Comparing some flights from a recent comp,
A glider that flew direct saw 4 knot average climbs and averaged 40:1
A glider of the same type deviated a lot, saw 6 knot climbs and achieved 50:1
The glider that deviated could fly an additional 26km and still be ahead.
That's a deviation of about
SeeYou works fine using darwine which is free
On 10/03/2013, at 22:15 , Mike Borgelt mborg...@borgeltinstruments.com wrote:
At 07:46 PM 10/03/2013, you wrote:
Are there any that work on Macs and record engine use? Seeyou, fly with CE,
don't.
Graham
There may be some software done by
On 11/03/2013, at 12:25 , Mike Borgelt mborg...@borgeltinstruments.com wrote:
Why screw around wasting your time with Apple OS?
'Cos it's enabled be to bill well over $16,000 per year more for the last 5
years than if I still used windows. Cheap is not always the most cost effective.
It's worth looking at how sailing tried handicapping 20 years ago, as they went
through a similar process. I was heavily involved both as a competitor and as
someone trying to make the system work.
Some bright individuals came up with the idea of handicapping based on a polar
so that the wind
Unfortunately, when you have 40 gliders landing within 5 minutes on a strip
that can accommodate 3 abreast, there is no way this is possible or safe if
everyone just lands straight ahead. Everyone MUST land long, and those on the
edges MUST taxi off.
I've flown 2 comps this summer. at the
However, there isn't much point at the moment
The weight saving is small for the same capacity, but the cost difference is
huge.
As an example, a 10Ah LiFePO4 battery in the standard size most of use weighs
1.92kg. An equivalent 9Ah SLA weighs 2.55kg
On 25/02/2013, at 21:33 , Matthew
Tom, I was trying to find a way to say that simply - you saved me the trouble.
However, looking at the MOSP, I don't see a requirement for a signature for an
Independent Inspection
6.2 DAILY INSPECTION
Before each days' operation and after each rigging all sailplanes must receive
a Daily
Rolf, in this I agree with Mike - there is no way that a duplicate control
check (or even DI) would have found the problem. Sadly, such a person would
have spent months in court defending themselves, costing them many thousands
with no prospect of any insurance helping them.
In practice, the
Fully agree flying has to be fun, and different people enjoy different things.
Personally, I don't enjoy aerobatics at all, and any instructor who insists on
doing them with me on a check flight is going to get an ear full, along with
the CFI ! I don't particularly enjoy aimless wandering about
On 13/04/2011, at 18:28 , stephenk wrote:
A tug upset from too low would mean the tug pilot had a lot of forward stick
and at release would pitch down. Scary but controllable. I have never heard
of an upset like this (I imagine it could happen, just doesn't seem to). I am
also guessing
Tom,
A trip to an automotive supplier would be better than the hardware store !
Remove all of the old paint.
Get a GRP filler at act as the undercoat and to smooth the surface. Some are
black and may be good enough as the finish with sanding and a polish.
Use an auto polyurethane or acrylic
Brilliant - this is only available if you are running Internet Explorer.
So those of us with a Mac have no access to the AIP on-line.
On 24/03/2011, at 10:09 , Mike Borgelt wrote:
Nope, all I get is file not found
Mike
At 09:03 AM 24/03/2011, you wrote:
Mike
Each of those
I have firefox, and it doesn't work either.
On 24/03/2011, at 11:13 , Jim Staniforth wrote:
Firefox works, and is available for mac.
Jim
From: Matthew Gage m...@knightschallenge.com
To: Discussion of issues relating to Soaring in Australia.
aus-soaring@lists.internode.on.net
Sent: Wed
And before someone whinges yet again about other potentially better systems,
I suggest that if they want this, they put up the cash to pay for them
On 23/03/2011, at 14:46 , Ross McLean wrote:
It depends a lot on how the Spot is mounted in the glider. Ideally they need
to be flat with a good
It may be possible to find some sat pics that show the location and extent of
wave in different conditions - I've seen several that show wave well for the
UK, including wave propagating more than 1500km downwind - the source being the
Pyrenees, with the occasional smaller range helping keep it
Tom,
Not sure on the rules because the link from the OLC site is broken and I can't
find them directly on the GFA site, but it looks like the DCE only takes
flights that are IGC-valid and not those that are OLC-valid.
