people being on the wrong frequency and 
frequency changes at boundaries. Having learned to fly without a radio 
and not having had one until I'd been flying for 7 years I find it 
remarkable that people seem to think that the aircraft won't fly 
without a radio.


When I flew contests I used to turn the radio off after starting much 
of the time or at any time when I needed to concentrate and turn it 
back on for the 5Km call.


I did better when I did this and there is some evidence that the 
concentration involved in listening and talking causes narrowing of 
visual perception. See the studies on mobile phone use while driving.


We actually introduced a pretty good system in November 2003 that was 
was screwed up completely by a combination of vested interests, those 
who wouldn't accept short term minor disadvantages for long term 
gains, sheer bastardry  and a weak and pathetic Minister.


Mike





At 10:21 PM 26/10/2008, you wrote:
I have just had a week out at Darling Downs, Jondaryan Qld. (DDSC) on 
126.7.  Even during the week the noise was excessive with what sounds 
like open mikes almost continually.  Not being a radio boffin, is 
this caused by transmissions from very far away?


I flew yesterday Saturday and it just got worse with over 
transmission almost continuously and transmissions from Tangalooma 
(Moreton Bay) to Rainbow Beach being heard.  126.7 was almost useless 
at times, especially when the fleet was being launched at DDSC. Once 
on Xcountry, we changed to 122.7 which was bliss compared but I was 
still monitoring 126.7 on my hand held and it got better later on in 
the day but still open mikes.


On 122.7, there were two presumably glider pilots chatting without 
call signs, unlike our DDSC pilots who were very brief and pertinent.


As RAPAC rep for Gliding Qld. and RAPAC South Qld, please give me 
some feed back for the next meeting on Nov. 19th.


PeterS


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Re: [Aus-soaring] SPOT (on) for every Xcountry pilot.

[Peter Stephenson]

The pie-cart could have a wireless laptop with email access and one 
could see where the glider fleet is once all the pilots send in their I 
am OK messages with their positions that can be seen on Google-map/earth.

PeterS

Scott Penrose wrote:


On 25/09/2008, at 4:31 PM, Scott Penrose wrote:

FYI - with directional aerials these have reached over 20K - but you 
have to be very accurate and your pie cart will no doubt move.


I meant to add... although I am not sure what 802.11 has to do with 
spot :-)


Scott
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Re: [Aus-soaring] SPOT (on) for every Xcountry pilot.

[Peter Stephenson]

I have had a reply from the Club's electronic's guru and he says that 
the wireless should be OK for the full strip but powering the laptop is 
the problem.  I would have thought an inverter with a 12V car battery 
recharged with solar cells would work.

PeterS

D S Baker wrote:
With wireless, it's usually more of a question of how high can you put 
the wireless AP, and can you put it outside?
 
The wireless signal will go pretty far, 802.11b  g will do some 
40meters, and draft-n can (supposedly) do 70. If you're able to put 
the wireless hub/access point outside, with direct line of sight to 
the Pie Cart, then you'd probably be able to push it a little further. 
Granted, a high gain antenna will do a world of good as well! =)
 
Dion



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[Aus-soaring] SPOT (on) for every Xcountry pilot.

[Peter Stephenson]

Arrived today. :-)  ordered 18/09/08.
I forgot to mention the $115.00 USD per annum. Neat little unit. :-)
PeterS

Peter Stephenson wrote:
With the dropping dollar, just under AU$200.00 should have it 
delivered to my door from Cumulus Soaring 
http://www.cumulus-soaring.com/ next week.  I think that it is pretty 
cheap insurance for being located quickly without having to read out 
lats/longs and have them written down incorrectly by the DP or have 
them relayed by another pilot.  
I think the pie-cart needs a  laptop with email access now.  How far 
can the pie-cart be away from the clubhouse with the existing wireless 
network?

PeterS

 wrote:


Yes J, a handy little gadget for outlandings, tracking etc.

 

Regarding Search and Rescue, SPOT means that we can reserve our PLBs 
for real SAR situations.


