from:"Mike Borgelt"

Re: [Aus-soaring] Lithium batteries

2019-01-31 Thread Mike Borgelt

Instead of "approving" individual brands or types
of LiFePO4 it would be smarter to simply require
a BMS, either internal or external that protects
the battery against over/under temp, over under
charge/discharge and balances the cell voltages.

I note the 18 A-H LiFePO4 weighs about the same
as a 7.5 A-H sealed lead acid. If you have the
volume available a very useful increase in capacity for the same mass.

No Li-ion or LiPo, particularly the R/C model
types as they have zero protection circuitry.

Of course we have Li-ion in our phones, tablets
and some loggers but these are relatively small
and do have protection circuits built in.
Probably also able to be tossed out the clear
vision panel. That ought to go down a treat with
those below. Interesting moral issue.

NEVER try to charge any lithium batteries near or below 0 deg C.

Mike

At 12:56 PM 2/1/2019, you wrote:
Hmmm looks like the fusion battery most likely
to be fitted to gliders is No Longer Available and the rest are on sale.

I wonder why?

Mike

At 11:57 AM 2/1/2019, you wrote:
So the approval process is typically vague. I
doubt anyone is going to give you their proprietory on board circuitry.

Any LiFePO4 battery with a built in BMS should
do much the same thing. EarthX actually have
two redundant BMS built in but they are
designed to start engines and be charged in situ.

Alternatively build a pack from cells and
install an external BMS circuit board. This has
the advantage that you can manually check the
BMS performance as you have access to each cell.

LiFePO4 is currently the safest Lithium
technology but has a lower voltage per cell and
lower volumetric and mass energy than the Li-Co
lithium ion technology used in laptops, Tesla
cars, Boeing 787 (remember the fires? The
company that was subcontracted to do the BMS
managed to burn down the testing lab.) LiFePO4
ispopular in Chinese electric cars

Mike

At 08:45 AM 2/1/2019, you wrote:
From what I understand, it was looking at the
tech itself - the onboard circuitry. There
was also a bit of grandfathering since they'd
been used unofficially for a while with no
incidents.Â I see Sean has popped up here so
the GFA airworthiness group would be aware of
it, probably just a case of sending an email
to officially ask for approval to cad or
dc...@glidingaustralia.org, then waiting some
time for a bit of investigation.Â

- Original Message -
From:
"Discussion of issues relating to Soaring in
Australia."

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

Cc:
Sent:
Fri, 1 Feb 2019 08:43:27 +1100
Subject:
Re: [Aus-soaring] Lithium batteries
For a rare occasion I agree with Mike.Â
What were the evaluating criteria used to approve Fusion?

On 1 Feb 2019, at 8:33 am, Mike Borgelt
<<mailto:mborg...@borgeltinstruments.com>
mborg...@borgeltinstruments.com> wrote:

I'm sure that's nice for the Fusion dealer but
these seem to be similarly specified but with
higher allowable discharge current and similar internal protection circuitry.
The internal circuitry is designed to make the
battery "look" like a standard lead acid or
gel cell type and the EarthX brand is used in
Experimental homebuilts connected to the
charging system instead of a lead acid or gel
cell. That brand also can be used for engine
starting. They are available in Australia.
There was a good article in Kitplanes a while
ago on the manufacture and testing of those.
As the battery "looks" like a standard lead
acid no mods to the aircraft charging circuit
are necessary and any good lead acid battery charger should work.
If you try to use an intelligent LiFePO4
charger you may get a conflict between the
battery internal protection and the intelligent charger. See that.
It would be nice to know what exactly the
approval process for the Fusion brand involved.

Mike
.
At 06:10 AM 2/1/2019, you wrote:
Same product (and same price) available at
Jaycar - although strictly speaking only fusion brand allowed at this stage?

<https://www.jaycar.com.au/12-8v-7-5ah-lithium-deep-cycle-battery/p/SB2201>https://www.jaycar.com.au/12-8v-7-5ah-lithium-deep-cycle-battery/p/SB2201

Nick.
On Fri, Feb 1, 2019 at 6:16 AM Mike Borgelt
<<mailto:mborg...@borgeltinstruments.com>
mborg...@borgeltinstruments.com> wrote:

This came in yesterday:

<https://www.techbrands.com/store/category/li-battery-feb19.aspx?utm_source=battery_medium=Email_campaign=TBNewFeb19>https://www.techbrands.com/store/category/li-battery-feb19.aspx?utm_source=battery_medium=Email_campaign=TBNewFeb19

These look good for avionics although you
can't use them to start an engine.

Mike

Borgelt Instruments - design & manufacture of
quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Ã ÃÂ 07 4635 5784Ã Ã Ã Ã Ã overseas: in

Re: [Aus-soaring] Lithium batteries

2019-01-31 Thread Mike Borgelt

So the approval process is typically vague. I 
doubt anyone is going to give you their proprietory on board circuitry.


Any LiFePO4 battery with a built in BMS should do 
much the same thing. EarthX actually have two 
redundant BMS built in but they are designed to 
start engines and be charged in situ.


Alternatively build a pack from cells and install 
an external BMS circuit board. This has the 
advantage that you can manually check the BMS 
performance as you have access to each cell.


LiFePO4 is currently the safest Lithium 
technology but has a lower voltage per cell and 
lower volumetric and mass energy than the Li-Co 
lithium ion technology used in laptops, Tesla 
cars, Boeing 787 (remember the fires? The company 
that was subcontracted to do the BMS managed to 
burn down the testing lab.)  LiFePO4 ispopular in Chinese electric cars


Mike





At 08:45 AM 2/1/2019, you wrote:
From what I understand, it was looking at the 
tech itself - the onboard circuitry. There was 
also a bit of grandfathering since they'd been 
used unofficially for a while with no 
incidents.Â  I see Sean has popped up here so 
the GFA airworthiness group would be aware of 
it, probably just a case of sending an email to 
officially ask for approval to cad or 
dc...@glidingaustralia.org, then waiting some 
time for a bit of investigation.Â



- Original Message -
From:
"Discussion of issues relating to Soaring in 
Australia." 


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

Cc:

Sent:
Fri, 1 Feb 2019 08:43:27 +1100
Subject:
Re: [Aus-soaring] Lithium batteries


For a rare occasion I agree with Mike.Â

What were the evaluating criteria used to approve Fusion?



On 1 Feb 2019, at 8:33 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:


I'm sure that's nice for the Fusion dealer but 
these seem to be similarly specified but with 
higher allowable discharge current and similar internal protection circuitry.


The internal circuitry is designed to make the 
battery "look" like a standard lead acid or gel 
cell type and the EarthX brand is used in 
Experimental homebuilts connected to the 
charging system instead of a lead acid or gel 
cell. That brand also can be used for engine 
starting. They are available in Australia. There 
was a good article in Kitplanes a while ago on 
the manufacture and testing of those.


As the battery "looks" like a standard lead acid 
no mods to the aircraft charging circuit are 
necessary and any good lead acid battery charger should work.


If you try to use an intelligent LiFePO4 charger 
you may get a conflict between the battery 
internal protection and the intelligent charger. See that.


It would be nice to know what exactly the 
approval process for the Fusion brand involved.



Mike
.


At 06:10 AM 2/1/2019, you wrote:
Same product (and same price) available at 
Jaycar - although strictly speaking only fusion brand allowed at this stage?


<https://www.jaycar.com.au/12-8v-7-5ah-lithium-deep-cycle-battery/p/SB2201>https://www.jaycar.com.au/12-8v-7-5ah-lithium-deep-cycle-battery/p/SB2201 



Nick.


On Fri, Feb 1, 2019 at 6:16 AM Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:

This came in yesterday:

<https://www.techbrands.com/store/category/li-battery-feb19.aspx?utm_source=battery_medium=Email_campaign=TBNewFeb19>https://www.techbrands.com/store/category/li-battery-feb19.aspx?utm_source=battery_medium=Email_campaign=TBNewFeb19 


These look good for avionics although you can't use them to start an engine.
Mike







Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Ã ÃÂ  07 4635 5784Ã Ã Ã Ã Ã overseas: int+61-7-4635 5784
mob: 042835 5784Ã Ã Ã Ã Ã Ã Ã ÃÂ  Ã Ã 
Ã Ã Ã Ã Ã Ã :ÃÂ  int+61-42835 5784

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quality soaring instrumentation since 1978

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tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
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Re: [Aus-soaring] Lithium batteries

2019-01-31 Thread Mike Borgelt

I'm sure that's nice for the Fusion dealer but 
these seem to be similarly specified but with 
higher allowable discharge current and similar internal protection circuitry.


The internal circuitry is designed to make the 
battery "look" like a standard lead acid or gel 
cell type and the EarthX brand is used in 
Experimental homebuilts connected to the charging 
system instead of a lead acid or gel cell. That 
brand also can be used for engine starting. They 
are available in Australia. There was a good 
article in Kitplanes a while ago on the manufacture and testing of those.


As the battery "looks" like a standard lead acid 
no mods to the aircraft charging circuit are 
necessary and any good lead acid battery charger should work.


If you try to use an intelligent LiFePO4 charger 
you may get a conflict between the battery 
internal protection and the intelligent charger. See that.


It would be nice to know what exactly the 
approval process for the Fusion brand involved.



Mike
.


At 06:10 AM 2/1/2019, you wrote:
Same product (and same price) available at 
Jaycar - although strictly speaking only fusion brand allowed at this stage?


<https://www.jaycar.com.au/12-8v-7-5ah-lithium-deep-cycle-battery/p/SB2201>https://www.jaycar.com.au/12-8v-7-5ah-lithium-deep-cycle-battery/p/SB2201

Nick.


On Fri, Feb 1, 2019 at 6:16 AM Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:

This came in yesterday:

<https://www.techbrands.com/store/category/li-battery-feb19.aspx?utm_source=battery_medium=Email_campaign=TBNewFeb19>https://www.techbrands.com/store/category/li-battery-feb19.aspx?utm_source=battery_medium=Email_campaign=TBNewFeb19 



These look good for avionics although you can't use them to start an engine.

Mike








Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
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Re: [Aus-soaring] Lithium batteries

2019-01-31 Thread Mike Borgelt


This came in yesterday:

https://www.techbrands.com/store/category/li-battery-feb19.aspx?utm_source=battery_medium=Email_campaign=TBNewFeb19

These look good for avionics although you can't use them to start an engine.

Mike









Borgelt Instruments - design & manufacture of quality soaring 
instrumentation since 1978

www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
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Re: [Aus-soaring] Glidertools Androport

2019-01-28 Thread Mike Borgelt

What are you trying to connect Chris. We have a Bluetooth device 
which combines two serial data streams and sends the composite stream 
to a tablet etc via Bluetooth. One of the channels is bi-directional.

There is also a single channel version and a 3 channel version.

Original intent was for B800 and Flarm to tablet with XCSoar on the 
tablet controlling B800 MacCready, bugs, ballast. With a $98 dollar 
Lenovo tablet, a really great simple system.


You get Flarm target data on the tablet and the tablet can use the 
Flarm GPS or its own.





Mike



At 01:30 PM 1/29/2019, you wrote:

Content-Type: multipart/alternative;
boundary="=_NextPart_000_0027_01D4B7D6.D50AB4C0"
Content-Language: en-au

Does anyone on the list have a Glidertools Androport surplus to 
their requirements.

If so please contact me offline. Thanks

Regards
Chris
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


Thanks, Glenn.



Mike

At 02:06 PM 1/17/2019, you wrote:

Hi Mike
I  usually fly with a bit of top rudder in 
thetmals i.e. string pointing towards uppermost 
wing. It prevents being blown out of the lift in 
gusty thermals and is useful when down low scratching away.

Cheers
Glenn



Sent from my SAMSUNG Galaxy Note5 on the Telstra Mobile Network

 Original message 
From: Mike Borgelt 
Date: 17/1/19 10:42 am (GMT+10:00)
To: "Discussion of issues relating to Soaring in 
Australia." 

Subject: Re: [Aus-soaring] slip in thermals?

5 replies and nobody wants to say what they personally try to do or why.

Never mind.


Mike






At 09:39 AM 1/17/2019, you wrote:

Good morning all
You might want to refer to "Advanced Soaring Made Easy" pages 194 and 195.
Cheers
Bernard



Sent from my Samsung Galaxy smartphone.

 Original message 
From: Bob Dircks 
Date: 17/01/2019 10:03 (GMT+09:30)
To: "Discussion of issues relating to Soaring 
in Australia." 

Subject: Re: [Aus-soaring] slip in thermals?

Good points Richard,

However I still find the use of the word "pointing" very ambiguous.

I suggest that "pointing" indicates a direction 
radiating from the viewpoint.
This would have us discussing the forward 
direction of the string,  while it is more 
common to consider the rearward direction of 
the string. ie it's trailing direction.




On Thu, 17 Jan. 2019, 10:18 am Richard Frawley 
<<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com wrote:
the string can be either pointing in to the 
thermal centre or pointing out away from the core
there is some conjecture that with some 
aircraft (I read that it was mainly older 
pre-1980 craft) that with the string pointing 
to the outside, they may be more efficient in the climb.
There are also some views that say that 
polyhedral vs straight wings tend to set up a 
balance that has the string pointing out.
I have not yet seen any empiric data or 
detailed theory that speaks to these 
suppositions, I expect it exists somewhere tho.

More questions and less answers stillÂ..
<






Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com
We do not inherit the earth from our ancestors, 
we borrow it from our children








On 17 Jan 2019, at 10:12 am, Bob Dircks 
<<mailto:dircks@gmail.com>dircks@gmail.com> wrote:

Mike,
In your original question,
Part b,
By "pointing" I presume you mean "trailing" ?
To me, in this case "pointing" could be the 
direction of the forward end of the string.


On Thu, 17 Jan. 2019, 9:54 am Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com wrote:

So how about answering the questions?

Mike
At 08:51 AM 1/17/2019, you wrote:
and what is the expected differential 
(gain/loss) with say a 10degree slip 
indication variation, given all the other factors that determine climb rate.
This might b able to be worked out 
mathematically given the airflows angle on 
the wing and fuselage drags differences
I suspect that are several aerodynamic 
factors would have to be considered, 
especially given the the thermal core is dynamic.


A question for modern designers perhaps, 
especially when all aviation design is a trade off










Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com
We do not inherit the earth from our 
ancestors, we borrow it from our children








On 17 Jan 2019, at 9:43 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:

At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how 
to you tell if one technique is better than another. What is a useful baseline?




Climbing better than the other gliders is 
the test but what if everybody is using the same less than optimum technique?

Mike






On 17 Jan 2019, at 7:16 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:



When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?

Your technique may not be doing what you think it is.
Mike






Borgelt Instruments - design & manufacture 
of quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


See my post at 11:13 Harry.

Mike

At 12:26 PM 1/17/2019, you wrote:

Hi All,

The answer as to why we thermal with the yaw 
string slightly outwards might have something to 
with the fact we are flying a straight glider in 
a curved pattern. If the glider had the same 
curved shape as the thermals diameter the yaw 
string would be central in aÂ  balanced turn. As 
the string is well to the front of the central 
part of the glider it will be slightly outwards 
when a yaw string centrally located 
longitudinally would be straight at the same 
time. Haven't worked out just how many degrees 
and am sure Mike will shoot this explanation 
down in flames but maybe worth a thought,


Harry




On 17/01/2019 7:16 AM, Mike Borgelt wrote:


When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


Thanks, Reg.


Mike


At 11:30 AM 1/17/2019, you wrote:
I have the free end of the string pointing a few degrees to the 
outside of the turn.


On 17 Jan 2019, at 9:42 am, Bob Dircks 
<<mailto:dircks@gmail.com>dircks@gmail.com> wrote:



Mike,
In your original question,

Part b,

By "pointing" I presume you mean "trailing" ?