Given that many flights aren't logged to the OLC at all, and some clubs are
Exactly. The current generation of PNAs (about 5 screen) are about right -
this is from experience of using 3 iPaq, 3.5 iPaq, 5 PNA (driving only) and
6.5 purpose made gliding instrument.
The 6.5 was actually too big - it took too much space in the panel. The 3
screens are too small. The 3.5
I believe that GFA AN84 is an agreed set of differences / exemptions from the
existing part 45.
The proposed new part 45 as mentioned by Wombat actually includes all of these
and goes further - removing the need for under wing markings and halving the
minimum height of the vertical markings.
Grant,
The big problem with having members do it for nothing is that you are then
dependant of the said member to maintain it - Something that Tim did, but
others may not - over the years, I've had a lot of business from sports
organisations where the volunteer has stopped volunteering - the
Dave,
it's even worse for us using a mac - we can't access ANYTHING on the new web
site - none of the links work (if you can work out what the menu is meant to be
because it looks a mess). However, we can access the old one for now, but it
hasn't been updated since the new one went live. I was
Don't count on the Falke being any better.
I had one tow behind a Rotax Falke some years ago in the UK. Performance was
very similar to what Dave described. We barely cleared the airfield boundary
fence (850m from launch point) in a K13. Conditions weren't perfect as we were
at max weight for
Probably as you can get them free from http://mapconnect.ga.gov.au/MapConnect/
Absolutely awful site to do this from, but you can get a custom map to cover
the area you want (with a lot of trial and error) and the size you want - A4,
A3, A1, A0
On 20/09/2010, at 18:57 , Ben Jones wrote:
I should have added:
Use a size bigger than you want as they take up a huge space with a legend.
See http://mapconnect.ga.gov.au/Output/1912_A4148285532795483023_1M_A4.pdf
for a map I created.
On 20/09/2010, at 18:57 , Ben Jones wrote:
Disregard, my last digital map package WAS purchased
Agree, and there are other things wrong with them as well - only in landscape
when I often want to print an area in portrait (lots of N/S flying, little E/W)
However, I suspect that Maptrax decided there was no market left for them with
the government giving digital maps away free, even if the
That's because the UK military don't have their own dedicated airspace - they
use class G along with everyone else, with controllers alerting them to radar
returns - which can and do see gliders, even wood and fabric.
I heard another story (again from sutton bank), 2 friends were in wave at
Having watched that a few times, I'm not certain Flarm would have helped - it
doesn't defend against pure stupidity or someone with a death wish. The lead
gliders only option would have been to level his wings on hearing an alarm and
ascertaining where the threat was, and that may not have been
My experience with emergency exit lighting (admittedly overseas working in a
theatre) is that they run from rechargeable batteries, as they don't have to
last long in the event of a power failure, the battery will be small capacity.
Probably the same sort of sealed lead acid batteries that we
Optus works, but you have to move about until you find a spot with reception at
the airfield. You probably need an external antenna to work well. You can
probably forget about inside the club house!
On 21/06/2010, at 9:45 , Mike Cleaver wrote:
Pam and others
Have to correct you there -
Robert,
This doesn't create a problem with the devices - you can do this with more than
just an iPhone - most new devices that you may consider using for nav (phones,
pdas, etc) will contain this as part of the base chip.
The problem is with how we want to control or police it.
I suggest that
Although the use of radio is not mandated everywhere, the way CAAP 166-2 is
worded, it is foolish not to have one - not from a technical air law
perspective, but from a criminal law perspective should you be unfortunate to
be involved in an accident where a death occurs.
Having the use of
I'm interested you mention the BGA.
Several UK airfields don't have the winch in view of the launch point - the
only option is radio. many use CB as the amount of launch traffic would drown
out the 2 gliding frequencies - 4 times the number of gliders as we have and
all in radio range on each
On 31/03/2010, at 13:17 , gavin wrigley wrote:
Worthwhile reading.
Of interestthe BGA 'Basic' instructor rating requires a very
serious effort to attain. If reccommended, the candidate has to pay
a substantial fee and then attend (at least) three days of theory
and practical
File converted to MP4 (using H.264 video and AAC audio encoding) -
http://www.4shared.com/file/111682609/98321b38/Vintage_Gliding_Video.html
There may still be problems as I can't get this to convert to AVI
format from either the original or the MP4, but at least internally,
it is a single
Until this takes you the other side of a river with no crossing for
50k just because the glider was closer to that road than the one you
needed to be on !