For example, having outlanded safely, out of mobile range, rather 
than having to trigger our PLBs on sunset we can use SPOT.


(Assuming SPOT always works J).

I'm going to keep spare batteries for it in the glider.

Cheers, R.




**

 

For those who have or are about to purchase a SPOT device and 
consider it a primary SAR tool instead of an ELT 

I have talked to Aussar (Australian Aviation and Maritime search and 
rescue people) and they offered this advice:


 

We have already had one or two incidents notified to us via this 
equipment;


There were communication relay delays we were not comfortable with. 
Having said that I understand that our policy section has approached 
the company requesting that any distress reports they receive in 
Australia are reported to AusSAR to reduce/avoid delays in notification.


 

As there is no standard for the performance of this equipment and 
there is no need for it to do so because it does not fall under the 
umbrella of any safety equipment that is mandated by authorities. The 
company offers a service and it is up to them to provide what they 
advertise; and at the moment it is up to you the customer to ensure 
you get what you pay for, this is not unlike your club holding your 
SAR on a cross country flight.


 


Still a great device for flight following and outlanding reports etc

 

 


J.

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Re: [Aus-soaring] 180 degree turns - teardrop

[Peter Stephenson]

I now know why I prefer to fly gliders more than tugs/power. :-) 
A very interesting article: note he says sailplane pilots practise at 
200 feet: not me!

PeterS

/What about safety? Can the average pilot successfully complete this 
maneuver. The simulator study indicates that training makes this 
maneuver reasonably safe. This should not be surprising. The turnback 
maneuver is well known to sailplane pilots. It is the standard maneuver 
when the tow rope breaks. For a sailplane, a typical starting altitude 
is 200 feet. Sailplane pilots are required to train for this maneuver 
and to perform the maneuver to successfully complete the check ride for 
the rating. Why not power pilots? Power pilots are required to train for 
and to demonstrate level stalls, departure stalls, approach stalls, 
forced landings, etc. to qualify for the private pilot rating. There's a 
lot of hostile terrain at the end of the runway, e.g., at island 
airports, mountain valley airports, city airports and almost any airport 
at night. If the engine quits on climb out, frequently, the best choice 
of terrain for a forced landing is behind you, on the runway. Let's 
train to be able to use it.


/
Texler, Michael wrote:

To throw the cat amongst the pigeons.

Here are some links with attached research, regarding the best way to do a 180 
(if required).
Any comments or disagreements?

OK, if people want to poo-poo this, please provide a rational and reasoned explanation why (i.e. use a scientific and objective argument). 

http://www.nar-associates.com/technical-flying/impossible/possible.html 


http://jeremy.zawodny.com/flying/turnback.pdf

Conclusions A simplified model of the turnback maneuver after engine failure during the take-off climb segment has been developed. The model shows that optimum conditions for returning to the departure runway result from climbing at Vmax , executing a gliding turn through a 190-220deg heading change, using a 45deg bank angle at 5% above the stall velocity in the turn using a teardrop shaped flight path. 

P.S. Thanks to Daryl McKay for providing these links. 
 


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[Aus-soaring] Observing spins from the ground Re: Maths and rope breaks

[Peter Stephenson]

Yes, that certianly was a crazy idea but not practised at my club anymore.
Does any club still do it?
PeterS

Scott Penrose wrote:

On a parallel note...

I always loved the bit of the C Certificate which requires you to show 
an entry into and recovery from a spin - that can be viewed from the 
glider or the ground.


Wo while watching, the instructor will probably not offer a 
C-Certificate from the student who can't recover from the spin.


Scott

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[Aus-soaring] [Fwd: Re: [Fwd: Re: Training Value of 400 to 500 AGL flight: for a very rare reality...NOT so!]]

[Peter Stephenson]

Not rare.
Below is from one of my students when I asked him what he thought of our 
rope break training: he had a premature release last week.  Not sure why 
it happened.
Not being a frequent attender at our club, in 18 years I have seen the 
broken rope from one proper rope failure and I know that we had an AEF 
passenger pull the bung instead of adjusting the air-flow lever, despite 
being briefed not to. (On hearing that, I now do not ask passengers to 
adjust anything at low level!)