To me, in this case "pointing" could be the direction of the 
forward end of the string.



On Thu, 17 Jan. 2019, 9:54 am Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com wrote:

So how about answering the questions?


Mike

At 08:51 AM 1/17/2019, you wrote:
and what is the expected differential (gain/loss) with say a 
10degree slip indication variation, given all the other factors 
that determine climb rate.


This might b able to be worked out mathematically given the 
airflows angle on the wing and fuselage drags differences


I suspect that are several aerodynamic factors would have to be 
considered, especially given the the thermal core is dynamic.


A question for modern designers perhaps, especially when all 
aviation design is a trade off











Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com

We do not inherit the earth from our ancestors, we borrow it from 
our children








On 17 Jan 2019, at 9:43 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:


At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how to you tell if one 
technique is better than another. What is a useful baseline?





Climbing better than the other gliders is the test but what if 
everybody is using the same less than optimum technique?


Mike






On 17 Jan 2019, at 7:16 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:



When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






Borgelt Instruments - design & manufacture of quality soaring 
instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


At 11:14 AM 1/17/2019, you wrote:



This results in them feeling like "the tail is 
being pushed up" as they pull back. If you are 
turning  and the thermal is strong and you are 
too keen to maintain the attitude you can stall 
the wing(s), spin and try to kill yourself.


Really, and how often does that happen.must be trained otherwise then...




Try the accident with the ASG29 at Waikerie a 
couple of years ago as a candidate. Nobody I've 
talked to has seen an investigation report. 
Doesn't mean there isn't one. Also doesn't 
necessarily mean they came to valid conclusions.



The dynamically and statically lighter the 
tail is, the faster it will rise (it rises in 
response to the change of angle of attack 
caused by the rising air). The faster is rises the easier it is to feel.


A nose heavy CG slows the Ã¢ÂÂriseÃ¢ÂÂ 
response making it harder to feel the lift, 
this is most prominent when seeking bubbles and lines than big thermals.



Wrong way around. Forward C of G makes the glider more statically stable.


exactly what I said, a fwd CG means more 
positive force being applied on the tailplane 
(creating strong stability and resistance to 
external forces) and making the stick force 
required to change the A0A greater (giving the glider that heavy feel)


A rearward CG makes the controls lighter (which 
you can easily feel if the CG is back with the 
controls being lighter and more sensitive) and 
as such the dynamic forces in place are less, so 
when the plane goes into rising air the 
stabilising setup will renormalise the AoA by 
raising the tail more quickly than if it has a 
forward CGie less signalling to the pilot



You actually said (and quoted yourself) "A nose 
heavy CG slows the Ã¢ÂÂriseÃ¢ÂÂ response 
making it harder to feel the lift, this is most 
prominent when seeking bubbles and lines than big thermals."

The opposite of what you now claim. You are confused.
Run the C of G far enough back and the static 
stability will be zero. The glider will then not 
try to change attitude when encountering rising or sinking air.



A good question to ask is why have tailplanes 
got smaller and booms lighter and smaller. 
Easily seen by anything new from the factory of recent design



When there is less of it there is less wetted 
area and less drag. Horizontal tails  can be 
small on properly designed flapped gliders 
as  there may not be much lift force being 
generated unless changing attitude, if optimum flap settings are used.
The last competitive Standard Class glider to be 
designed was the Discus 2. We won't count the ASW 
28. Will anyone try to design, test and market another?


Mike






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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


Hi Erich,

It is a pity Dick Johnson didn't do some numbers 
on the theory of the curved airflow.


A typical radius of a thermal turn at 60 KTAS is 
near as dammit 100 meters. With the yaw string 
location 2 meters (actually 1.5 on an A 
model  Ventus) this gives the angle offset at 
57.3 2/100  or about 1.15 degrees BUT the glider 
is banked at 45 degrees so what you see is this 
number multiplied by the cosine of the bank angle 
or 0.707. This gives a yaw string slip indication 
of  0.8 degrees. On a 60mm yaw string this is 
less than 1mm. Think you can see it? To get the 
angles of yaw string displacement Dick was 
talking about  (5 to 20 degrees) you need the 
business end of the string displaced from the 
center by 5 to 20 mm. This is a definite slip.


Now flying your beautifully streamlined fuselage 
optimised for minimum drag at zero yaw angle, 
somewhat sideways through the air WILL increase 
the  profile drag. Also it will generate induced 
drag (where do you think the side force comes 
from?) from a very low aspect ratio inefficient 
wing (the fuselage and vertical stabiliser).


Now draw the vector diagram of the forces in a 45 
degree banked turn. The side force generated by 
the slip points UP and to the OUTSIDE of the 
circle. This means that there is effectively less 
bank angle than you think and part of the lift 
generated is from the very inefficient 
fuselage/tail instead of that lovely efficient wing.


Sure you want to do that?

I understand the business of wanting to minimise 
the amount of aileron acting to hold off bank and 
on a Standard class glider the aileron deflection 
slightly upsets the lift distribution of the wing 
but on anything where the trailing edge or most 
of it moves, well that's why we have flaps - to 
maximise lift and minimise profile drag at the different lift coefficients.


Mike

At 09:36 AM 1/17/2019, you wrote:

Hello Mike,
is this article useful?
<http://www.wisoar.org/Documents/Holighaus%20-%20Thermalling%20Efficiency.pdf>http://www.wisoar.org/Documents/Holighaus%20-%20Thermalling%20Efficiency.pdf
ta
Erich


On Thu, 17 Jan 2019 at 07:16, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:

When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


At 10:04 AM 1/17/2019, you wrote:

why not fly with a fwd CoG

I have read somewhere that the CG range offered 
in the manual still has a safety factor built 
in, so its pretty safe anywhere forward of 2/3rds back.


Here is an interesting point about CG.

There are two primary ways that the pilot senses lift

1) increasing pressure in the buttocks, lower 
spine and inner ear by vertical acceleration
2) by a change of the location of the horizon 
(the tail raises) and the eyes sense the change


The latter is interesting, as the mix of these 
two will result for some people in a sense lift 
as push forward or push in the back feeling.


That is because the glider actually accelerates 
momentarily on entering lift. Draw the diagram 
and remember that the lift vector is at right 
angles to the relative airflow. The time constant 
for this is around 0.5 seconds for a modern 
ballasted glider so after a bit over a second most of the effect has gone away.
Most people are flying attitude and will 
automatically pull the stick back to maintain the 
attitude. This results in them feeling like "the 
tail is being pushed up" as they pull back. If 
you are turning  and the thermal is strong and 
you are too keen to maintain the attitude you can 
stall the wing(s), spin and try to kill yourself.





The dynamically and statically lighter the tail 
is, the faster it will rise (it rises in 
response to the change of angle of attack caused 
by the rising air). The faster is rises the easier it is to feel.


A nose heavy CG slows the âriseâ response 
making it harder to feel the lift, this is most 
prominent when seeking bubbles and lines than big thermals.



Wrong way around. Forward C of G makes the glider 
more statically stable. I was in Germany in 1988 
when the SB13 flying wing glider flew. They were 
pretty cautious and had a forward C of G and 
being a wing it had a low moment of inertia 
around the C of G in the pitching direction. It 
proved unpleasant to fly like that as it reacted 
too quickly to up and down gusts so they ran the 
C of G aft to make the static stability more neutral.


Mike





The diana 2 is know to be able to signal lift 
very well, this is likely why. (it has very low 
tail and boom mass, and less inertial and therefore faster to respond)









Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com

We do not inherit the earth from our ancestors, we borrow it from our children







On 17 Jan 2019, at 10:43 am, Nick Gilbert 
<<mailto:golfsierrag...@gmail.com>golfsierrag...@gmail.com> wrote:


Mike,

Iâm sure this is the wrong answer, but to me 
it feels more comfortable slightly nose high - 
so yawstring indicating right rudder required 
if turning right. I fly with forward c of g which may be a factor.


I have no idea if this is more or less 
efficient, and Iâm under no impression that 
itâs the optimal method. Just that it feels more comfortable.


Nick.

On 17 Jan 2019, at 10:09 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:


Yes, to be pedantic it is trailing but common 
vernacular is to call the back end of the yaw 
string  the direction it is pointing.


Now can someone answer the questions please?

When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Mike

At 09:12 AM 1/17/2019, you wrote:

Mike,
In your original question,

Part b,

By "pointing" I presume you mean "trailing" ?

To me, in this case "pointing" could be the 
direction of the forward end of the string.Ã



On Thu, 17 Jan. 2019, 9:54 am Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com wrote:

So how about answering the questions?

Mike
At 08:51 AM 1/17/2019, you wrote:
and what is the expected differential 
(gain/loss) with say a 10degree slip 
indication variation, given all the other factors that determine climb rate.
This might b able to be worked out 
mathematically given the airflows angle on 
the wing and fuselage drags differences
I suspect that are several aerodynamic 
factors would have to be considered, 
especially given the the thermal core is dynamic.
A question for modern designers perhaps, 
especially when all aviation design is a trade off










Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com
We do not inherit the earth from our 
ancestors, we borrow it from our children








On 17 Jan 2019, at 9:43 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:

At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how 
to you tell if one technique is better than another. What is a useful baseline?




Climbing better than the other gliders is 
the test but what if everybody is using the same less than optimum technique?

Mike

Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


Thanks, Nick.



Mike


At 09:43 AM 1/17/2019, you wrote:

Mike,

Iâm sure this is the wrong answer, but to me 
it feels more comfortable slightly nose high - 
so yawstring indicating right rudder required if 
turning right. I fly with forward c of g which may be a factor.


I have no idea if this is more or less 
efficient, and Iâm under no impression that 
itâs the optimal method. Just that it feels more comfortable.


Nick.

On 17 Jan 2019, at 10:09 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:


Yes, to be pedantic it is trailing but common 
vernacular is to call the back end of the yaw 
string  the direction it is pointing.


Now can someone answer the questions please?

When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Mike

At 09:12 AM 1/17/2019, you wrote:

Mike,
In your original question,

Part b,

By "pointing" I presume you mean "trailing" ?

To me, in this case "pointing" could be the 
direction of the forward end of the string.Ã



On Thu, 17 Jan. 2019, 9:54 am Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com wrote:

So how about answering the questions?

Mike
At 08:51 AM 1/17/2019, you wrote:
and what is the expected differential 
(gain/loss) with say a 10degree slip 
indication variation, given all the other factors that determine climb rate.
This might b able to be worked out 
mathematically given the airflows angle on 
the wing and fuselage drags differences
I suspect that are several aerodynamic 
factors would have to be considered, 
especially given the the thermal core is dynamic.
A question for modern designers perhaps, 
especially when all aviation design is a trade off










Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com
We do not inherit the earth from our 
ancestors, we borrow it from our children








On 17 Jan 2019, at 9:43 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:

At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how 
to you tell if one technique is better than another. What is a useful baseline?




Climbing better than the other gliders is 
the test but what if everybody is using the same less than optimum technique?

Mike






On 17 Jan 2019, at 7:16 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:



When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?

Your technique may not be doing what you think it is.
Mike






Borgelt Instruments - design & manufacture 
of quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Ã Ã  07 4635 5784Ã Ã Ã Ã 
Ã overseas: int+61-7-4635 5784
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


Yes, I've seen that article, Erich.

A couple of months ago we ran a flight test of 
the theory that the string in the boundary layer 
amplified the actual sideslip. Taped a bent 
paperclip with a second string 25mm above the normal one.
The boundary layer a couple of feet from the nose 
is quite thin so this should have got it outside the layer.

Nope. Strings seemed to move together.

Need to do this again with several strings at 
different heights. The flow disturbance may 
extend much further from the surface of the nose.


Mike


At 09:36 AM 1/17/2019, you wrote:

Hello Mike,
is this article useful?
<http://www.wisoar.org/Documents/Holighaus%20-%20Thermalling%20Efficiency.pdf>http://www.wisoar.org/Documents/Holighaus%20-%20Thermalling%20Efficiency.pdf
ta
Erich


On Thu, 17 Jan 2019 at 07:16, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:

When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


Bob,

The thing is in front of you pivoted at the front 
which is at the bottom from your point of view.
Stand a  pencil on your desk in front of you. 
Pivot it clockwise some degrees less than 90 
about the point where it rests on the desk. Which direction is it pointing?



I used to fly with a little slip in thermals as a 
result of some advice by George Moffat/ Klaus Holighaus/Dick Johnson.


Some flight tests have made me realise what you 
are really doing here. I don't think it is good.


Mike








 At 09:33 AM 1/17/2019, you wrote:

Good points Richard,

However I still find the use of the word "pointing" very ambiguous.Â

I suggest that "pointing" indicates a direction 
radiating from the viewpoint.Â
This would have us discussing the forward 
direction of the string,Â  while it is more 
common to consider the rearward direction of the 
string. ie it's trailing direction.Â




On Thu, 17 Jan. 2019, 10:18 am Richard Frawley 
<<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com wrote:
the string can be either pointing in to the 
thermal centre or pointing out away from the core


there is some conjecture that with some aircraft 
(I read that it was mainly older pre-1980 craft) 
that with the string pointing to the outside, 
they may be more efficient in the climb.


There are also some views that say that 
polyhedral vs straight wings tend to set up a 
balance that has the string pointing out.


I have not yet seen any empiric data or detailed 
theory that speaks to these suppositions, I expect it exists somewhere tho.


More questions and less answers still..








Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com

We do notÂ inherit theÂ earth fromÂ ourÂ 
ancestors,Â we borrow itÂ from ourÂ children








On 17 Jan 2019, at 10:12 am, Bob Dircks 
<<mailto:dircks@gmail.com>dircks@gmail.com> wrote:


Mike,
In your original question,

Part b,

By "pointing" I presume you mean "trailing" ?

To me, in this case "pointing" could be the 
direction of the forward end of the string.Â



On Thu, 17 Jan. 2019, 9:54 am Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com wrote:

So how about answering the questions?


Mike

At 08:51 AM 1/17/2019, you wrote:
and what is the expected differential 
(gain/loss) with say a 10degree slip 
indication variation, given all the other factors that determine climb rate.


This might b able to be worked out 
mathematically given the airflows angle on the 
wing and fuselage drags differences


I suspect that are several aerodynamic factors 
would have to be considered, especially given the the thermal core is dynamic.


A question for modern designers perhaps, 
especially when all aviation design is a trade off











Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com

We do not inherit the earth from our 
ancestors, we borrow it from our children








On 17 Jan 2019, at 9:43 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:


At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how 
to you tell if one technique is better than another. What is a useful baseline?





Climbing better than the other gliders is the 
test but what if everybody is using the same less than optimum technique?


Mike






On 17 Jan 2019, at 7:16 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:



When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






Borgelt Instruments - design & manufacture 
of quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


5 replies and nobody wants to say what they personally try to do or why.

Never mind.


Mike






At 09:39 AM 1/17/2019, you wrote:

Good morning all
You might want to refer to "Advanced Soaring Made Easy" pages 194 and 195.
Cheers
Bernard



Sent from my Samsung Galaxy smartphone.

 Original message 
From: Bob Dircks 
Date: 17/01/2019 10:03 (GMT+09:30)
To: "Discussion of issues relating to Soaring in 
Australia." 

Subject: Re: [Aus-soaring] slip in thermals?

Good points Richard,

However I still find the use of the word "pointing" very ambiguous.

I suggest that "pointing" indicates a direction radiating from the viewpoint.
This would have us discussing the forward 
direction of the string,  while it is more 
common to consider the rearward direction of the 
string. ie it's trailing direction.