Best is to use Google Maps before you go and use the satellite view to
find access, etc - every site I have flown from the last 3
Pin 3 (next to the 2 +ve power pins) gives NMEA output which is what
you need. I've not tested with v10 yet though, but have run Winpilot
from the flarm for a couple of years.
Matt
On 13/02/2009, at 22:10 , james crowhurst wrote:
Anyone,
I have recently updated to winpilot v10 and have
Not forgetting the only way to make flying completely safe is to ban
it completely
Training that doesn't demonstrate how to avoid and if all else fails
to recover from situations that kill many would be lacking. The idea
being that the instructor through greater experience will prevent
I don't think there is anything wrong with either group - it just
helps to know which someone is in so the training and experience is
tailored for what they are after !
The best way of getting people for the long term is 1st making sure
they know what is in store for them - having someone
Not surprised - when compared to the cost of a joy flight in a cessna,
or a balloon flight, most clubs AEF rates are way way too cheap - even
if only for a 10 minute flight. For most people after a joy flight, 10
mins is actually enough and the shock of a winch launch really will
mean that
Terry,
no idea on the break down, and frankly I don't care.
I know that there is a proportion of insurance to cover me as an
instructor against a personal claim from the passenger (or their
estate if I do a good enough job of messing up). This is insurance
that a) I doubt I could actually
Nah,
He either saw it done or heard it in the evening after it happened
(all except the launch failure - it was done following a low speed
beat up) - I know Jim was either on the field or would have been by
evening - I did watch the stunt, waiting for for the inevitable carbon
On 09/09/2008, at 20:18 , Tim Shirley wrote:
Hi Jeff,
Writing something on P55 of the instructors manual (or even P54)
makes it neither less silly nor more safe. I'm still smiling :)
This is not for me a question of what happens in basic training.
The fundamental problem is the idea in
You can also look at the 18Ah batteries - yes they are heavier than 2
x 7Ah, but this is 18Ah at 900ma, rather than 2 lots of 7Ah at 350ma -
this means that even with the full load that Mike indicates (I am
drawing about 950ma), I will very rarely if ever go below 50% - I was
killing a 7Ah
On 13/06/2008, at 17:55 , Mike Borgelt wrote:
At 04:04 PM 13/06/2008, you wrote:
Practising sideslips can be a good idea in case one's airbrakes are
jammed for whatever reason. There are many anecdotes of people
forgetting to remove the tape from airbrakes after leaving them
taped up
Well the organisers of a particular comp could just comply with pilots
wishes by setting the maximum start height at the base of airspace -
which is exactly what the kiwis did for their nationals this year. At
most sites, we aren't going to get there ever !
And Ross, Jim was referring to
No, olde English would be CAA, which as everyone should know stands
for Campaign Against Aviation - that well known british government
funded organisation dedicated to keeping aircraft on the ground.
So CASA probably means Campaign Against (Safe / Sport / Serious /
Sensible / Soaring)
I think the argument went something like:
1. Oil is getting more expensive
2. We can make ethanol from corn, etc cheaper than we can refine
gasoline from oil
3. Value of ethanol is higher than raw value of corm for food
4. lets produce lots of Ethanol and make a bigger profit than refining
Given that 30-40% of the difference is due to refining costs - it does
cost more to refine ultra-low sulphur diesel, and the tax is the same,
60-70% of that price difference has got to be be profit. I expect as
demand for diesel increases, the difference will reduce.
We pay about 9% more
I frequently came across that logic in my last job. Would you be
willing to spend $500k on software for an independently proven saving
of $5m over 3 years - it is staggering how many companies aren't.
In this case, although the engine price would clearly be less for the
LS1, this is a tiny
They tried something very similar in sailing in the late 80's early
90's - it was a very expensive failure for very similar reasons.
They also tried multi-number handicaps for different conditions -
again this failed as unless you get a uniform day, they are even worse
than what we have now
Been using the MH system for 18 months. I personally take off with
canula on, and system set to activate from 5,000'. It uses next to
nothing below 10,000', but it really makes a difference having that
small puff - it drove home the effects of hypoxia for me, and showed
that I am badly
I think this rule covers it (taken from current nationals rules):
31.6 The use of other forms of communication during flight, including
but not limited to mobile phones, CB or HF radios, or any VHF
frequency not allocated by the Organisers, is prohibited.