PeterS

G'day Peter

It goes without saying that I am impressed with the rope break training 
I got at Caboolture. You could say I am the living proof of its 
effectiveness! I don't recall precisely how many simulated rope breaks I 
had but I can remember having the bung pulled by you at least once and 
JC many times (including one when I pulled it myself in response to a 
tug rudder waggle. My muttered uh, oh one second later was followed by 
JC saying I knew you'd do that!)


Since the recent thread on 180 degree turns at low level, I have been 
trying to remember the detail of my immediate response to the tow 
failure but it is all rather blurred.


I had about 500 feet and all I remember is getting the nose down and 
checking my situation in relation to the field. I'd say I was already 
turning to the right -- into wind -- before I had consciously considered 
it and I did not need a full 180 degree turn to get back to a downwind 
heading for 30. I think the tug had turned to track along the highway 
fairly shortly after clearing the runway. Anyway I found myself in a 
reasonably comfortable position heading downwind, probably got some lift 
over the dump (another detail I don't remember clearly) and got all the 
way back to the threshold.


Things got interesting again at that point because a Piper Cub was also 
on final. I let him know I was turning inside him and landed on grass 
right, actually passing him on the ground.


That last was because I landed with way too much speed. I was aware of 
getting too fast on downwind and I thought I had got back to 60 knots, 
which is what I was aiming for to allow for the wind. However it's very 
possible that my adrenaline-soaked brain misread the instruments on 
final. The result was a very long landing and a pilot who was very 
annoyed at himself at the end of it -- but at least a pilot and an 
aircraft both back and safe on the ground.


Please quote my experience. 
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Re: [Aus-soaring] Training Value of 400 to 500 AGL flight

[Peter Stephenson]

Further to this email, I have just remembered the last quite experienced 
pilot that I pulled the bung on at 400'.  He attempted to turn with the 
nose above the horizon which I stopped, and then proceeeded to become 
indecisive and I had to take over as the option he was going to take 
could have put us into the fence at the end of the cross-strip.  His 
pre-take-off checks were impeccable but when it came to the real thing, 
he was out of his depth.


At the subsequent de-briefing when I asked him why he was going to turn 
with the nose above the horizon,  he said: but we had 60 knots on the 
clock!.  He had forgotten about inertia and airspeed indicator lag and 
that a steep turn in a climbing vector can quickly become a stall turn 
if not executed precisely. The last time he had performed a low level 
rope break was seven (7) years previously.


We had another normal check flight that he passed, and he thanked me 
for waking him up from his complacency.


PeterS

Peter Stephenson wrote:
I agree with MT as well.  As an instructor, I only ever pull the bung 
if I am absolutely confident that I can handle the emergency if the 
student/pilot-on-check stuffs up or takes a poor option. My hand is 
almost on the stick to prevent an error.


It is never below 300' AGL unless I can land ahead.
 
Prior to being an instructor, I was always disappointed when the 
annual check instructor did *not* pull a low level release because I 
was confident that I could do them but was never tested.  I have had 
an AEI ask to practice a 300' release in a strong wind, as he felt the 
same.


Recently at Caboolture we had a power pilot who lost power on take 
off  at a very low height and he just pushed the nose forward and 
pancaked his beautifully restored aircraft. Obviously he had a habit 
of hanging on the prop on take off and learned the hard way.


PeterS

Texler, Michael wrote:

I doubt there is any training value at all in 400 to 500 feet.



I believe that there is some training value in such a flight:

The ability to fly and manoevure confidently at low level without getting 
ground fright. (i.e. if I had the option to do a low level circuit for a safe 
landing on field after a rope break, that would my first option).

Also low level flight is experience with ridge flying too.

Also in still wind conditions, a 180 degree turn can be considered.