On Thu, 17 Jan. 2019, 10:18 am Richard Frawley 
<<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com wrote:
the string can be either pointing in to the 
thermal centre or pointing out away from the core


there is some conjecture that with some aircraft 
(I read that it was mainly older pre-1980 craft) 
that with the string pointing to the outside, 
they may be more efficient in the climb.


There are also some views that say that 
polyhedral vs straight wings tend to set up a 
balance that has the string pointing out.


I have not yet seen any empiric data or detailed 
theory that speaks to these suppositions, I expect it exists somewhere tho.


More questions and less answers still..
<







Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com

We do not inherit the earth from our ancestors, we borrow it from our children







On 17 Jan 2019, at 10:12 am, Bob Dircks 
<<mailto:dircks@gmail.com>dircks@gmail.com> wrote:


Mike,
In your original question,

Part b,

By "pointing" I presume you mean "trailing" ?

To me, in this case "pointing" could be the 
direction of the forward end of the string.



On Thu, 17 Jan. 2019, 9:54 am Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com wrote:

So how about answering the questions?


Mike

At 08:51 AM 1/17/2019, you wrote:
and what is the expected differential 
(gain/loss) with say a 10degree slip 
indication variation, given all the other factors that determine climb rate.


This might b able to be worked out 
mathematically given the airflows angle on the 
wing and fuselage drags differences


I suspect that are several aerodynamic factors 
would have to be considered, especially given the the thermal core is dynamic.


A question for modern designers perhaps, 
especially when all aviation design is a trade off











Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com

We do not inherit the earth from our 
ancestors, we borrow it from our children








On 17 Jan 2019, at 9:43 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:


At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how 
to you tell if one technique is better than another. What is a useful baseline?





Climbing better than the other gliders is the 
test but what if everybody is using the same less than optimum technique?


Mike






On 17 Jan 2019, at 7:16 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:



When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


So how about answering the questions?


Mike

At 08:51 AM 1/17/2019, you wrote:
and what is the expected differential (gain/loss) with say a 
10degree slip indication variation, given all the other factors that 
determine climb rate.


This might b able to be worked out mathematically given the airflows 
angle on the wing and fuselage drags differences


I suspect that are several aerodynamic factors would have to be 
considered, especially given the the thermal core is dynamic.


A question for modern designers perhaps, especially when all 
aviation design is a trade off











Richard Frawley
<mailto:rjfraw...@gmail.com>rjfraw...@gmail.com

We do not inherit the earth from our ancestors, we borrow it from our children







On 17 Jan 2019, at 9:43 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:


At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how to you tell if one 
technique is better than another. What is a useful baseline?





Climbing better than the other gliders is the test but what if 
everybody is using the same less than optimum technique?


Mike






On 17 Jan 2019, at 7:16 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:



When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






Borgelt Instruments - design & manufacture of quality soaring 
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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


At 07:36 AM 1/17/2019, you wrote:
Perhaps the more important question is how to you tell if one 
technique is better than another. What is a useful baseline?





Climbing better than the other gliders is the test but what if 
everybody is using the same less than optimum technique?


Mike






On 17 Jan 2019, at 7:16 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:



When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike






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instrumentation since 1978

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Re: [Aus-soaring] slip in thermals?

2019-01-16 Thread Mike Borgelt


When circling in a thermal, do you
a) keep the string centered
b) fly with it pointing to the outside of the turn
c) why?


Your technique may not be doing what you think it is.

Mike







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[Aus-soaring] Derek Piggott

2019-01-10 Thread Mike Borgelt



https://www.pilotweb.aero/news/derek-piggott-obituary-1-5842890?fbclid=IwAR2_-vrGVNWtzT0ieRRNPWEZElkoq2ku4TW3eYN7j8-_cL6CFzc2S37SbRo

Mike



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Re: [Aus-soaring] Licence for Europe

2019-01-05 Thread Mike Borgelt


Nice to see that the "news" tab on Soaring Spot actually has some news.
Well done and thanks to the people who are taking the trouble to do this.

Mike




At 09:48 AM 1/6/2019, you wrote:

Content-Language: en-US
Content-Type: multipart/alternative;

boundary="_000_HK0PR04MB304154F9EC6CE2EB0C89C8E6A28F0HK0PR04MB3041apcp_"

Will reply off list mate, thanks for the reminder, busy at the nats atm.


Cheers
WPP

Get Outlook for Android


--
From: Aus-soaring  on 
behalf of Richard Frawley 

Sent: Sunday, January 6, 2019 10:10:00 AM
To: Discussion of issues relating to Soaring in Australia.
Subject: [Aus-soaring] Licence for Europe

Any guidance on what is the best licence for EU flying?

I have the paperwork to get the CASA one, but has anyone had 
successful experience using it to rent and fly gliders in Europe?


Aiming to be able to do some flying in the UK, France, Germany and Poland

Regards


Richard Frawley
rjfraw...@gmail.com

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Re: [Aus-soaring] Pre-worlds on TV

2019-01-05 Thread Mike Borgelt




This may be of interest to female glider pilots:

https://www.military.com/daily-news/2019/01/03/new-device-helps-fighter-pilots-urinate-and-possibly-saves-lives.html

While reading, contemplate the picture at the top and try to figure 
out just why there are still gender segregated competitions.


What happens if someone who "identifies as female" wants to enter?

Mike







At 03:27 PM 1/2/2019, you wrote:

https://www.prime7.com.au/news/5725-gliding-championships


Greg Wilson



 On Thu, 27 Dec 2018 20:53:31 +1100 Ron Sanders 
 wrote 


I fixed it   thanks to you all.

Ron
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Re: [Aus-soaring] 1000 k

2018-12-25 Thread Mike Borgelt


Are you going back to Toc?

Best comment I've seen recently:

"Yellow jackets wouldn't work in Australia. Nobody could tell the difference."

Mike




At 08:34 PM 12/25/2018, you wrote:
Apparently two flights greater than 1000 k out of Toc today, one was 
even greater than 1100K, apparently.

Ron
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Re: [Aus-soaring] On line magazine

2018-04-08 Thread Mike Borgelt



Schempp- Hirth are publishing an on line magazine. Under news on 
their website at www.schempp-hirth.com


It is called Minimoa.

Mike





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Re: [Aus-soaring] What to do with old Australian glding mags

2018-03-24 Thread Mike Borgelt

I think the entire collection of all AGs is on a CD ROM. IIRC Anne 
Woolff  did it.

If that is the case you have landfill on your hands.

Mike




 11:57 AM 3/24/2018, you wrote:

Content-Language: en-US
Content-Type: multipart/alternative;

boundary="_000_9465020F4637E0449E8F4A5B2580393E9180E903WSXT134MBXhdwah_"

Hi All,

I have AGs going back to 1987.

Are the older ones digitised anywhere?

What about the more recent Gliding Australia mag?

The old mags are sitting gathering dust and taking up room!

Regards

Michael
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Re: [Aus-soaring] electric towplane

2018-02-24 Thread Mike Borgelt



http://www.aerospace-technology.com/projects/extra-330le-electric-aircraft/
Looks like you might get 7 or 8 launches between re-charging or 
swapping battery packs. 76 seconds to 2000 feet is pretty good while towing.


Mike














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Re: [Aus-soaring] Only in the US of A

2018-02-08 Thread Mike Borgelt


Pine Gap has a Restricted Area, Surface to Fl180.

Nuclear power plants are designed to withstand the impact of a loaded 
727. The idiot manager of the plant (Was his name Homer Simpson?) 
could have Googled "gliders" and found there was no threat to the 
plant. Note there wasn't a restricted area which he also should know. 
So there's a worry. Sure hope he knows how to run the plant.


Interesting legal contortions the court did to get Duke Energy et al 
off the hook.


So what else can't you fly over? Chemical plants? Oil refineries? 
Water reservoirs? etc etc etc. Once this nonsense gets going there 
will be no end to it. I wonder if western civilisation will ever 
accept aviation as a normal daily activity? There's only been 114 
years to get used to it.


Mike

t 08:32 AM 2/7/2018, you wrote:

Only in the USA?

By all accounts, you would have all this and more if you overfly
places like Pine Gap.

I tried to not even look at it when I flew past.

D
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Re: [Aus-soaring] Installing a TE probe on a Grob109b

2018-01-27 Thread Mike Borgelt

For what you are doing with a G109B a pitot - 
static type vario might work as the speed range 
is probably somewhat restricted. They have 
various problems which you might be lucky with in 
your installation. We don't make them because I 
don't need the support calls and in my experience 
glider pilots have very limited ability to 
observe and tune instruments due to lack of 
knowledge caused by severe deficiencies in the 
GFA training system and lack of encouragement to actually become less ignorant.


A simple TE probe is a much simpler thing to get 
working. It wouldn't need to be perfect in a 
glider with restricted gliding speed range like the G109B.


Can you get to the top skin of the turtledeck aft 
of the canopy? How far aft relatively easily?


What is the tail static used for? If it ISN'T for 
the ASI  and the ASI certified statics are 
elsewhere (check flight and maintenance manuals) 
you might consider converting it to be a TE probe line.


Mike




At 12:29 AM 1/28/2018, you wrote:

Hi Folks,

Anybody out there have any knowledge on 
installing a TE probe on a Gob 109 motor glider?


The current probe only had fittings/plumbing for the static and pitot.
Many moons ago I believe there was an option for 
a all in one pitot/TE/static probe for the 109 
however Grob in Germany no longer sells these.Â


A vario that does not requires TE probe would of 
course be by far the easiest however my 
understanding is that the technology is not there yet?


Any info on where to source a TE probe and its 
mount as well as how/where to attached it would be greatly appreciated.


PM or mobile if preferred.
Thanks in advance.
Mike
040 910 5428
m...@harbaskin.com
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Re: [Aus-soaring] more flying machines

2018-01-25 Thread Mike Borgelt




Looks like Franky Zapata is at it again:

https://newatlas.com/zapata-ezfly-flying-segway/53044/

Work looking at the video. Obviously easy to fly as numerous 
different people fly it. Lots of engines


Also David Mayman 
https://newatlas.com/jetpack-aviation-jb11-david-mayman-interview/52944/ 
Also lots of engines to cope with engine out case.


Interesting article where he talks about flying car project and 
difficulties with pure electric and also small turbofan.


Mike





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Re: [Aus-soaring] Diana 3

2018-01-24 Thread Mike Borgelt



Could somebody please forward me the post on the Diana 3 please. I 
seem to have permanently deleted it.


Thanks.

ASG29, Ventus 3, JS3 and Diana 3.  Four competitive gliders in 18m. 
Will be interesting to see how this shakes out in the next few years. 
Splits an already small market.


If the Diana 3 follows the internal design of the Diana 1, basically 
a monocoque shell, it will be very simple. Jonkers said they looked 
very carefully at tooling to get the man hours in the JS3 down but 
the internal structure of the fuselage is quite complex and Schleicher like.


Mike




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Re: [Aus-soaring] Waikerie Nationals

2018-01-18 Thread Mike Borgelt




Any know the tasks for today, Friday 19th January?

Mike





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Re: [Aus-soaring] ASG29R

2017-12-27 Thread Mike Borgelt

I've seen a photo of  a Std Cirrus where  that 
was done. Just the pylon, no struts. mid 1970s.


Mike


At 05:36 PM 12/28/2017, you wrote:
I attended a talk by Gerhard Waibel about 10 
years ago (or maybe 15 years ago).


Among other things he talked about the wing 
fuselageÂ  intersection drag.Â  His idea was to 
raise the wing on a thinÂ  pylon more than 200mm 
above the fuselage and then support the wing 
with struts!Â  I thought that was really 
reinventing the wheel.Â  But he was right.Â  Here we go.


On Thu, Dec 28, 2017 at 8:22 AM, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:
Yes, as Bernard said there are other composite 
sailplanes with high wings. Phoebus C, Std Jantar 2/3, ASW 15.


However have another look at the Mu 31, the 
fuselage cross section in particular where at 
around pilot shoulder height it necks in. This 
is more like the Weihe, MeiseÂ  (Olympia), 
Slingsby Sky, early Slingsby Skylarks etc.


Mike







the At 01:08 PM 12/27/2017, you wrote:
Not just new wings (same sections though ) but 
extensive changes to fuselage also so I think a 
new model number is warranted. Better for sales 
anyway. Wouldn't surprise me if the EB29R is 
further modified and becomes the EB30. Looking 
at the R wing at Benalla it didn't really fit 
the old root fairings on the EB29.


Funny thing is some of the wooden gliders of 
the 30s, 40s and 50s had similar wing locations 
and mounting of the wings on a pylon integrated 
into the fuselage. Didn't have the fancy wing 
root design as they didn't have the CFD codes or computers then.


Somewhere I have a paper on the Mu31 where they 
say they hope to get 6 to 10% drag reduction 
with the wing location. We should know soon as 
it won't be hard to find a good ASW27 and do comparison flights.


Before anyone gets too excited this is all pure 
speculation on my part but if the comparison 
tests show they are getting what they wanted


Mike




At 12:43 PM 12/27/2017, you wrote:

Content-Language: en-US
Content-Type: multipart/alternative;
Â Â Â Â Â Â Â 
Â  boundary="_000_PS1PR04MB1004D9231BF7DE336AFA7056A2070PS1PR04MB1004apcp_"


Hearing that this will be the glider that 
combats the V3 & JS3; new wings for the very 
popular ASG29, the R is for Racing - perhaps a play on the intimidating EB29R?






"ROCKS" ?
Looks like Butch had a good time in the V2 aswell.
Jim





what does that mean??

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Re: [Aus-soaring] ASG29R

2017-12-27 Thread Mike Borgelt

Yes, as Bernard said there are other composite sailplanes with high 
wings. Phoebus C, Std Jantar 2/3, ASW 15.


However have another look at the Mu 31, the fuselage cross section in 
particular where at around pilot shoulder height it necks in. This is 
more like the Weihe, Meise  (Olympia), Slingsby Sky, early Slingsby 
Skylarks etc.


Mike






the At 01:08 PM 12/27/2017, you wrote:
Not just new wings (same sections though ) but extensive changes to 
fuselage also so I think a new model number is warranted. Better for 
sales anyway. Wouldn't surprise me if the EB29R is further modified 
and becomes the EB30. Looking at the R wing at Benalla it didn't 
really fit the old root fairings on the EB29.


Funny thing is some of the wooden gliders of the 30s, 40s and 50s 
had similar wing locations and mounting of the wings on a pylon 
integrated into the fuselage. Didn't have the fancy wing root design 
as they didn't have the CFD codes or computers then.


Somewhere I have a paper on the Mu31 where they say they hope to get 
6 to 10% drag reduction with the wing location. We should know soon 
as it won't be hard to find a good ASW27 and do comparison flights.


Before anyone gets too excited this is all pure speculation on my 
part but if the comparison tests show they are getting what they wanted


Mike




At 12:43 PM 12/27/2017, you wrote:

Content-Language: en-US
Content-Type: multipart/alternative;

boundary="_000_PS1PR04MB1004D9231BF7DE336AFA7056A2070PS1PR04MB1004apcp_"

Hearing that this will be the glider that combats the V3 & JS3; new 
wings for the very popular ASG29, the R is for Racing - perhaps a 
play on the intimidating EB29R?






"ROCKS" ?
Looks like Butch had a good time in the V2 aswell.
Jim





what does that mean??

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Re: [Aus-soaring] Mu31

2017-12-25 Thread Mike Borgelt


How to fit a turbo/self launch motor will be interesting.

Seems like a jet might work. even FES would be a problem due the batteries.