Policing is another mater !
wrote:
Ok - so where do you draw the line?
A VCA is a VCA be it 1 metre or 10km; and who within the GFA has the
delegations to
grant exemptions to the Regs?
SDF
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
] On Behalf Of Matthew Gage
Sent: Saturday, 22 December 2007 2:11 PM
A slightly different perspective.
I will let the scientists argue this out until one side or the other
shows they are right. I'm not qualified to try and decide for myself.
However, looking at the Titanic (bear with me !)
The engineers claimed the ship was unsinkable, so believing this, the
On 04/12/2007, at 11:23 AM, Mark Newton wrote:
I get the feeling that most personal changes that normal people
undertake
to mitigate climate change are completely useless (does it really
matter
in the end if you buy a car with 10% less emissions than a Commodore,
or if you turn two
On 29/11/2007, at 6:01 AM, DMcD wrote:
There's no comparison guys! Soaring with eagles in a sailplane is
like watching it on TV compared with being out in the open. The only
similarity I can come up with involves the act of sexual congress
and rubber products and I am not going to sully
On 29/11/2007, at 11:41 AM, Phil wrote:
On another note. Here in SA if you see an eagle it almost certainly
is in the best thermal around and nearly impossible to outclimb
them. I've flown at Kingaroy in QLD the last 2 Octobers for the
nationals and found that more than 1/2 the eagles I
Interesting attitude. This is like saying because I drive a 1960s US
8l V8 that gets about 25l/100k, I should pay less tax to make up for
my expensive choice of car.
Europe has moved to a tax system based on emissions - the less fuel
burnt, the fewer emissions in general, hence diesels
Nah, it's to make pushing easier when it breaks down.
On 10/09/2007, at 13:21 , Dave wrote:
WRX Comes with an ironing board mounted on the boot too. Rumour has
it that
this type of spoiler is a substitute for having an I am a wonker
sticker
on the bumper bar
Probably in the opposite way to turning right !
The draw bar is fixed relative to the fin, but not the dolly wheel,
so there is no chance of it hitting the fin unless something breaks.
On 31/08/2007, at 10:05 , Graeme Thompson wrote:
Tom,
#5 is interesting , BUT, how does the tow vehicle
Given that so many have the same time (13:50) and this is the latest
start time listed - did they have a gate close time, and anyone after
that scores as starting at that time ?
On 16/07/2007, at 13:37 , nandrews wrote:
Good results for the Aussies! Did you see the start times for open?
They are the Italian handicaps - i think that should be enough
explanation.
But, I could say the same of some of the handicaps in use here !
As to the Astir - Are you confusing the Speed Astir ? This is
definitely not the same as the Astir CS or 77 - it is a flapped
machine similar in
But you miss the point completely here Dave. This is NOT an
imposition on the Narromine Members !
Narromine during cup week has about 2 members actually flying. The
rest who are present are GIVING their time to ensure that all the
visitors (60+ of them), who pay NOTHING to use the
And what would be achieved from such a venture ?
Many more people turning up for an AEF and not joining a club ?
More joining, but the same problem existing of only a fraction
staying beyond a year ?
Ah, we would feel good that the sport finally got the attention we
believe it deserves.
And for those wondering,
the Bronze is the same as the C here, and the cross country
endorsement requires a 1 hour soaring flight, a 2 hour soaring
flight, demonstrated ability to pick and at least approach into
paddocks and demonstrated ability to plan a x/c flight and navigate
without a
Agree to a point.
But they would of course be happy if the out of date chute was left
in the clubhouse.
I would personally fly with a parachute that had not been packed for
a year rather than fly without one at all.
Your example is based on flying or not flying. Only when parachute
Normal comp requirements are for it to be repacked in accordance with
manufactures instructions, or 6 months, which ever is earlier.
Personally, i would prefer to wear a parachute beyond its repack date
than not wear one at all.
On 24/05/2007, at 14:15 , John Giddy wrote:
Robinson, Peter
Exactly why a rigid downwind check is not a good idea, but training
to have the glider in the correct configuration for phase of flight
is. In an ideal world, the 2 coincide. When they don't, expect trouble.