Such manoevures need to be demonstrated at altitude, i.e. demonstrate a 180 
degree change of heading with minimum height loss, in a Grob G103, banked at 60 
degrees,  60 knots airspeed, in still air, height loss in a 180 degree turn is 
150', with a diameter of the turn of 120m

Obviously needs to be done with a proper briefing, exercise at altitude,  
exercise at 400' to 500' AGL, post flight de-brief.

The plane doesn't know how far it is above the ground.

My 2.2c worth

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Re: [Aus-soaring] Training Value of 400 to 500 AGL flight

[Peter Stephenson]

Mike Borgelt wrote:

At 07:08 AM 11/09/2008, you wrote:
Further to this email, I have just remembered the last quite 
experienced pilot that I pulled the bung on at 400'.  He attempted to 
turn with the nose above the horizon which I stopped, and then 
proceeeded to become indecisive and I had to take over as the option 
he was going to take could have put us into the fence at the end of 
the cross-strip.  His pre-take-off checks were impeccable but when it 
came to the real thing, he was out of his depth.


At the subsequent de-briefing when I asked him why he was going to 
turn with the nose above the horizon,  he said: but we had 60 knots 
on the clock!.  He had forgotten about inertia and airspeed 
indicator lag and that a steep turn in a climbing vector can quickly 
become a stall turn if not executed precisely. The last time he had 
performed a low level rope break was seven (7) years previously.


We had another normal check flight that he passed, and he thanked 
me for waking him up from his complacency.


PeterS



Well then again maybe he had a plan which you stuffed up. I'd have 
told you to fly the damn thing yourself. Maybe he just went along to 
get along and you are delusional.


Mike

No he did not have a plan as I asked him more than twice what he was 
planning to do and only when I was out of my comfort zone did I take over.


PeterS
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Re: [Aus-soaring] Who trained who (sic - with apologies to AC/DC)

[Peter Stephenson]

Mike Borgelt wrote:

snip

Now this thread started as why 200 hours for independant ops. We've 
seen a  few instructors post here. A couple of them have had serious 
accidents in gliders while flying solo(while they held their 
instructor ratings). We've seen instructor ego problems revealed and 
one poster was put into life threatening situations twice by 
instructors. I can't imagine a more ignominious end than being killed 
on a check flight by some inadequately trained amateur who imagines 
he's a flight instructor because the GFA told him so. 
I was at a medical conference where a part-time volunteer i.e. amateur 
SES instructor was discussing motor vehicle accident management and how 
often he would have to firmly deal with professional ambulance officers 
who would hamper rescue efforts.  

I made a similar comment as Mike's one above about him just being an 
amateur pushing around a professional and one of the audience firmly put 
me in my place by pointing out that amateur did not equal incompetence.


Our system of Instructor panels meeting regularly and having students 
taught by multiple instructors reading from the same page engenders a  
constant monitoring of each other's performance as instructors through 
feed back from students.


PeterS
L2 Instructor

snip
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Re: [Aus-soaring] Training Value of 400 to 500 AGL flight

[Peter Stephenson]

I agree with MT as well.  As an instructor, I only ever pull the bung if 
I am absolutely confident that I can handle the emergency if the 
student/pilot-on-check stuffs up or takes a poor option. My hand is 
almost on the stick to prevent an error.


It is never below 300' AGL unless I can land ahead.

Prior to being an instructor, I was always disappointed when the annual 
check instructor did *not* pull a low level release because I was 
confident that I could do them but was never tested.  I have had an AEI 
ask to practice a 300' release in a strong wind, as he felt the same.


Recently at Caboolture we had a power pilot who lost power on take off  
at a very low height and he just pushed the nose forward and pancaked 
his beautifully restored aircraft. Obviously he had a habit of hanging 
on the prop on take off and learned the hard way.


PeterS

Texler, Michael wrote:

I doubt there is any training value at all in 400 to 500 feet.



I believe that there is some training value in such a flight:

The ability to fly and manoevure confidently at low level without getting 
ground fright. (i.e. if I had the option to do a low level circuit for a safe 
landing on field after a rope break, that would my first option).

Also low level flight is experience with ridge flying too.

Also in still wind conditions, a 180 degree turn can be considered.