Mike

At 07:49 AM 12/26/2017, you wrote:

Looks like this thing flew back in September 
https://www.youtube.com/watch?v=4mxFvjM6ihA


Now I hope the building of another airframe for destructive testing 
was a conscious decision for the education of the young engineers 
involved and not a stupid Euroweenie nanny state requirement in 
order for a one off experimental aircraft to fly. Alternatively just 
maybe it is intended as a prototype for a production aircraft. The 
Mu 31 was based on the ASW27 but not that hard to turn it into based 
on an ASG29 (outer wing panels). With the Ventus 3 and JS 3 
Schleichers have competition for the 18m contest market.

Put the 18m tips on the Mu31 and are we looking at the ASG33?

Mike


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Re: [Aus-soaring] Mu31

2017-12-25 Thread Mike Borgelt



Looks like this thing flew back in September 
https://www.youtube.com/watch?v=4mxFvjM6ihA


Now I hope the building of another airframe for destructive testing 
was a conscious decision for the education of the young engineers 
involved and not a stupid Euroweenie nanny state requirement in order 
for a one off experimental aircraft to fly. Alternatively just maybe 
it is intended as a prototype for a production aircraft. The Mu 31 
was based on the ASW27 but not that hard to turn it into based on an 
ASG29 (outer wing panels). With the Ventus 3 and JS 3 Schleichers 
have competition for the 18m contest market.

Put the 18m tips on the Mu31 and are we looking at the ASG33?

Mike



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Re: [Aus-soaring] JANUAY 2018 ISSUE - GLIDING INTERNATIONAL

2017-12-23 Thread Mike Borgelt

I think that would be Paul Poberezny. His second 
name was Howard but I've never heard of our founder being called by it.




Mike Borgelt

President
Australian EAA Chapter 1308



At 12:47 PM 12/24/2017, you wrote:


GLIDING INTERNATIONAL -  ISSUE JANUARY 2018

The January 2018 issue goes in the mail on 
Thursday and should be with subscribers within a 
week.  The Digital version will be released on December 30.


The lead article is all about Akaflieg, Munich 
and their ten year research and development 
program to produce the Mu 31 which has now 
flown.  Their research has been involved in 
developing a new wing root-fuselage junction  a 
study that many have trialed to effect a lesser 
drag situation.  We take the report several 
steps further to present photographic 
comparisons between the Mu31, the JS3, ASG 29, 
the Ventus 3, and the Diana.  It is quite 
outstanding to see the differences, one against 
the others. And especially the all new wing 
designed by the Akaflieg that had to be tested 
to destruction. This article is one of the most 
interesting we have published in the last 10 years.


The issue also includes:

  How gliding missed out in being: the 
organisation  created by Howard Poberezny, the 
architect of the 200,000 member American 
EAA.  Howards first interest was via a WACO 
glider that was donated to him.


  We have been to Harris Hill and Elmira and 
had a look at their operation. They have many a 
lessons to teach us all about club management 
and how to blend youth into the clubs modus 
operandi with success. The American National 
Soaring Museum is a credit to them.


 We have finally got Aldo Cernezzis report on 
his test flight of the all new Twin Shark which 
he flew during the month.  This twin will be a 
serious contender for the two seat market 
leadership. It is a fresh approach to this scene. Great photos.


  Gliding reporter and journalist, Rod Dew, 
returns for this issue to tell you about a 
flight he had to 16,000 ft above the South 
Island of New Zealand. He entitled it On Top of 
The World, - Looking down on creation.   A Great story!


  It was not entirely sailing skills that 
brought about New Zealands recent win of the 
Americas Cup.   In the January issue we 
introduce you to Bazzer the computer program 
the sailors used (and created) that made most of 
the effective decisions that led to their wins. 
Bazzer is capable of being developed for gliding 
and is open to someone to hold up their hand and 
get engaged in the process. It is an enthralling 
possibility that will see the competition pilot 
become a computer operator.  Read about it all in this issue.


  A Report from Jean-Marie Clement on the Bi- 
Annual Stemme party they stage to a different 
corner of Europe every second year.  Seeing a 
glider above Venice is something you would never 
expect to ever see. Jean-Marie has a glowing 
report on the Stemme S12.  Incidentally Gliding 
International is a great fan of Jean-Maries 
gliding book Dancing with the Winds.  We 
consider it to be the best teaching book yet 
written.  It is going to appear in serial form 
over the next 12-18 months in Gliding International.


  The ETA is the best performing glider in the 
world (Wingspan 30.90 m (101.38 ft) - Best Glide 
ratio -  71 at 105 km/.) A group in Germany have 
built a radio controled model of the ETA at just 
half its exact size.  And what a spectacular 
sight it is to see it in action being towed into 
the air by an equally fantastic model tug  a 
Polish Wilgar proportionally sized as well.  We 
report the story on the model, its performance 
and then show the readers that four hefty 
enthusiasts are needed to lift the model into place for launching.


  More battery news  Just released is the 
story on new long life batteries that will last 
for thousands of years - made from nuclear 
waste.  This is the most important battery news 
we have reported on in the past 10 years.  Literally unbelievable.


  Privatising the US Air  traffic control 
wont fly!  Some countries have tried 
privatising their service, many have rejected it 
and those that have it, have ended up with a 
monolithic monster that is nothing more nor less 
than a money hungry giant -  hell bent on the 
bottom line  all at the expense of an 
inefficient service that is (of course) funded 
by aircraft owners -  all forced to accept 
whatever charges the privatised service dreams 
up and dictates. They are just creating 
shambolic situations. Try looking at the 
Canadian situation which is the exception to the current path to destruction.


  Our latest news report on new instruments now 
available to the gliding movement.


 Why would you want to buy an ultra-light tug 
(100 hp) for your club when a well designed kit 
(185 hp) is now available for $US50,000 (plus 
900 hours labour) to put it together and start 
towing.  The new Carbon Cub is worth reading about.


 Too many mistakes are made

Re: [Aus-soaring] Cheap memory foam

2017-12-18 Thread Mike Borgelt

Looking at the Technical Soaring paper from 2009
linked by Cumulus-Soaring did everyone notice the line:

"It does appear that the usefulness of safety
cushions made out of these materials can be
significantly compromised at temperatures well over 20C."

What would be the equilibrium temperature of a
piece of foam next to a human body?

Seems the best crash worthy foams may reduce the
maximum G load by about 15% (from reading Tony
Segal's articles). Probably worth having but if
you crash just a little harder you are still going to have problems.

Is there any evidence of better outcomes
with/without the foam? There ought to be but
without actual statistical evidence (should be
available as the real accident rate of gliders is grotesque) we can't say much.

Noel is right. Learn to fly properly and don't
crash. Gliders are dangerous and you are at the sharp end.

NACA/NASA data on forced landings has the
probability of death injury vs angle you hit the
ground (search for it - I don't have the URL at
hand) and the 61 knot stall speed limitation is
based on WW2 data from forced landings which show a knee in the curve at 61

knots. Don't forget much of this would be from
single engined fighters with a large heavy engine
in front of the pilot. In gliders you are in place of the engine.

Mike

At 08:44 PM 12/17/2017, you wrote:

>>There's a heap of stuff online if you look.Â Search for "BGA confor
dynafoam back injury".

I have looked extensively. I am aware of no
study that investigates, let alone concludes,
whether having 'energy absorbing" cushions will
result in improved outcomes in a glider crash.
In fact one of the major ones comparing dynafoam
and confor explicitly warns not to over estimate
the significance of their study.

On Sun, Dec 17, 2017 at 9:08 PM, Matthew Scutter
<yellowplant...@gmail.com> wrote:
Not all 'memory foams' are alike, in fact I am
extremely dubious my memory foam mattress is any
different to a regular foam mattress in any regard other than marketing.
I think it's pretty unlikely the Aldi mattress
has the viscoelastic properties desirable for increasing crashworthiness.

https://www.cumulus-soaring.com/misc/e-a-r/CONFOR-Foam-Technical-Paper-Comparison-Of-The-Characteristics-Of-Energy-Absorbing-Foams-For-Use-In-Safety-Cushions-In-Glider-Cockpit.pdf

CONFOR was measured to provide the best
performance of a number of crash foams so that's
what I have. I think cutting costs by going with
totally unknown foams is probably not fulfilling
the intent of the MOSP directive even if it
fulfills the lettering. It's a sore point for me
though as I once hurt my back in a hard outlanding accident.

The BGA has a nice overview which read a bit
handwavey but has some very good citations backing it up at the bottom.

https://members.gliding.co.uk/wp-content/uploads/sites/3/2015/04/Safety-Foam-ed2.pdf

On Sat, Dec 16, 2017 at 9:36 AM, Greg Wilson
<g...@gregwilson.id.au> wrote:
Aldi have queen bed size piece of memory foam 50
mm thick on special for $150 today.

No idea if itâs dense enough for glider seats but could be a real bargain.

Merry Xmas!

Greg Wilson

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Re: [Aus-soaring] Ventus 2cm engine issue

2017-12-13 Thread Mike Borgelt

How many hours on the engine? I did hear that of an ignition system 
on a Nimbus 4DM being destroyed by vibration in 17 engine running hours.


Mike

At 02:54 PM 12/13/2017, you wrote:

Thank you all for your input.

Both fuel pumps are pumping.
Checked the fuel, it is going to the carburettor.
Now checking the wiring / earthing.

I cannot find a wiring diagram of the ilec 252601, is there anyone 
that has one?


kind regards,
Grietje


On 13 Dec 2017, at 15:42, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:


Does it have an electric pump as well as one that runs on crankcase 
pressure pulses?



If you fly as a glider remmebr no relight and also you have the 
permanent extra weight of the engine compared to a normal glider 
version. Usually like about 50 to 60 Kg water you can't dump.


Mike

At 12:58 PM 12/13/2017, you wrote:

Not a problem!
When in doubt, take a tow and fly as if you are a glider.
Jim


-- Original Message --
From: "Grietje Wansink" 
<<mailto:grietje.wans...@gmail.com>grietje.wans...@gmail.com>
To: "Discussion of issues relating to Soaring in Australia." 
<<mailto:aus-soaring@lists.base64.com.au>aus-soaring@lists.base64.com.au>

Sent: 12/12/2017 6:16:11 PM
Subject: [Aus-soaring] Ventus 2cm engine issue


Hi,

I have got a ventus 2cm here that does not start.

Yesterday It started ok, short flight due to drink bottle 
problems in cockpit.
Landed after 10 minutes, sorted out drinkbottle issue and tried a 
re start. Not succesful.


Today did not start, prop is turning normal, normal sound no ignition.

Changed spark plugs.
Plugs are still dry so fuel does not get there.

I am thinking vapour lock.
Any one with advise or experience, solutions?

Thanks in advance
Grietje

Sent from iDevice

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Re: [Aus-soaring] Ventus 2cm engine issue

2017-12-12 Thread Mike Borgelt

Does it have an electric pump as well as one that runs on crankcase 
pressure pulses?



If you fly as a glider remmebr no relight and also you have the 
permanent extra weight of the engine compared to a normal glider 
version. Usually like about 50 to 60 Kg water you can't dump.


Mike

At 12:58 PM 12/13/2017, you wrote:

Not a problem!
When in doubt, take a tow and fly as if you are a glider.
Jim


-- Original Message --
From: "Grietje Wansink" 
To: "Discussion of issues relating to Soaring in Australia." 


Sent: 12/12/2017 6:16:11 PM
Subject: [Aus-soaring] Ventus 2cm engine issue


Hi,

I have got a ventus 2cm here that does not start.

Yesterday It started ok, short flight due to drink bottle problems 
in cockpit.
Landed after 10 minutes, sorted out drinkbottle issue and tried a 
re start. Not succesful.


Today did not start, prop is turning normal, normal sound no ignition.

Changed spark plugs.
Plugs are still dry so fuel does not get there.

I am thinking vapour lock.
Any one with advise or experience, solutions?

Thanks in advance
Grietje

Sent from iDevice

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Re: [Aus-soaring] Avia devices

2017-12-11 Thread Mike Borgelt

Yes, the Avier is the same device as the Vertica V2 and IIRC the 
internal GPS was on com 4 at 4800 or 9600 baud. One of those anyway.



It is Avier not Avia. The name is a joke. The WW2 German V2 rocket 
was known to its designers as the A4 (Aggregat Vier in German - Stack 
number 4 in English) so when Tim Mara, former owner of Wings and 
Wheels was importing the things direct from Asia instead of from the 
Vertica guys in the UK he asked me for a name and I came up with 
Avier which kind of sounds aviation related anyway.


Mike



At 07:02 PM 12/11/2017, you wrote:

Content-Type: multipart/alternative;
boundary="=_NextPart_000_0021_01D372A1.D7D46B40"
Content-Language: en-au

I thought the Avia was the same as the Vertica sports V2/Glider 
guider units which the internal GPS was on Com 4



From: Aus-soaring [mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Ron Sanders

Sent: Monday, 11 December 2017 4:45 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Avia devices

Thanks but i can not   i am only given options of com 2, 3 7, 8, and 
then all the baud rates.


   Ron

On 11 December 2017 at 19:35, Rod Merigan 
<rmerig...@bigpond.com> wrote:

Try Com4 19200

From: Aus-soaring [mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Ron Sanders

Sent: Monday, 11 December 2017 4:17 PM
To: Discussion of issues relating to Soaring in Australia.; Gliding 
Australia Forum

Subject: [Aus-soaring] Avia devices

Guys   I am using an AVIA running XCSoar as a moving map. I would 
like to run it using its own GPS. Can some one please tell me after 
"devices" , "generic" which is the com port to use and the Baud rate Please


Thanks in advance,   Ron

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Re: [Aus-soaring] [gfaforum] 1000 K triangles

2017-12-02 Thread Mike Borgelt


 05:47 PM 12/2/2017, you wrote:


Iâm totally ignorant of Thorâs proposal. Please Post.

Noel.



 It was elapsed time scoring, Noel.
You got a penalty of how many minutes you were 
behind the winner up to a maximum of one quarter 
the winner's time with a maximum possible penalty time of 45 minutes.


Dead simple to score and once the 45 minutes was 
reached the scorers could go home. Also meant if 
you got really bogged down you could land at a 
convenient airstrip for a retrieve without 
risking a late day outlanding into a paddock and 
the verifiers didn't even have to look at 
anyone's photos who was over the max penalty for the day.
The disadvantage seen by some was that losers who 
already got the maximum penalty on a given day 
did not get ranked even if they got home or others outlanded.
Depends whether you think contests are to 
determine ranking of losers or find winners.
Landing out early on one day was not necessarily 
fatal to your chances of winning the contest.
 I re-scored the Waikerie 15m Nationals I won 
and IIRC 5th and 6th places swapped with no other changes in top 10.
You also knew what you had to do the next day to 
move up and the turkeys at the bottom did not 
change the relative ranking of the front runners 
which can happen under the current scheme.

Too easy but the bleating from the losers was long and loud.

Mike








From: Ron Sanders [mailto:resand...@gmail.com]
Sent: Saturday, December 2, 2017 4:29 PM
To: Justin Couch; Gliding Australia Forum; 
Discussion of issues relating to Soaring in Australia.

Subject: Re: [gfaforum] 1000 K triangles

Ingo competed in thirteen. As you say won four, 
and lost into second place at Wiener Neustadt by 
some stupidly small number of points. If one did 
a rigorous "uncertainty" or "error analysis" on 
the procedures in place at that time there is no 
way you can under any rigorous mathematical 
process ensure that with even 75% probability 
that Ingo was actually beaten. As far as i am 
concerned he won four and was a draw for first 
place at Wiener Neustadt. The scoring system 
then and now is a load of shit. The simplest 
thing is that is to understand that we add up 
the points to score the winner and yet a point 
scored on Wednesday is not the same value as a 
point score on Thursday   you all aware of that???  Ergo it is all shit.
Bill Anderson of the GCV had a really good 
system many many years ago, did not catch on, due to general ignorance.