I wonder how many wheel up incidents are preceded by no downwind leg ?
On
Interesting point.
Getting in the habit of flying the glider in the correct
configuration and at the correct speed for the current situation is
more important than rattling through a check list, particularly when
most people have nothing to do with 2 actions in many training gliders.
Slight correction for you. The BGA DO investigate ALL accidents and
incidents AND publish a report on all of them in their magazine. The
ATSB call in those that look of interest to them, or are likely to be
asked about by politicians - these have a more complete write up -
mostly because
My personal view is that the Cirrus has fantastic feel from the
elevator - you are feeling the airflow over the elevator, not
artificial forces imposed by a trim system - as is the case with the
Skylark 4, which I rate as the most unpleasant glider I have flown
for feel. Try flying 2 knots
Neither certification or design are the issue at all here ! Training is.
A glider certified with a wheel brake needs it working to be serviceable.
This is explicitly stated in operating regs in several other countries as
well.
As others are saying, the airbrake lever is probably the best
I think any option that uses a quality manufacturer for the complete lens
package will be good.
Having now had 12 months using Oakley¹s, I would definitely get them again.
I use the M-Frame, with a VR28 lens. My initial thought was that I would
also need a darker lens (the M-Frame has
I believe that strong sh*t would be gorilla ;)
Usual vintage groups would settle for the less strong Dope !
On 1/3/07 5:26 PM, Ben Loxton [EMAIL PROTECTED] wrote:
I think you lot have been smoking some strong sh*t at your Vintage
rallies..i mean WTF??
:-)
Ben
On 01/03/2007, at
Mike,
TCAS is actually incapable of causing an accident. Pilots do that !
However, incorrect use of TCAS can cause an accident.
TCAS requires BOTH pilots to do what TCAS directs for the desired outcome to
be provided. If ONE does something different, then an accident can (AND HAS)
occur.
I'm
Try using a bag first, and practice a lot before flying !
Get a bigger (and thicker) bag than you think I use large ziplock freezer
bags, but don¹t zip them twist the top after filling, and throw downwards
through the window.
First try sitting in the bath helps with the psychological
Try
Sailing
Triathlon
Motor Sport
For starters, and only because these are the only other sports I have
competed in at at least a regional level (as in State).
On 30/1/07 1:46 PM, David Lawley [EMAIL PROTECTED]
wrote:
Nick said:
³Any location for a competition can specify local rules
Dave,
It depends on the sport.
The rules I faced in Triathlon varied specifically in respect to ³drafting²
when cycling (and swimming). Although at the time the International and
National rules permitted it, most regional comps (in the UK) banned it. This
actually make a huge difference to the
Stop whinging, and look at satellite broadband instead- e.g.
http://www.clearnetworks.com.au/satellite.html
There are others available as well.
On 22/1/07 1:49 PM, Christopher Mc Donnell [EMAIL PROTECTED]
wrote:
Gee! I hate it when these sort of links are given.
Here at home I can only get
And use the time to really learn how to navigate without the GPS.
Helps when:
GPS signal is bad
You select the wrong way point (makes retrieves interesting when you are
given a distance from the field and on track from XXX when really they were
on track from YYY !)
-Original
Not sure on Zeiss, but I was able to get real Oakley
prescription lenses from the HCF sunglass shopon George
Street.
It took a lot of searching to find anyone who would get the
lenses I wanted as opposed to substituting theirs with a poor quality tint. I
actually had to phone Oakley to see
Just make sure that the GP has known them for at least 3 years, otherwise
use the DAME. The whole argument in favour of using a GP is that they have
the best possible knowledge of the persons overall health. This can only be
built up over time.
-Original Message-
From: [EMAIL
I don't think any comp is different (in any sport) !
Unless you go there to have fun, you stand no chance of winning. It doesn't
matter what sport, or what level it is.
My experience of comps in 4 different sports (including several world
championships), at youth, junior and senior levels is
This does depend on the car being driven.