Such manoevures need to be demonstrated at altitude, i.e. demonstrate a 180 
degree change of heading with minimum height loss, in a Grob G103, banked at 60 
degrees,  60 knots airspeed, in still air, height loss in a 180 degree turn is 
150', with a diameter of the turn of 120m

Obviously needs to be done with a proper briefing, exercise at altitude,  
exercise at 400' to 500' AGL, post flight de-brief.

The plane doesn't know how far it is above the ground.

My 2.2c worth

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[Aus-soaring] Sad news

[Peter Stephenson]

http://news.ninemsn.com.au/article.aspx?id=623805
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[Aus-soaring] [Fwd: Fatal accident]

[Peter Stephenson]

From the GFA -

To All,

The aircraft was recently sold to Neale Halsall, but today was piloted 
by Peter Boreham.



Regards,

Marcia Cavanagh
GFA Secretary

From Ian Perkins - President Gliding Queensland

Hi all,

This is sad news for all and our sympathy to families and friends.

My information is that Shane Winter was the passenger, known to some of 
us as active with Vintage Aircraft and was himself based at Watts Bridge.


Mike Truitt is assisting Police with technical advice regarding this 
accident and I would discourage speculation as to cause, prior to 
further advice via GFA or Mike.


Regards

Ian




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Re: [Aus-soaring] RAAus

[Peter Stephenson]

The last motor glider registered with the RAA crashed and killed the 
owner-builder in the classic low and slow on base scenario that we 
gliding instructors try to immunise are students against.  His pylon 
engine was retracted at the time. He was RAA trained and only had had 
three flights off a winch with a gliding instructor who reported that he 
was not at solo standard.  He flew at 500 feet or less down a cross 
runway on which he should have landed, most likely fixated on landing on 
the duty runway off which he taken off on. :-( :-( :-(


I sadly relate this tragedy to all my students in the hope that they 
become flexible glider pilots.


As  a result of this accident, I have been told that RAA have refused to 
accept gliders into their register.

PeterS
james dutschke wrote:
 
RE. RAA
  and they are thriving with numerous new aircraft each year in the 
$100,000 - $150,000 range,
 
Are there any ( i know of a couple) or are there any clubs considering 
adding some of these kinds of these types of A/C to their fleets?
 
Conversley, are there any RAA clubs with any sailplanes in their fleets?
 
James



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Re: [Aus-soaring] F111 Bird Strike

[Peter Stephenson]

It would have to be a bl**dy HUGE thermal too to keep the Orion in 
sight.!! :-)  
PeterS


stuart smith wrote:
I figure that sharing a thermal with an Orion isn't a problem as long as you 
are both centred in the thermal properly.  The Orion would be flying much 
larger circles than you.



Stuart
- Original Message - 
From: Mark Newton [EMAIL PROTECTED]
To: Discussion of issues relating to Soaring in Australia. 
aus-soaring@lists.internode.on.net

Sent: Tuesday, April 22, 2008 9:07 AM
Subject: Re: [Aus-soaring] F111 Bird Strike


  

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Re: [Aus-soaring] Thunderheads on ABC

[Peter Stephenson]

That balloon package needed one of the new generation EPIRB's that give 
out lats/longs so that it could have been found with a hand held GPS! =-O

PeterS

Tom Wilksch wrote:

Yes, it was excellent!

- Original Message - 
From: Texler, Michael [EMAIL PROTECTED]
To: Discussion of issues relating to Soaring in Australia. 
aus-soaring@lists.internode.on.net

Sent: Tuesday, February 19, 2008 11:00 AM
Subject: [Aus-soaring] Thunderheads on ABC


  

Interesting program on the cloud chasers up at Darwin.

Jorg Hacker and Rudi Gassmeier were featured with the Egret and the 
Dimona.


Nice cloud shots.