Does any of our up and coming newbys,  even the 
top ones know, anything about Thor Johansen's 
proposal from thirty years 
ago  Regards   scoring?? EH?? who is he At 
least he is still alive   I think


George won three,  but the big difference is 
- in Open class, in a row and without 
practise!!!  unless flying a along the 
border of east Germany in an F4 Phantom 
constitutes practise for Paderborn. And what 
about the day that he was the only finisher and 
the majority of the pilots were pissed off at 
the over set task and complained to the 
organisers?? At the next briefing the (French? ) 
comp director said regards the complaints 
that- they were there to determine the WORLD 
champion, the task was set and was possible as 
proven go jump! By the way George has 
said that it was the skinniest final glide he has ever done


yes time moves on, but do we learn 
anything??  AAT  tasks = what a load of 
shit!!!  I want maps, cameras and no gps!!  Am i getting bites???


Ron

On 2 December 2017 at 16:33, Justin Couch 
<wetmorg...@gmail.com> wrote:

On 2/12/2017 4:30 PM, Ron Sanders wrote:
Come on guys!!!  a few words on the internet does not need this level of
aggro or holier than thou or what ever.

I am only asking these questions for fun.

I sometime wonder if the new youngsters are aware of the records and
achievements that older Australian glider pilots have made in the past.

Yup. Loss of corporate history is a real thing, 
and these are good ways of help people 
understand where we come from. GFA trivial night in the virtual world.

Next question- How many world comps did Ingo win?? How many did he
attend??

He won 4. Don't know how many he's attended. It 
would have to be in double figures (assuming 
"attending" means competing in, rather than 
showing up for a dinner and a chat as a guest).

How many did our other New Australian George Lee win, attend?

Pass!

--
Justin

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Re: [Aus-soaring] AAT tasking

2017-12-01 Thread Mike Borgelt



The AAT is seen as a way of mitigating the risks of mid airs in contests.

Now let's see: Collision risk goes up as the SQUARE of the number of 
participants in any one contest. How do we reduce the total risk to 
find our champions?


Mike





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Re: [Aus-soaring] [gfaforum] 1000 K triangles

2017-12-01 Thread Mike Borgelt

The snowflakes who don't like robust discussion 
don't have to read it. This place is EXTREMELY mild by Internet standards.


On another note, the Wings and Wheels newsletter 
a couple of weeks ago mentioned that George Lee 
had given up flying. Anyone know any more about this?


Mike










At 03:30 PM 12/2/2017, you wrote:
Come on guys!!!Â  a few words on the internet 
does not need this level of aggro or holier than thou or what ever.


I am only asking these questions for fun.Â

I sometime wonder if the new youngsters are 
aware of the records and achievements that older 
Australian glider pilots have made in the past.


Next question- How many world comps did Ingo 
win?? How many did he attend??


How many did our other New Australian George Lee win, attend?

No one forces you guys to read this.

relax.

Ron

On 2 December 2017 at 15:59, Keith Dear 
<keithde...@gmail.com> wrote:

Ian,
I don't know you, and I'm sure you don't know 
me, but your language serves nothing positive for the sport of gliding.
You had nothing positive to say, so better if 
you had taken your own  advice.


Personally I have no real issue with "ever heard 
of " or even "RTFQ", but I do draw the line at .
I hope it's not a trend here, or soonÂ we'll be 
seeing !@#$%^, and that would just be awful.Â

Happy Christmas everyone,

Keith Dear



On 2 December 2017 at 14:31, 
iandouglas...@bigpond.com 
<iandouglas...@bigpond.com> wrote:

To aÂ Noel Roediger.

Â
I don't know you, and you probably don't know 
me, but your abbreviated language serves nothing 
positive for the sport of gliding.
Put simply, if you have nothing positive to say, 
quite often it's best just to  Â   Â !
This is a public forum, that most of those 
youngsters out there who are thinking of joining 
would be reading, so I wonder how many
your irresponsible and totally negative response 
has turned away from taking up gliding. By the 
way, those of us already in gliding
have had enough of the negative tone thrown 
around on this forum. As I said before ..



On Friday, December 1, 2017 at 9:09:40 PM UTC+10, Noel Roediger wrote:

RTFQ.

Â

The site youâve provided answers none of the questions asked.

Â

From: Mark Bland [mailto:markl...@gmail.com]
Sent: Friday, December 1, 2017 10:42 AM
To: 'Ron Sanders'; 'Gliding Australia Forum'; 
'Discussion of issues relating to Soaring in Australia.'

Subject: RE: [gfaforum] 1000 K triangles

Â

Ever heard of Google:

Â

https://www.fai.org/page/igc-1000km-badges

Â

Â

From: Ron Sanders [mailto:r...@gmail.com]
Sent: Friday, 1 December 2017 10:31 AM
To: Gliding Australia Forum; Discussion of 
issues relating to Soaring in Australia.

Subject: [gfaforum] 1000 K triangles

Â

Ok Guys out there so where were the following done andÂ  by whom, when??

Â

First in world 1000 FAI triange any class Open

Â

First in world 1000 FAI triangle 15m class

Â

First in world 1000 FAI triangle Standard class

Â

Ron

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Re: [Aus-soaring] [gfaforum] 1000 K triangles

2017-12-01 Thread Mike Borgelt


Ah, yes I had forgotten about Paul's flight.

While Google isn't bad, a lot of stuff pre world 
wide web won't get found yet despite valiant 
efforts made by volunteers and professionals to 
archive everything digitally. God help us if 
there is a large CME which hits Earth or an EMP attack.


Google Carrington event and EMP. Asteroids and 
comets aren't the only things that can ruin our 
day/week/month year/century/forever.



Mike


At 09:16 AM 12/2/2017, you wrote:

I suspect  the first Std Class was Andy Pybus in LS4.
The 15m may have been Bruce Tuncks in the Super Mosquito.

No idea about the first.

Mike


At 09:09 PM 12/1/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_0001_01D36AEC.E10CB990"
Content-Language: en-us

RTFQ.

The site youâve provided answers none of the questions asked.

From: Mark Bland [ mailto:marklibe...@gmail.com]
Sent: Friday, December 1, 2017 10:42 AM
To: 'Ron Sanders'; 'Gliding Australia Forum'; 
'Discussion of issues relating to Soaring in Australia.'

Subject: RE: [gfaforum] 1000 K triangles

Ever heard of Google:

https://www.fai.org/page/igc-1000km-badges


From: Ron Sanders [mailto:resand...@gmail.com]
Sent: Friday, 1 December 2017 10:31 AM
To: Gliding Australia Forum; Discussion of 
issues relating to Soaring in Australia.

Subject: [gfaforum] 1000 K triangles

Ok Guys out there so where were the following done and  by whom, when??

First in world 1000 FAI triange any class Open

First in world 1000 FAI triangle 15m class

First in world 1000 FAI triangle Standard class

Ron
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Re: [Aus-soaring] [gfaforum] 1000 K triangles

2017-12-01 Thread Mike Borgelt


I suspect  the first Std Class was Andy Pybus in LS4.
The 15m may have been Bruce Tuncks in the Super Mosquito.

No idea about the first.

Mike


At 09:09 PM 12/1/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_0001_01D36AEC.E10CB990"
Content-Language: en-us

RTFQ.

The site youâve provided answers none of the questions asked.

From: Mark Bland [mailto:marklibe...@gmail.com]
Sent: Friday, December 1, 2017 10:42 AM
To: 'Ron Sanders'; 'Gliding Australia Forum'; 
'Discussion of issues relating to Soaring in Australia.'

Subject: RE: [gfaforum] 1000 K triangles

Ever heard of Google:

https://www.fai.org/page/igc-1000km-badges


From: Ron Sanders [mailto:resand...@gmail.com]
Sent: Friday, 1 December 2017 10:31 AM
To: Gliding Australia Forum; Discussion of 
issues relating to Soaring in Australia.

Subject: [gfaforum] 1000 K triangles

Ok Guys out there so where were the following done and  by whom, when??

First in world 1000 FAI triange any class Open

First in world 1000 FAI triangle 15m class

First in world 1000 FAI triangle Standard class

Ron
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Re: [Aus-soaring] Class 2 Medicals

2017-11-30 Thread Mike Borgelt

Unfortunately this "improvement" is just window dressing to deflect 
pressure for real change.


Very little "improvement" indeed and comes with severe limitations. 
Just enough for CASA to claim they have moved without  much real 
benefit to pilots as per normal Australian modus operandi. The devil 
will be in the details, just like the existing  RAMPC, the so called 
"driver's licence medical" which was a joke/fraud perpetrated on 
Australian aviation by John McCormack. If you can get an RAMPC you 
can get a Class 2 and do away with the restrictions, so little to no benefit.


I don't know why AOPA's Ben Morgan seemingly has drunk the kool-aid.

Contrast with the UK and USA who both recently reformed their private 
pilot medical systems. The UK lets you fly aircraft up to 2000Kg on a 
declaration that you can drive a PRIVATE car without medical 
restriction made once before age 70 and every 3 years thereafter. You 
notify them if you can no longer do so.


The US system involves an initial medical and on going education on 
medical issues that can have an effect on your piloting ability.


Unlike Australia, those countries seem to trust their people more.

Mike


At 10:54 PM 11/30/2017, you wrote:
 An interesting e-mail this 
morning from CASA. They've modified their approach towards medicals.
A good move, even if the 40-year age break point seems a bit 
excessive for a high percentage of pilots. The similar FAA BasicMed 
I have is for 4 years, but there's an online course and test to take every two.

Jim

https://www.casa.gov.au/media-release/major-improvements-aviation-medical-system

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Re: [Aus-soaring] jump into aircraft

2017-11-29 Thread Mike Borgelt


Thanks James,

I knew about that one. Looked like he managed a 
pretty good flare actually so I think it would be possible on a set of wheels.


Note on the jump into the aircraft video the 
descent angle of the Pilatus PC-6 looked to be 
about 30 degrees. L/D about 2 (which I think was 
mentioned in the F-104 gear and flaps down case) 
. Note also the PC-6 had flaps down so couldn't 
have been going at a very high airspeed. Anyone 
know the flap limit speed for the PC-6?


Mike




At 11:26 PM 11/29/2017, you wrote:

Mike.

Its not a skateboard... but its been done..

Crazy kids. Could of gone further with dynamis.

<https://youtu.be/DEP8juRSBRo>https://youtu.be/DEP8juRSBRo




On 29 Nov 2017 11:02, "Mike Borgelt" 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:

Come now Bernard, our National Broadcaster would never tell lies would they?

I don't see anything impossible here. A wingsuit jumper is a low L/D glider.

I want to see one with a skateboard with large 
wheels strapped to his chest actually land on a 
runway. Might want a head up display on the 
helmet with airspeed, altitude, rate of descent 
and simulate in X-Plane until you get the combination right.


After all the X-15 was landed on runways, as was 
the Shuttle and F-104 Starfighters could be 
deadsticked ifÂ  you got everything just right. 
I read a book by one USAF guy who deadsticked an 
F-16 in Egypt. Was doing airÂ  test after 
maintenance and did a loop on takeoff.Â


Got to the top at 10,000 feet and the engine died so he landed it from there.

Mike



Â
At 04:41 PM 11/29/2017, you wrote:

Is this for real???

Bernard


On 29 Nov 2017, at 4:07 pm, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:


<http://www.abc.net.au/news/2017-11-29/wingsuit-fliers-board-plane-flying-over-swiss-alps/9205678>http://www.abc.net.au/news/2017-11-29/wingsuit-fliers-board-plane-flying-over-swiss-alps/9205678 



So who is going to do the first mid air hookup to a towplane?

Mike








Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
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Re: [Aus-soaring] [gfaforum] History

2017-11-29 Thread Mike Borgelt


Found this which would indicate an FK3 was flying in 1995. Page 246 for sale:
https://s3-eu-west-1.amazonaws.com/bga-sg-archive/Sailplane+&+Gliding+1955+to+2000+-+274+mags+9.32GB/volume_xlvi_no.4_august_september_1995.pdf

Mike







At 07:22 PM 11/29/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_0018_01D3694B.91FD32F0"
Content-Language: en-us

Peter.

Sorry for the duff gen. It effectively removed 
two years of my life and drifting off to sleep 
realised my mistake. Iâd referenced it to 
Trevorâs original offer which was made in 1967 
 just as I was about to become a CPL 
-Â  completely forgetting the lead time from 
order to delivery and not referring to available 
references.Â  When you next view Charlieâs log 
book can you confirm the original syndicate was 
Monty Cotton, Jan Coolhaas, Peter Hanneman and Werner Geissler.


Mike; The history of the FK3 is an enigma. My 
info. came directly from TK. A dim memory 
recalls HarroÂ  Wodl flew it with success but I 
cannot draw any real conclusion as the nett 
doesnât show any real fact. You will have seen 
that most reference CofA by LBA which youâve 
previous alluded to came into play?


NEW TRIVIA QUESTION. Two R3âs were built in 
Australia. First by Dr. Mervyn Hall at Toowoomba 
and the second by Arthur Powell at Canberra. Doc 
Hall lost his life when he had a heart attack 
and his R3 spiralled into the ground. Arthur , 
after a number of very successful flights sold 
his to a Camden based syndicate. That was 
written off when it was crashed by Tom Hanlon. 
Why? And why were we not advised in AG?


Noel.

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Peter Brookman

Sent: Monday, November 27, 2017 10:03 PM
To: 'Discussion of issues relating to Soaring in 
Australia.'; 'Ron Sanders'; 'Gliding Australia Forum'

Subject: Re: [Aus-soaring] [gfaforum] History

Some facts on GXC from present owner, taken from 
the log book and other documentation.


He hasn't got the facts right.

It was built in West Germany 1969.

Very first test flight in Germany 49 minutes on 27/10/1969 by H MULLER

Next test flight in Narromine 2 hours 40 minutes on 24/12/1969 by W GIESLER



From: Noel Roediger
Sent: Monday, November 27, 2017 12:01 PM
To: 'Discussion of issues relating to Soaring in 
Australia.' ; 'Ron Sanders' ; 'Gliding Australia Forum'

Subject: Re: [Aus-soaring] [gfaforum] History

The first two Kestrels came to Aus.in late 67  
just in time for the Nats that were held in Narromine.


XC was owned by a syndicate based at Bathurst 
and XX was owned by Martin Simons, later 
purchased by the WGC where it still resides but is privately owned.


XC was purchased by TT in 68 and he shipped him 
to Vrsac  Yugoslavia - for the 1970 Worlds.


Of note, both these aircraft had balsa cores 
instead of the foam we are now used to. During 
the first winter the balsa absorbed moisture and 
the wing surface clearly showed the balsa 
planks. The only real cure was to store the 
aircraft in a warm and dry environment.


After Tony sold XC to an Adelaide based 
syndicate disaster very nearly occurred. Towards 
the end of winter they noticed the surface 
distortions and proceeded to sand them out only 
to find the distortions re-appeared as 
indentations as summer progressed. Fortunately 
the smoothing had not touched the glass and a 
coat of primer/surfacer and further sanding restored the profile.


Another interesting sailplane that arrived about 
the same time was an FK3 imported by Trevor Kyle 
and to be flown by John Rowe in the 
Nats.  Unfortunately it did not have sufficient 
documentation to permit it to be flown. Later it 
was granted a Permit to Fly but after one 
suffered a mid-flight structural failure VFW 
recalled it to Europe where it and other survivors were destroyed.


Noel

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Peter Brookman

Sent: Monday, November 27, 2017 10:08 AM
To: 'Ron Sanders'; 'Gliding Australia Forum'; 
'Discussion of issues relating to Soaring in Australia.'