I have had cars that pick up speed in the following ways:
1. Gearbox
2. Diff
3. Front (non-driven wheel)
4. Front (driven wheel)
In the case of no. 3, it IS feasible that if cruise control was fitted and
active, an aquaplaning front wheel would cause
The advantage of the Sensis map is that full road details are provided (for
where it covers), so sensible directions can be given. I can remember these
things telling me to turn onto a major road where there was no junction, and
being told to go the wrong way down a 1 way road - something that is
I can't comment on the display when thermalling. In practice, I totally
ignore Flarm in a gaggle - I'm too busy looking out the window, and I tend
to turn the volume down so as to not be distracted by the rare alarm -
However, the algorithm is so good that it doesn't trigger an alarm unless
Lets look at this differently,
Will a Radio save your life - NO
Will a parachute save your life - Possibly, but don't you want to avoid
needing to use it ?
Will perfect lookout prevent a mid-air - NO
We have 2 items that cost far more that for a life saving perspective are
either useless, or
Comments in-line.
Sadly, it looks like those (myself included) pro Flarm
being mandatory for Competitions have articulated their arguments weakly - The 2
comps I did this year were very close to voting to make it mandatory anyway.
Those who are arguing against have not flown with this. I
Simon,
Just to counter,
For a comp, I already MUST carry (wear) a Parachute, A
Logger (GPS trace is only acceptable as a backup) anda Radio. I also need
to pay to enter, pay for tows and for accommodation.
For
this years Club Class Nationals, I spent well over $2,000 on the comp. Could
The definition of a near miss is also a problem.
I am quite happy to share a thermal with several (many ?) others, providing
I can see them. We are very close (within 50-100 metres).
Others are not happy to be within 2-3k of another aircraft in ANY airspace -
as Graeme can attest to following a
I don't think he did - but I think you might be
!
If we condition ab-initios to think that going solo is the
main priority, when they get there, there is a good chance many will say "well
I've done that, now for the next challenge" - the "fun" hasn't really begun yet,
so we don't have them
1st, Nigel made it very clear to those at both Keepit and Benalla that this
existed. This means that time-bomb is not quite the right word for it.
Mandatory Update is.
2nd and far more importantly, in the interests of safety, it is better for a
unit to not work at all than give an indication that
I think the reasons are many.
First, a quick note on what my initial goals were. I had spent many years
competing sailing at an international level. I stopped because I had stopped
enjoying it and couldn't see any way I could do better than I had already
within my financial situation. I went
Alternatively, run an inverter from a large (80-100Ah) car battery, and have
this on permeant solar panel charge. This can then feed the standard power
supply. You could also use a 24v supply and used a cheap regulator to bypass
the standard laptop supply - most need 16-18 volts.
As long as you
Re medicals.
This is not a reduction in standards at all. It is acceptance of the UK CAA
system for the NPPL which implemented a revised BGA system for gliding
(which the BGA now use as well), which in turn was based on statistical
evidence of accidents that were attributed to medical causes.
I think you're missing the point. Only by working on making sure you attract
and retain members at your club can things improve overall.
We have too many clubs that are simply not viable today. I can't put a
minimum membership number on it though.
These small clubs need to look at their options
Having suffered from bad motion sickness for years, both racing sailing
boats offshore and flying, I have tried many remedies:
Ginger - helps a bit.
Pressure pads - useless
Scopoderm patches - fantastic on the boat, but expensive and you waste them
flying - they last 3 days, but don't wear them
Good to hear.
My ex-syndicate partner in the UK was a paraplegic, who after an evening out
organised by some group, decided to learn. He designed and helped install
hand controls to a blanic (I think), and having gone solo bought into an
open cirrus and modified that, finishing up with the
Yes, but I borrowed it, and can't remember who from or the make/model.
I have 3, 2 don't work at all, although are fine with a Garmin, the 3rd
works to change the date and declaration, but won't download a trace.
EW will sell you one that they say they have tested. It might be worth
calling them
It's best to read the actual report.
http://www.aaib.dft.gov.uk/publications/bulletins/august_2005/ask13_glider__fwn.cfm
From: [EMAIL PROTECTED]
[mailto:[EMAIL PROTECTED] On Behalf Of Brian
WadeSent: Thursday, 15 September 2005 07:22To: CGC List;
DDSC members CHAT; [EMAIL
I suggest also recording the age (and tread depth) of the tyres. The
difference between a new and worn out tyre for a typical car can be as much
as 3% in diameter, and hence distance per revolution, and hence in speedo
reading. Older tyres give more optimistic readings.
For a 4WD, the difference
1 - 100 of 113 matches
Mail list logo