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--
No virus found in this incoming message.
Checked by AVG Free Edition.
Version: 7.5.516 / Virus Database: 269.20.7/1284 - Release Date: 
17/02/2008 2:39 PM





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Re: [Aus-soaring] National Results

[Peter Stephenson]

How can you have a Discus a/b and a Pik 20 a/b/e? PeterS

Mal Bruce wrote:

http://www.soaringspot.com/ausmulti2008/

Wish I had the time off work and spare cash for a glider depressing to think 
a comp is on and I am at bloody work.


:(

Mal


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Re: [Aus-soaring] Trailer Retrieves

[Peter Stephenson]

and so you have a ...

[EMAIL PROTECTED] wrote:

I havn't noticed remote retrieves mentioned in the Tow Car thread

I bought my towing vehicle with retrieves in mind. Having had to pull  
trailers through some pretty rough country previously with others, I 
didn't want to be restricted by poor ground clearance or lack of 
traction in wet or soft going. My decision has proved correct and I've 
thanked my lucky stars


GH


Email and AIM finally together. You've gotta check out free AOL Mail 
http://o.aolcdn.com/cdn.webmail.aol.com/mailtour/aol/en-us/index.htm?ncid=AOLAOF0002000970!



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Re: [Aus-soaring] Airshow Organisation

[Peter Stephenson]

I saw it at the 1996 Oshkosh Airshow and I was worried about having x kgs of 
engine being able to wag your tail especially in a ground loop.
If it is still flying 11 yrs later, that must not be a significant problem.
PeterS
  - Original Message - 
  From: D S Baker 
  To: [EMAIL PROTECTED] ; Discussion of issues relating to Soaring in 
Australia. 
  Sent: Friday, August 17, 2007 7:43 AM
  Subject: Re: [Aus-soaring] Airshow Organisation


  I think one of the most amazing things I saw at the Avalon Airshow was 
something called the Windex (or something along those lines, not too sure if 
it's right, can someone correct me?).

  It was a yank fella who had gotten this wee glier, about 8- 10 meter 
wingspan, and had shoved a three cylinder radial engine in it, ON THE FIN. Did 
some amazing aero's too. (Eg. a dive down from above a thousand feet, pulling 
out at 160knots, which was Manouvering VNE, and flattening out a couple of 
hundred feet above the ground.) 

  Amazing stuff. Worth it if you could getonto him me thinks.

   
  On 16/08/07, Anthony Smith [EMAIL PROTECTED] wrote: 
Hi all
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Re: [Aus-soaring] RedBull X-Alps started today!

[Peter Stephenson]

Be warned: I downloaded the Alps Seeyou and it corrupted my registered 
copy of Seeyou. :-(

PeterS

Adam Woolley wrote:

G'day All,

This might provide some interest over the next week!

http://www.redbullxalps.com/index.aspx - paragliding through the french 
alps, 850km race!


Online tracking, diary's and heaps more.  Maybe this is how we could market 
gliding - get sponsorship from Telstra(?!) and Nokia, provide online 
tracking that way!?



Regards, Adam Woolley

_
Advertisement: Your Future Starts Here. Dream it? Then be it! Find it at 
www.seek.com.au 
http://a.ninemsn.com.au/b.aspx?URL=http%3A%2F%2Fninemsn%2Eseek%2Ecom%2Eau%2F%3Ftracking%3Dsk%3Ahet%3Ask%3Anine%3A0%3Ahot%3Atext_t=764565661_r=july07_endtext_future_m=EXT


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Re: [Aus-soaring] Promoting Gliding

[Peter Stephenson]

After an instructing session with a student pilot on a weeks course, and 
if the pilot is not progressing as much as one would expect with them 
getting bogged down in getting their circuits and landings up to 
scratch, I take them up for a passenger flight at my expense. 

I give them some chandelles and steep turns in thermals and always 
ending with a steep approach and ground effect just to get some fun back 
into their flying and to show them how versatile the Blanik is.


PeterS

Christopher Mc Donnell wrote:

Mal said:

Do not fly your two seater glider solo take that newbie a burn that may the 
that deep hook for them.


I agree, as when I was a recently soloed pilot in the early 1980's, and just 
about to give the sport up for many of the reasons discussed,  Baylee 
Roberts offered me a seat in his Twin Astir to come with him on a out and 
return 300k Murray Bridge/Pinaroo which he completed.   But for that flight 
I doubt I would still be interested in the sport.