Subject: Re: [Aus-soaring] [gfaforum] History

XC now lives at Bordertown, owned by Adam Howell 
who purchased it from me. Previous to that was 
owned by Paul Bart ,DDSC.,  was at Murray Bridge 
(Pallamana) at one time. Tony T, owned it I 
guess from new in early 1970âs and flew in World Comps , Italy (i think).


Peter Brookman

From: Noel Roediger
Sent: Monday, November 27, 2017 9:23 AM
To: 'Ron Sanders' ; 'Gliding Australia Forum' ; 
'Discussion of issues relating to Soaring in Australia.'

Subject: Re: [Aus-soaring] [gfaforum] History

Tony Tabart in XC

From: Ron Sanders [mailto:resand...@gmail.com]
Sent: Monday, November 27, 2017 8:21 AM
To: Gliding Australia Forum; Discussion of 
issues relating to Soaring in Australia.

Subject:

Re: [Aus-soaring] jump into aircraft

2017-11-28 Thread Mike Borgelt


Come now Bernard, our National Broadcaster would never tell lies would they?

I don't see anything impossible here. A wingsuit jumper is a low L/D glider.

I want to see one with a skateboard with large wheels strapped to his 
chest actually land on a runway. Might want a head up display on the 
helmet with airspeed, altitude, rate of descent and simulate in 
X-Plane until you get the combination right.


After all the X-15 was landed on runways, as was the Shuttle and 
F-104 Starfighters could be deadsticked if  you got everything just 
right. I read a book by one USAF guy who deadsticked an F-16 in 
Egypt. Was doing air  test after maintenance and did a loop on takeoff.


Got to the top at 10,000 feet and the engine died so he landed it from there.

Mike




At 04:41 PM 11/29/2017, you wrote:

Is this for real???

Bernard


On 29 Nov 2017, at 4:07 pm, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:


http://www.abc.net.au/news/2017-11-29/wingsuit-fliers-board-plane-flying-over-swiss-alps/9205678 



So who is going to do the first mid air hookup to a towplane?

Mike








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instrumentation since 1978

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Re: [Aus-soaring] jump into aircraft

2017-11-28 Thread Mike Borgelt


http://www.abc.net.au/news/2017-11-29/wingsuit-fliers-board-plane-flying-over-swiss-alps/9205678

So who is going to do the first mid air hookup to a towplane?

Mike









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instrumentation since 1978

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Re: [Aus-soaring] [gfaforum] History

2017-11-27 Thread Mike Borgelt

I think that's right, Peter.  I was at Waikerie 
in early 1970 and saw Martin Simons with XX then 
and I think it was very new then. AFAIK XC and XX came in together.


Mike



At 09:32 PM 11/27/2017, you wrote:
Some facts on GXC from present owner, taken from 
the log book and other documentation.


He hasn't got the facts right.

It was built in West Germany 1969.

Very first test flight in Germany 49 minutes on 27/10/1969 by H MULLER

Next test flight in Narromine 2 hours 40 minutes on 24/12/1969 by W GIESLER




From: Noel Roediger
Sent: Monday, November 27, 2017 12:01 PM
To: 'Discussion of issues relating to Soaring in 
Australia.' ; 'Ron Sanders' ; 'Gliding Australia Forum'

Subject: Re: [Aus-soaring] [gfaforum] History

The first two Kestrels came to Aus.in late 67  
just in time for the Nats that were held in Narromine.


XC was owned by a syndicate based at Bathurst 
and XX was owned by Martin Simons, later 
purchased by the WGC where it still resides but is privately owned.


XC was purchased by TT in 68 and he shipped him 
to Vrsac  Yugoslavia - for the 1970 Worlds.


Of note, both these aircraft had balsa cores 
instead of the foam we are now used to. During 
the first winter the balsa absorbed moisture and 
the wing surface clearly showed the balsa 
planks. The only real cure was to store the 
aircraft in a warm and dry environment.


After Tony sold XC to an Adelaide based 
syndicate disaster very nearly occurred. Towards 
the end of winter they noticed the surface 
distortions and proceeded to sand them out only 
to find the distortions re-appeared as 
indentations as summer progressed. Fortunately 
the smoothing had not touched the glass and a 
coat of primer/surfacer and further sanding restored the profile.


Another interesting sailplane that arrived about 
the same time was an FK3 imported by Trevor Kyle 
and to be flown by John Rowe in the 
Nats.  Unfortunately it did not have sufficient 
documentation to permit it to be flown. Later it 
was granted a Permit to Fly but after one 
suffered a mid-flight structural failure VFW 
recalled it to Europe where it and other survivors were destroyed.


Noel

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Peter Brookman

Sent: Monday, November 27, 2017 10:08 AM
To: 'Ron Sanders'; 'Gliding Australia Forum'; 
'Discussion of issues relating to Soaring in Australia.'

Subject: Re: [Aus-soaring] [gfaforum] History

XC now lives at Bordertown, owned by Adam Howell 
who purchased it from me. Previous to that was 
owned by Paul Bart ,DDSC.,  was at Murray Bridge 
(Pallamana) at one time. Tony T, owned it I 
guess from new in early 1970âs and flew in World Comps , Italy (i think).


Peter Brookman

From: Noel Roediger
Sent: Monday, November 27, 2017 9:23 AM
To: 'Ron Sanders' ; 'Gliding Australia Forum' ; 
'Discussion of issues relating to Soaring in Australia.'

Subject: Re: [Aus-soaring] [gfaforum] History

Tony Tabart in XC

From: Ron Sanders [mailto:resand...@gmail.com]
Sent: Monday, November 27, 2017 8:21 AM
To: Gliding Australia Forum; Discussion of 
issues relating to Soaring in Australia.

Subject: [gfaforum] History

Who was the first Australian to achieve a day win in world competitions?

Ron
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Re: [Aus-soaring] [gfaforum] History

2017-11-26 Thread Mike Borgelt


From this it appears at least one FK3 was still in existence in 2010.
http://forum.condorsoaring.com/viewtopic.php?t=11870=30





Mike


At 03:47 PM 11/27/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_0004_01D3679B.40746CC0"
Content-Language: en-us

Correction  72 Worlds

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Noel Roediger

Sent: Monday, November 27, 2017 12:02 PM
To: 'Discussion of issues relating to Soaring in 
Australia.'; 'Ron Sanders'; 'Gliding Australia Forum'

Subject: Re: [Aus-soaring] [gfaforum] History

The first two Kestrels came to Aus.in late 67  
just in time for the Nats that were held in Narromine.


XC was owned by a syndicate based at Bathurst 
and XX was owned by Martin Simons, later 
purchased by the WGC where it still resides but is privately owned.


XC was purchased by TT in 68 and he shipped him 
to Vrsac  Yugoslavia - for the 1970 Worlds.


Of note, both these aircraft had balsa cores 
instead of the foam we are now used to. During 
the first winter the balsa absorbed moisture and 
the wing surface clearly showed the balsa 
planks. The only real cure was to store the 
aircraft in a warm and dry environment.


After Tony sold XC to an Adelaide based 
syndicate disaster very nearly occurred. Towards 
the end of winter they noticed the surface 
distortions and proceeded to sand them out only 
to find the distortions re-appeared as 
indentations as summer progressed. Fortunately 
the smoothing had not touched the glass and a 
coat of primer/surfacer and further sanding restored the profile.


Another interesting sailplane that arrived about 
the same time was an FK3 imported by Trevor Kyle 
and to be flown by John Rowe in the 
Nats.  Unfortunately it did not have sufficient 
documentation to permit it to be flown. Later it 
was granted a Permit to Fly but after one 
suffered a mid-flight structural failure VFW 
recalled it to Europe where it and other survivors were destroyed.


Noel

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Peter Brookman

Sent: Monday, November 27, 2017 10:08 AM
To: 'Ron Sanders'; 'Gliding Australia Forum'; 
'Discussion of issues relating to Soaring in Australia.'

Subject: Re: [Aus-soaring] [gfaforum] History

XC now lives at Bordertown, owned by Adam Howell 
who purchased it from me. Previous to that was 
owned by Paul Bart ,DDSC.,  was at Murray Bridge 
(Pallamana) at one time. Tony T, owned it I 
guess from new in early 1970âs and flew in World Comps , Italy (i think).


Peter Brookman

From: Noel Roediger
Sent: Monday, November 27, 2017 9:23 AM
To: 'Ron Sanders' ; 'Gliding Australia Forum' ; 
'Discussion of issues relating to Soaring in Australia.'

Subject: Re: [Aus-soaring] [gfaforum] History

Tony Tabart in XC

From: Ron Sanders [mailto:resand...@gmail.com]
Sent: Monday, November 27, 2017 8:21 AM
To: Gliding Australia Forum; Discussion of 
issues relating to Soaring in Australia.

Subject: [gfaforum] History

Who was the first Australian to achieve a day win in world competitions?

Ron
--
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Re: [Aus-soaring] (no subject)

2017-11-21 Thread Mike Borgelt


Word is it was Dave Wilson, competing in the mountains, South Island NZ.

Mike

At 10:37 AM 11/22/2017, you wrote:

Content-Type: multipart/alternative;
boundary="=_NextPart_000_007D_01D36386.525891A0"
Content-Language: en-au

What does?


From: Aus-soaring [mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Ron Sanders

Sent: Wednesday, 22 November 2017 11:23 AM
To: Discussion of issues relating to Soaring in Australia.; Gliding 
Australia Forum

Subject: [Aus-soaring] (no subject)

That makes FIVE!
Ron
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Re: [Aus-soaring] Looking for XCSoar 5.2.1 for the Altair

2017-11-13 Thread Mike Borgelt


522 would seem to be version 5.2.2 not 5.2.1

Just change the filename extension to .txt and get the other end to 
change it back to exe.


I've done that lots of times where the email system won't let .exe 
files through even though they are inside a zip file.


Mike


At 10:18 AM 11/14/2017, you wrote:

Put it on Google Drive and email a link.

  - mark


On Nov 9, 2017, at 9:39 PM, Chris Runeckles 
<cmruneck...@gmail.com> wrote:


Hi Robert

Is this the version of XC soar you are looking for

XCSoarAltair-522-CRC3E.exe

I am not sure howto send an .exe file because Gmail is blocking it 
for security reasons


Chris Runeckles

On Wed, Nov 8, 2017 at 3:01 PM, Robert Hart 
<crispin...@gmail.com> wrote:

Hi

In a moment of stupidity, I deleted the XCSoar.exe file from the 
front seat Altair in Peter Griffiths' Nimbus 4DM.


I need a very specific version as this contains the "Big Text" 
feature that Peter needs and also connects to the rear seat Altair 
- which v5.2.2 does not do.


I have searched everywhere for this and have not found it. Does 
anyone have a copy of this or can point me at it?


Many thanks

--
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+61 438 385 533


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Re: [Aus-soaring] ATSB

2017-10-31 Thread Mike Borgelt



There's a preliminary report from ATSB on the Diamond DA-40 spin in 
in Queensland.


http://www.atsb.com.au/publications/investigation_reports/2017/aair/ao-2017-096/

AFAIK the aircraft is placarded against intentional spins although 
there is a nice video around of the spin testing.


https://www.youtube.com/watch?v=ZNTKFLTWJ28 inset is the control 
position video.


There are others search for spin testing DA-40.

Question of the day: What's wrong in the video?

Mike






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Re: [Aus-soaring] NOVEMBER ISSUE - GLIDING INTERNATIONAL

2017-10-29 Thread Mike Borgelt

Sounds high to me. How many human piloted aircraft are there in the 
world right now? http://answers.google.com/answers/threadview/id/584144.html

Airliners are pretty much drones with on board human supervision occasionally.
There are other more significant threats to gliding and light 
aviation. Stupid counter productive authoritarianism and an aging 
pilot population.


Mike




At 08:38 AM 10/30/2017, you wrote:


On 29 Oct 2017, at 3:33 PM, Gliding International 
<off...@glidinginternational.com> 
wrote:


10.  Are you worried about Drones?  You should be!  The conference 
in Switzerland last month brought forth a paper that declared 
aviators can expect to compete with seven million drones with seven 
metre wing spans by 2030.  (400,00 will be commercial 
drones).  This is news but not good news!


Is that a credible claim?

  - mark


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Re: [Aus-soaring] NOVEMBER ISSUE - GLIDING INTERNATIONAL

2017-10-29 Thread Mike Borgelt

Well there is a school of thought in CASA that
you can't take off if the environmental
conditions are such that they exceed the
limitations of the type certificate and/or aren't on the P charts.

A lot of German gliders were certificated under
the assumption of 38 Deg C max air temperature
and the assumed duty cycle for loading was that
water would be carried 10% of the time.

The flash point of Jet A-1 is 38 Deg C min, so
you might have a problem if you have an aircraft
with not much fuel in than tanks and sit it out
on the ramp for hours on a very hot day. Even
then I think all that will happen is that a jet engine will start more easily.

Seen US airlines work? They don't make money
while sitting on the ground so turnarounds are
typically short. Any remnant fuel in the tanks
has been where the air temperature is -40 to -60
deg. I don't know the time constant of
temperature response of an airport storage tank
but as they are large and double walled (or so
I've read) I can think it is a long time so the
fuel is unlikely to get to the temperature maxima recorded at the AWS.

JP-4 as used by the USAF in their jets from 1951
to 1995 had a flash point of -18 deg C so the
engines were operating with fuel above its flash point much of the time.

Heavy water? Wimps! Use Tritium water and get
another 10%. Too bad it is much harder to get
than deuterium (heavy hydrogen), has some
"interesting" uses and is radioactive.

Mike

At 06:50 AM 10/30/2017, you wrote:
It is time again for the new Gliding
International and I will, as usual, go looking for the item on Global Warming.

I used to find these articles irritating but now
I have passed to the stage of seeing the
humorous side, especially as the intensity of
the alarmists rhetoric continues to ramp
up..Â Since nothing much happens the debate
must be recast, firstly as Global Warming, then
Climate Change and now Climate Disruption!

The Sept/Oct edition did not disappoint with an
article titled; HEAT WAVES MAKE FLYING
WORSE.Â The article was about a heat wave in
Phoenix Arizona this year which saw some flights
cancelled because of the hot weather,Â The
story was published in the major USA daily
papers and IÂ first read it in the Washington
Post on June 22, 2017.Â The Gliding
International version included this startling
addition :"Some jet engines risked catching on
fire in the extreme heat" and it was accompanied
by a graphic proclaiming, "2016 was the Hottest
Year on Record.Â Blame Humanity, its official".Â

Maybe 2016 was a record hot year somewhere, but
not in Phoenix Arizona where similar or higher
temperatures have been recorded 15 times in the
past and not more than 22 years ago.

http://www.news.com.au/travel/world-travel/north-america/it-is-so-hot-in-phoenix-that-planes-cant-fly/news-story/dfdcd68490ed9eaf37a5440b69ee56df

Also B737 and A320 aircraft continued to operate
from the Phoenix airport though the heatwave.

But that was not all the entertainment to be had
because Myles Hynde, in another article, noted
that some ballasted gliders cannot reach their
maximum rated weight with a light pilot and
proposed filling the ballast tanks with heavy
water, noting that heavy water could be obtained from a sunken ferry in Norway.
This article was clearly not to be taken
seriously and did have some interesting aspects
but I was surprised to read about the water atom
(it is a molecule) and then noted that Myles had
incorrectly identified the Oxygen atom as theÂ Â
one containing the additional neutron in the nucleus.

On Sun, Oct 29, 2017 at 3:33 PM, Gliding
International
<off...@glidinginternational.com>
wrote:

The November issue goes in the mail October
31.Â The Digital issue will be released on November 3.

The issue contains:

1.Â A review at length on the Twin Shark from
Europe.Â This two seater has a good future. Â
The test flight report will appear in the following issue.