Mal's other Do's are good stuff.

He also said:

Most ex glider people just want to fly they can not stand the gliding
 politics...

I also cannot stand the gliding politics/administration which is why I fly 
under CASA with a club not affiliated with the GFA.

Costs me in other ways, but it is worth it.

Chris McDonnell

- Original Message - 
From: Mal Bruce [EMAIL PROTECTED]

To: aus-soaring@lists.internode.on.net
Sent: Monday, June 25, 2007 10:58 PM
Subject: [Aus-soaring] Promoting Gliding


  
  
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Re: [Aus-soaring] Promoting Gliding

[Peter Stephenson]

I should have written a one week (go for solo) course. 
There is no average.
Some people have the knack and learn quickly, especially teenagers.  
(Our record is 17 flights for a 15yr old). Others start the course from 
scratch, others start with some experience but have not got over the 
pre-solo hump. 


PeterS

Geoff Kidd wrote:

Peter
 
When you have a student pilot on a weeks course, how many days 
or weeks (on average) does it usually take for you to send them solo?
 
 
 


- Original Message -
*From:* Peter Stephenson mailto:[EMAIL PROTECTED]
*To:* Discussion of issues relating to Soaring in Australia.
mailto:aus-soaring@lists.internode.on.net
*Sent:* Wednesday, June 27, 2007 4:59 PM
*Subject:* Re: [Aus-soaring] Promoting Gliding

After an instructing session with a student pilot on a weeks
course, and if the pilot is not progressing as much as one would
expect with them getting bogged down in getting their circuits and
landings up to scratch, I take them up for a passenger flight at
my expense. 


I give them some chandelles and steep turns in thermals and always
ending with a steep approach and ground effect just to get some
fun back into their flying and to show them how versatile the
Blanik is.

PeterS


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[Aus-soaring] G103III was Re: Channel 9 Qld prob 1st Sat July 5.30pm

[Peter Stephenson]

Does the III still have the horrible wing root connection system as the 
Twin Astir/G103 II? PeterS

Ian McPhee wrote:
 Spent a full on day with crew Channel 9 Brisbane which they show in 
 Queensland Saturday Afternoon at 5.30  (probably 1 Sat July but will 
 advise). They got some wonderful footage but it will probably be 4 
 minutes - cameras everywhere and much air to air.  I think it could be 
 a good promotion for gliding especially SE Queensland so keep a 
 lookout for same.
  
 For the record the glider in the show is Grob G103c III SL has an 
 ellipsoidal wing plan at first glance you may think it is a duo 
 discus. The III has  L/D 37:1 from German tests,18m span and our 
 club's is self launch.  I would have to say it is one of the sweetest 
 gliders I have ever flown (have flown in excess of 100 types) and that 
 includes a Duo (sorry one of the few I have not flown is the DG1000 so 
 no comparrison there).  Please never compare to the Twin Astir or even 
 the Grob G103 II  - they are totally different.  Any club looking for 
 a good value 2 seater which could be a trainer or a great cross 
 country glider I could only recommend same.  There are zero cast 
 fittings and no ADs!!! and clear inspection holes everywhere under the 
 wing and in fuse.  I have never been a fan of Grob gliders over the 
 past 30 years but I have changed my views with Grob G103 III.  If you 
 want another positive opinion ask Brad Edwards. 
  
 And also for the record myself as well as Mark Laird and Giles Taylor 
 and 35+ other members are from Byron Gliding Club Inc while there is a 
 another separate operation at our entrance called Byron Bay Gliding 
 Pty Ltd.  Yes it is confusing
  
 Ian McPhee (skype   macca304)
 Box 657
 Byron Bay  NSW  2481  Australia
 Tel +61(0)2 66847642 mob +61(0)428847642
 [EMAIL PROTECTED] mailto:[EMAIL PROTECTED]
 www.mrsoaring.com http://www.mrsoaring.com
 

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