2.Â Meantime, we some have great graphics on
the Euro Glider, (many wonât even have heard
about it). Â It will have twin electric motors
and is designed to be a basic trainer, one a
club can use for a whole day (without
recharges).Â This is all new thinking very interesting indeed.

3, The lead story is about soaring in
Alaska.Â Bob Adams, the author has over 2000
hours soaring in Alaska. Â He provides some remarkable photography.

4.Â The FES fire in two sailplanes is a
worry.Â We provide details of the FES fire in
the United Kingdom with a response from the
manufacturers on the issue. Â You should read
this if you have any plans to buy/fit a FES.

5.Â A new jet unit has been tested by
Germanyâs Aerospace centre.Â It is
electrically driven with a promising future.

Re: [Aus-soaring] Parachute

2017-10-26 Thread Mike Borgelt

This is an explanation of the 20 year parachute 
service life myth. I keep running into it from time to time.


http://www.parachuteshop.com/service_life_limits.htm

Pretty much what Larry at National Parachutes 
says although he won't re-pack after 20 years.


Note the bit about use, care and exposure.

IIRC the PA chutes that were grounded after 20+ 
years, around 7 to 10 years ago, had an AD come out on those chutes only.


I know we sold heaps of National chutes then.

It is very easy to make the activity more 
expensive and difficult in the name of safety 
without improving safety. It is a lazy, 
thoughtless way of operating. I'll back hard engineering data.


Bit like the GFA annual spin requirement. I bet 
the vast majority know how to recover from a spin 
properly and promptly. You should mentally 
rehearse this often. The problem really is people 
getting into spins when they should not and mostly where even prompt


recovery action won't help as you will likely hit 
the ground harder than if you stayed in the spin. 
About the only time you have a chance to recover 
is if you spin out of a thermal, something you 
should never do as it is highly antisocial.


When everybody, including those running the GFA, 
actually understands what causes stalls we might 
make some progress. In the meantime annual spins 
is huge risk exposure, in sometimes deliberately 
crippled aircraft, for nothing.



Mike





At 02:05 PM 10/26/2017, you wrote:

Jim,

Some Parachutes Australia chutes do have a time limit. 21 or 22 years IIRC.



Mike

At 01:38 PM 10/26/2017, you wrote:


Apologies to Ron. You had no idea what you started.
Â Â But people take these things too lightly.
Â  Highly recommend doing a couple of jumps so 
you know what it feels like, even if the jump 
isn't started from a damaged aircraft.Â My 
personal preference is for a square parachute. 
They have great directional and speed control, 
but owners need to be trained or at least 
briefed.Â I can do a stand-up spot landing, a 
good feeling to have while strapping it on tightly prior to flight.
Â  Learned long ago the pains involved in 
opening a parachute with a loose harness...

Imagine someone kicking you in the groin. The pain goes up to your eyes.
Â  Back to the start: There is no time limit on 
any parachute, since the certification method used didn't specify one.

This includes Para-Phernalia, who first mentioned the 20-year subject.
Passing inspection is up to your rigger. You 
can always retire the chute yourself, just cut 
the suspension lines and it's done.

Jim

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Re: [Aus-soaring] Parachute

2017-10-25 Thread Mike Borgelt


Jim,

Some Parachutes Australia chutes do have a time limit. 21 or 22 years IIRC.



Mike

At 01:38 PM 10/26/2017, you wrote:


Apologies to Ron. You had no idea what you started.
Â Â But people take these things too lightly.
Â  Highly recommend doing a couple of jumps so 
you know what it feels like, even if the jump 
isn't started from a damaged aircraft.Â My 
personal preference is for a square parachute. 
They have great directional and speed control, 
but owners need to be trained or at least 
briefed.Â I can do a stand-up spot landing, a 
good feeling to have while strapping it on tightly prior to flight.
Â  Learned long ago the pains involved in 
opening a parachute with a loose harness...

Imagine someone kicking you in the groin. The pain goes up to your eyes.
Â  Back to the start: There is no time limit on 
any parachute, since the certification method used didn't specify one.

This includes Para-Phernalia, who first mentioned the 20-year subject.
Passing inspection is up to your rigger. You can 
always retire the chute yourself, just cut the suspension lines and it's done.

Jim

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Re: [Aus-soaring] Parachute

2017-10-25 Thread Mike Borgelt

So how many glider pilots have been 
killed/seriously injured by the parachute landing 
after successfully getting out and deploying the 
chute at a height where it will fully deploy before hitting the ground?


I know Harry was injured but his was a VERY low 
opening and I know of some some ankle/back 
injuries and bruises. Where gliders are flown in 
Australia there's usually not much to hit but you 
may have fun trying to get out of a tree. Got a 
survival kit on your person along with  a GPS 406 Mhz beacon?


When you deploy the whole aircraft parachute in a 
Cirrus SR22 you don't even have a steering option 
so you are just along for the ride.


As for "One thing G Dale said is that using a 
parachute should be considered to be a normal 
part of gliding. As normal as doing an 
outlanding." yeah, right. It should be considered 
a last ditch option when you have no options 
left. If nothing else the abandoned glider is a


(very small) risk to innocent people on the ground.

This isn't the Battle of Britain.

Mike




At 10:39 AM 10/26/2017, you wrote:
>>>then relax and enjoy the ride" as a great 
part of the risk is over. Ah! The late great 
Angelo Crapanzono, inventor of the pulled apex 
canopy was asked about when to deploy. His 
reply was (in Italian English) "When the shh*t 
is up to here"  points to forehead. "Then 
maybe thee sh*t will be up to here" points to 
bridge of nose ¦ "or here" points just below 
nose. I think there must  be a moment or two of 
relief that your chute has opened, followed by 
some time of alarm as you try and learn to 
steer the canopy and remember the drill for 
landing into wind, away from trees, buildings, 
water, animals, traffic etc. etc. D 
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Re: [Aus-soaring] Parachute

2017-10-25 Thread Mike Borgelt

My parachute guy (former French Army paratrooper 
in Algeria during the war there who now 
manufactures parachutes for drones and other 
military cargo uses) reckons gliders should have 
a small parachute which can be deployed to give 
you more time to exit and use your personal 
chute. This is a lot easier than having a whole 
glider + pilot parachute with a soft enough 
touchdown not to injure the pilot. On the Cirrus 
SR 22 and other powered aircraft with whole 
aircraft parachutes, the landing gear is part of 
the energy absorption system. There isn't that much distance in a glider.

Does anyone know how many whole glider parachute options have been sold?

Mike






At 10:59 AM 10/26/2017, you wrote:
Just to add to Mike's very appropriate comments, 
the mantra once was that on hearing a bang, 
dirty up the glider. Drop the U/C, open the 
spoilers, as a reflex action before all others. 
That way the speed doesn't run away so quickly 
and it will remain possible to open the canopy.Â


On 26 October 2017 at 11:32, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:

Gary,

Both competition pilots I mentioned just hadn't 
given the parachute and bailout procedure any 
thought before we mentioned it. The people I 
mentioned who were wearing the parachutes 
incorrectly were also flying in a contest. Carol 
adjusted the harness properly on a couple of 
people. When we went back a couple of years 
later they had gone back to wearing them 
improperly. When we had first found out about 
the improper wear we actually contacted GFA with 
a suggested bulletin. I think it got sent out. 
NAtional Parachutes actually come with a nice 
manual. If you have a National Parachute, have you read it?


While waiting for a launch you should sometimes 
just mentally rehearse the actions required and 
touching the relevant handles. If there is time 
actually open canopy (side hinged only, front 
opening there is usually a jettison handle) and 
undo straps (that is the correct order because 
if the glider is wildly gyrating you may find it 
difficult to operate the opening handles after 
undoing the harness). Don't forget to re-do the entire cockpit check.


Yes, immediately on exit, pull the ripcord. That 
was the advice given to me in 1973 by Staff 
Sergeant Danny Wright SASRÂ  in 1973 who also 
taught me how to repack a parachute. His other 
word were " then relax and enjoy the ride" as a great part of the risk is over.


Mike









08:56 PM 10/25/2017, you wrote:

Content-Type: multipart/related;
Â Â Â Â Â Â Â Â  boundary="=_NextPart_000_0022_01D34DDC.2B22EF50"
Content-Language: en-au


Mike and All,
Very nicely put. I have never before seen so 
many elements of the topic covered in so few words.

Â
DMcD, seemed to cover most of the other 
practical elements, in his earlier post, with 
useful additional comment in his 2nd post.

Â
In my experience, I have yet to meet a 
competitionÂ  glider pilot who does not take 
his parachute condition and use very seriously. 
Statistics quite undeniably show that a pilot 
from this group will most often need to use 
his/her parachute. [There is nothing quite like 
incentive, is there?} However your comment on 
the general situationÂ  âYes, probably 
parachutes arenât taken seriously enough by 
glider pilots.â seems to me to be quite valid.

Â
DMcD, I have seen (on YouTube), parachutists 
inÂ  Fords, Chevs, and all sorts of other 
autos, being droppedÂ  into space, but never 
with a Harley. What does this mean?

Â
Cheers,
Gary
Â
From: Aus-soaring [ 
mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Wednesday, 25 October 2017 7:15 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Parachute
Â
Here's the story on the National Parachutes 
we've sold for the lastÂ  28 years.


They are lightweight and comfortable and while 
some details have changed they are the same 
basic design/size/weight in all that time


The factory considers a life of 20 years is 
reasonable and won't repack them after that but 
your rigger can inspect the parachute and can 
return it to service if it is in his/her 
opinion revealed to be in airworthy condition 
as THERE IS NO LIFE LIMITING AD ON NATIONAL


PARACHUTES.

National parachutes also come in 4 canopy sizes 
to suit all weights of pilots. The N360 is 
suitable for up to 75 Kg pilots, the N425 up to 
95Kg, the National Flat to 100Kg and the N490 to 110Kg.


While National chute packsÂ  are available in 
Navy, Black and Red we recommend the Black or 
Navy as the colours seem more durable.


The condition of the parachute depends on use 
and care. In a 7 day commercial operation it is 
doubtful if a parachute will last 20 years. In 
private operation where the thing is unlikely 
to do more than 2000 hours in actual use and 
you keep it in a bag until ready to wear


and put it backÂ  in the bag after

Re: [Aus-soaring] Parachute

2017-10-25 Thread Mike Borgelt


Gary,

Both competition pilots I mentioned just hadn't 
given the parachute and bailout procedure any 
thought before we mentioned it. The people I 
mentioned who were wearing the parachutes 
incorrectly were also flying in a contest. Carol 
adjusted the harness properly on a couple of 
people. When we went back a couple of years later 
they had gone back to wearing them improperly. 
When we had first found out about the improper 
wear we actually contacted GFA with a suggested 
bulletin. I think it got sent out. NAtional 
Parachutes actually come with a nice manual. If 
you have a National Parachute, have you read it?


While waiting for a launch you should sometimes 
just mentally rehearse the actions required and 
touching the relevant handles. If there is time 
actually open canopy (side hinged only, front 
opening there is usually a jettison handle) and 
undo straps (that is the correct order because if 
the glider is wildly gyrating you may find it 
difficult to operate the opening handles after 
undoing the harness). Don't forget to re-do the entire cockpit check.


Yes, immediately on exit, pull the ripcord. That 
was the advice given to me in 1973 by Staff 
Sergeant Danny Wright SASR  in 1973 who also 
taught me how to repack a parachute. His other 
word were " then relax and enjoy the ride" as a great part of the risk is over.


Mike









08:56 PM 10/25/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_0022_01D34DDC.2B22EF50"
Content-Language: en-au

Mike and All,
Very nicely put. I have never before seen so 
many elements of the topic covered in so few words.


DMcD, seemed to cover most of the other 
practical elements, in his earlier post, with 
useful additional comment in his 2nd post.


In my experience, I have yet to meet a 
competition  glider pilot who does not take his 
parachute condition and use very seriously. 
Statistics quite undeniably show that a pilot 
from this group will most often need to use 
his/her parachute. [There is nothing quite like 
incentive, is there?} However your comment on 
the general situation  Yes, probably parachutes 
arent taken seriously enough by glider pilots. 
seems to me to be quite valid.


DMcD, I have seen (on YouTube), parachutists 
in  Fords, Chevs, and all sorts of other autos, 
being dropped  into space, but never with a Harley. What does this mean?


Cheers,
Gary

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Wednesday, 25 October 2017 7:15 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Parachute

Here's the story on the National Parachutes we've sold for the last  28 years.

They are lightweight and comfortable and while 
some details have changed they are the same 
basic design/size/weight in all that time


The factory considers a life of 20 years is 
reasonable and won't repack them after that but 
your rigger can inspect the parachute and can 
return it to service if it is in his/her opinion 
revealed to be in airworthy condition as THERE 
IS NO LIFE LIMITING AD ON NATIONAL


PARACHUTES.

National parachutes also come in 4 canopy sizes 
to suit all weights of pilots. The N360 is 
suitable for up to 75 Kg pilots, the N425 up to 
95Kg, the National Flat to 100Kg and the N490 to 110Kg.


While National chute packs  are available in 
Navy, Black and Red we recommend the Black or 
Navy as the colours seem more durable.


The condition of the parachute depends on use 
and care. In a 7 day commercial operation it is 
doubtful if a parachute will last 20 years. In 
private operation where the thing is unlikely to 
do more than 2000 hours in actual use and you 
keep it in a bag until ready to wear


and put it back  in the bag after wearing it 
will likely be fine. Consider also that the 
parachute may be stored in a dry cupboard for 
some years of that time and is probably flown 
for only half the year or a bit more. Hard calender life limits are stupid.


Yes, probably parachutes aren't taken seriously 
enough by glider pilots. Is there any proper 
training done, like before the first lesson in a 
glider? We've seen people wearing National 
chutes where the leg straps weren't tightened 
and the chest strap was a "chin" strap.


Too bad about your head when you pull the 
ripcord but your headless body should make it to the ground just fine.


Also asked competition pilots what they will do 
if they hear a bang and the glider pitches down 
and doesn't respond to the elevator. The first 
went and bought a new parachute and rehearsed 
the bailout procedure and admitted he hadn't 
paid any attention to that before.


The second was a real smartarse and laughed it 
off by making a joke of it to cover up his lack of forethought and preparation.


Do remember that bailing out of a damaged glider 
is "attempted suicide to avoid certain death". 
The US military recko

Re: [Aus-soaring] Parachute

2017-10-25 Thread Mike Borgelt


Here's the story on the National Parachutes we've sold for the last  28 years.

They are lightweight and comfortable and while 
some details have changed they are the same basic 
design/size/weight in all that time


The factory considers a life of 20 years is 
reasonable and won't repack them after that but 
your rigger can inspect the parachute and can 
return it to service if it is in his/her opinion 
revealed to be in airworthy condition as THERE IS 
NO LIFE LIMITING AD ON NATIONAL


PARACHUTES.

National parachutes also come in 4 canopy sizes 
to suit all weights of pilots. The N360 is 
suitable for up to 75 Kg pilots, the N425 up to 
95Kg, the National Flat to 100Kg and the N490 to 110Kg.


While National chute packs  are available in 
Navy, Black and Red we recommend the Black or 
Navy as the colours seem more durable.


The condition of the parachute depends on use and 
care. In a 7 day commercial operation it is 
doubtful if a parachute will last 20 years. In 
private operation where the thing is unlikely to 
do more than 2000 hours in actual use and you 
keep it in a bag until ready to wear


and put it back  in the bag after wearing it will 
likely be fine. Consider also that the parachute 
may be stored in a dry cupboard for some years of 
that time and is probably flown for only half the 
year or a bit more. Hard calender life limits are stupid.


Yes, probably parachutes aren't taken seriously 
enough by glider pilots. Is there any proper 
training done, like before the first lesson in a 
glider? We've seen people wearing National chutes 
where the leg straps weren't tightened and the 
chest strap was a "chin" strap.


Too bad about your head when you pull the ripcord 
but your headless body should make it to the ground just fine.


Also asked competition pilots what they will do 
if they hear a bang and the glider pitches down 
and doesn't respond to the elevator. The first 
went and bought a new parachute and rehearsed the 
bailout procedure and admitted he hadn't paid any attention to that before.


The second was a real smartarse and laughed it 
off by making a joke of it to cover up his lack of forethought and preparation.


Do remember that bailing out of a damaged glider 
is "attempted suicide to avoid certain death". 
The US military reckoned the ejection seat in the 
F-15 saved the pilot's life 75% of the time it 
was used. The outstanding Russian K36D seat was better at 93%.


I'm pretty sure gliding  is somewhere between those numbers.

Mike








At 05:41 PM 10/25/2017, you wrote:

Point taken.Â
I have the highest regard for Nigel 
Brennan.Â  If he says the chute is ok I am happy to wear it.


On Wed, Oct 25, 2017 at 6:28 PM, Ron Sanders 
<resand...@gmail.com> wrote:
Do you mind if i forward your comments to Mr 
Nigel Brennan who re packed and inspected the chute??


Ron

On 25 October 2017 at 13:52, DMcD 
<slutsw...@gmail.com> wrote:

>>Hi guys, do not bother sold in 6 minutes!!

Lets hope the buyer does not have to use it!

Hang glider parachutes have a slightly harder time than glider
parachutes, partially because the pack is less dense and lets in more
UV, though many parachute manufacturers wrap the parachute inside a
foil folder to help protect it. The fabric is also degraded by sweat
and other factors. Some fabric and some colours degrade much faster
than others too. What colour is your chute? Is it nice and bright so
it can be spotted easily in the air or on the ground or have you ever
looked?

I don't think most of us take parachutes particularly seriously
enough. For example, your parachute size should be related to several
factors, including your age and weight. Most parachute sizes are for
young people weighing an ISO standard 75 kgs who can jump off a 4
metre wall and not suffer any injury. And you?

The older you are and the heavier you are, the larger the area of your
canopy needs to be. Of course, there's a trade off in that larger
canopies open more slowly, so the older you are, the higher you need
to be to safely deploy your canopy.

I guess it is like Harley riders. They wear poor quality open face
helmets to protect poor quality brains.

"I'm a licensed rigger.Â  In my experience, the life will be limited primarily
by how much direct sunlight, dust, and grit the parachute sees.Â  If you take
good care of the canopy and container, and keep the system out of the direct
sunlight, it'll last quite a while.Â  Other responders have suggested a
practical life span of 15-20 years, and that's not too bad a range, IMHO.
However, if the system has been abused, it could be unusable after just a few
years.

Pay attention to the harness too, as it tends to suffer from abrasion and from
the pilot's sweat.Â  It's not that unusual to 
see harnesses and containers that

become unusable before the canopy."

"In the UK the parachute manufacturers and riggers are not allowed to
re-pack parachutes over 25 years old.Â  ie

Re: [Aus-soaring] Goondiwindi

2017-10-16 Thread Mike Borgelt



Anyone know what is happening at Goondiwindi? Is anyone still there?

Mike





Borgelt Instruments - design & manufacture of quality soaring 
instrumentation since 1978

www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784:  int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia  ___
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Re: [Aus-soaring] Air Services removing ALAs from FAC, AIP and WAC charts

2017-10-15 Thread Mike Borgelt

Under current rules when not depicted on charts 
you must use the area frequency for radio calls at unmarked aerodromes.


That may change soon but until it does that 
should be interesting for Airservices and any 
aircraft getting clearances on frequency.


Mike





At 01:10 PM 10/16/2017, you wrote:


https://aopa.com.au/wp-content/uploads/2017/10/a17-h29.pdf

There are a bunch of gliding sites in this list.

Once theyâre removed from Air Servicesâ 
database, theyâll no longer be depicted on charts.


If you know who the contact person or 
organization is for any of these, maybe draw 
their attention to this AIP/SUP and get them to get in touch with Air Services.


  - mark


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quality soaring instrumentation since 1978

www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784:  int+61-42835 5784
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Re: [Aus-soaring] Tactile system for spacial disorientation

2017-10-13 Thread Mike Borgelt


I'm sure horses are familiar with the concept.


Mike

At 09:11 AM 10/14/2017, you wrote:
There was a similar display in the Emerging 
Technologies section of SIGGRAPH this year. The 
concept is called The Hanger Reflex - very small 
amounts of pressure on the body at small points 
can cause the person to be controlled They 
demonstrated a similar belt device that allowed 
one person to control another person's walking direction.Â


https://dl.acm.org/citation.cfm?id=3084833=ACM=DL=994782706=23421178

And a video:

https://www.youtube.com/watch?v=7_LpCgLUu0Y

I had a try of it and it's pretty amazing what subtle effects it can have.Â

- Original Message -
From:
"Discussion of issues relating to Soaring in 
Australia." 


To:

Cc:

Sent:
Sat, 14 Oct 2017 08:53:46 +1000
Subject:
[Aus-soaring] Tactile system for spacial disorientation


Very interesting I wonder how much benefit there would be in a glider...

http://mobile.abc.net.au/news/2017-10-14/tactile-cueing-system-seeks-to-make-flying-safer-for-pilots/9042466

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Re: [Aus-soaring] FES fire in the UK

2017-09-29 Thread Mike Borgelt


By coincidence, got this this morning.
These guys are in Wisconsin and do race car parts including AN 
hardware and various hose fittings, for some of which they seem to be 
the only source on the planet as they have them made.


Mike





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Re: [Aus-soaring] FES fire in the UK

2017-09-29 Thread Mike Borgelt

Gold?

I think the foil is just a infra red radiation 
barrier. It really doesn't seem thick enough to 
conduct heat from a hot spot away from the area 
fast enough. 3mm Fiberfrax (ceramic fiber felt) 
covered with 0.016 aluminium is apparently an 
adequate firewall. This might be an idea for 
battery boxes, at least in the fuselage.

The heat conducting properties of aluminium were 
the reason a missing tile on the space shuttle 
(at least in the lest stressed areas) wouldn't 
necessarily be fatal. They did lose or damage 
badly one black bottom tile once but it was over 
a thicker area with a transponder antenna so 
conducted fast enough not to melt the aluminium

Mike.

At 08:17 AM 9/30/2017, you wrote:

Mike,

Is it good quality kitchen alfoil or that 
horrible no-name stuff?Â  I would be looking for 
a nice gold foil lining myself.

Cheers Ben

On Sat, Sep 30, 2017 at 7:59 AM, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:

Well these guys claim to do so.

<https://firechampion.com/?gclid=EAIaIQobChMIzYDJ16vL1gIV0BNoCh0XawzrEAAYASAAEgLkVfD_BwE>https://firechampion.com/?gclid=EAIaIQobChMIzYDJ16vL1gIV0BNoCh0XawzrEAAYASAAEgLkVfD_BwE 

In the video though they say a failing Li 
battery releases oxygen. Maybe most of that 
escapes on rupture and the extinguisher puts out 
the burning metal/polymers/flammable gases.

Then there is 
this:<http://batteryuniversity.com/learn/article/safety_concerns_with_li_ion>http://batteryuniversity.com/learn/article/safety_concerns_with_li_ion

And this: 
<https://electronics.stackexchange.com/questions/223245/what-type-of-fire-extinguisher-do-i-need-for-lithium-polymer-batteries>https://electronics.stackexchange.com/questions/223245/what-type-of-fire-extinguisher-do-i-need-for-lithium-polymer-batteries 

There's lots more. I Goolagd "Lithium battery fire extinguisher".

All very confusing. I'm still not clear on what type of extinguisher to use.

Note Boeing put Li-ion batteries in the 787 and 
had a couple of fires forcing re-design of the 
battery box. Airbus use them in the A350 now also.

There was a discussion on Aviation Week and 
Space Tech about Boeing. They subcontracted out 
the design of the battery system. That subbie 
contracted the management system to Thales who 
contracted Yuasa for the batteries.

The original subbie managed to burn down their 
test facility including admin offices during 
testing according to one commenter.

I also worry about current petrol engine 
motorgliders. Originally the engines were up in 
the breeze on the pylon which was probably OK as 
you would turn off the fuel and there wasn't a 
lot else to burn. Then the engines ended up in 
the fuselage for noise reasons and the

"firewall" seems to be a stuck on layer of 
kitchen alfoil. Some have a nice red light on 
the panel to detect overheating there but IMO 
one thermistor isn't enough and there's no 
extinguisher. Sure you can bail out but the 
flaming glider is then a hazard to innocent third

parties.

Those of you keen on "certification" should 
realise it doesn't always mean what you think it 
does. It can get political and "Germany Inc" has 
a lot of influence. I've seen stuff in 
"certified" motor gliders that I wouldn't sign off on.

Mike

At 10:15 PM 9/29/2017, you wrote:

What sort of extinguisher can be relied apon to put out a LiPo on Fire?

On Fri, Sep 29, 2017 at 8:35 PM, Noel Roediger 
<<mailto:roedi...@internode.on.net> roedi...@internode.on.net> wrote:

Interesting.
But the report doesn'tÃÂ  really tell us 
anything we don't know about LiPo's.
SR 018, 019 and 020 are as useless as TOAB 
without requiring an extinguisher to be carried - and there is none.
I understand some manufacturers of SLS's 
already incorporate fire warning systems but without extinguisher backup.

Not with-standing, it must be realized that any type of battery can explode.
I look forward to the AAIB report on the 
certification process followed by EASA.

Noel.
-Original Message-
From: Aus-soaring [ 
mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Justin Couch

Sent: Friday, September 29, 2017 5:33 PM
To: <mailto:aus-soaring@lists.base64.com.au>aus-soaring@lists.base64.com.au
Subject: Re: [Aus-soaring] FES fire in the UK
Here's the actual AAIB report:

<https://assets.publishing.service.gov.uk/media/59c8f175e5274a49c07f4704/AAIB_S3-2017_G-GSGS.pdf>https://assets.publishing.service.gov.uk/media/59c8f175e5274a49c07f4704/AAIB_S3-2017_G-GSGS.pdf 

On 29/09/2017 7:02 AM, Future Aviation Pty. Ltd. wrote:
> Good morning all
>
> This was sent to me over night by a German friend of mine.
>
> As you can see, no mention was made of the type of battery used here.
>ÃÂ  From my visits to the AERO trade fair I 
know that some manufacturers use LiPo Batteries.
> They have the best power to we

Re: [Aus-soaring] FES fire in the UK

2017-09-29 Thread Mike Borgelt

Well these guys claim to do so.

https://firechampion.com/?gclid=EAIaIQobChMIzYDJ16vL1gIV0BNoCh0XawzrEAAYASAAEgLkVfD_BwE

In the video though they say a failing Li battery 
releases oxygen. Maybe most of that escapes on 
rupture and the extinguisher puts out the burning 
metal/polymers/flammable gases.

Then there is 
this:http://batteryuniversity.com/learn/article/safety_concerns_with_li_ion

And this: 
https://electronics.stackexchange.com/questions/223245/what-type-of-fire-extinguisher-do-i-need-for-lithium-polymer-batteries

There's lots more. I Goolagd "Lithium battery fire extinguisher".

All very confusing. I'm still not clear on what type of extinguisher to use.

Note Boeing put Li-ion batteries in the 787 and 
had a couple of fires forcing re-design of the 
battery box. Airbus use them in the A350 now also.

There was a discussion on Aviation Week and Space 
Tech about Boeing. They subcontracted out the 
design of the battery system. That subbie 
contracted the management system to Thales who 
contracted Yuasa for the batteries.

The original subbie managed to burn down their 
test facility including admin offices during 
testing according to one commenter.

I also worry about current petrol engine 
motorgliders. Originally the engines were up in 
the breeze on the pylon which was probably OK as 
you would turn off the fuel and there wasn't a 
lot else to burn. Then the engines ended up in 
the fuselage for noise reasons and the

"firewall" seems to be a stuck on layer of 
kitchen alfoil. Some have a nice red light on the 
panel to detect overheating there but IMO one 
thermistor isn't enough and there's no 
extinguisher. Sure you can bail out but the 
flaming glider is then a hazard to innocent third

parties.

Those of you keen on "certification" should 
realise it doesn't always mean what you think it 
does. It can get political and "Germany Inc" has 
a lot of influence. I've seen stuff in 
"certified" motor gliders that I wouldn't sign off on.

Mike

At 10:15 PM 9/29/2017, you wrote:

What sort of extinguisher can be relied apon to put out a LiPo on Fire?

On Fri, Sep 29, 2017 at 8:35 PM, Noel Roediger 
<roedi...@internode.on.net> wrote:

Interesting.

But the report doesn'tÂ  really tell us anything we don't know about LiPo's.

SR 018, 019 and 020 are as useless as TOAB 
without requiring an extinguisher to be carried - and there is none.

I understand some manufacturers of SLS's already 
incorporate fire warning systems but without extinguisher backup.

Not with-standing, it must be realized that any type of battery can explode.

I look forward to the AAIB report on the 
certification process followed by EASA.

Noel.

-Original Message-
From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Justin Couch

Sent: Friday, September 29, 2017 5:33 PM
To: aus-soaring@lists.base64.com.au
Subject: Re: [Aus-soaring] FES fire in the UK

Here's the actual AAIB report:

https://assets.publishing.service.gov.uk/media/59c8f175e5274a49c07f4704/AAIB_S3-2017_G-GSGS.pdf

On 29/09/2017 7:02 AM, Future Aviation Pty. Ltd. wrote:
> Good morning all
>
> This was sent to me over night by a German friend of mine.
>
> As you can see, no mention was made of the type of battery used here.
>Â  From my visits to the AERO trade fair I 
know that some manufacturers use LiPo Batteries.
> They have the best power to weight ratio but 
they are known to be extremely dangerous.
> I will attempt to find out if this type of 
battery was installed in this glider.

>
> Kind regards to all
>
> Bernard
>
>>Â  From UK, newspaper report:
>>
>>
>>
>>
>> The Air Accidents Investigation Branch has 
made a safety recommendation after a sailplane 
burst into flames shortly after landing in 
Parham Airfield. On August 10, 2017, the glider 
sailplane set off from the airfield between 
Storrington and Pulborough at 10.21am for a 
flight lasting approximately two hours. The 
glider was flown normally to a smooth 
touchdown, according to the AAIB, until the 
pilot heard an âunexpected noiseâ. The AAIB 
report said: âAs the glider slowed during the 
ground run, the pilot smelled burning and the 
cockpit filled with smoke that was moving 
forwards from behind the pilotâs head. âHe 
vacated the cockpit normally, without injury, 
and observed that the Front Electric Sustainer 
(FES) battery compartment cover was missing and 
that smoke, followed shortly by flames, was 
coming from the battery compartment. âThe 
airfield fire truck arrived promptly and an 
initial attempt was made to extinguish the fire 
using a CO2 gaseous extinguisher, but this 
proved unsuccessful. âAqueous film-forming 
foam (AFFF) was then sprayed into the FES 
battery compartment and the fire was extinguished.â

>>
>>
>> The pilot was the only

Re: [Aus-soaring] FES fire in the UK

2017-09-28 Thread Mike Borgelt


Kremlinology:

My guess is the following cells by Kokam: www.kokam.com

SLPB100216216H Nominal 40 A-h 0.99 Kg each. 31Kg 
for 28 cells plus pack/protection circuitry sound about right.


Petrol isn't flammable until mixed with air + 
ignition source. Can happen. We've seen the 
pictures of the Nimbus 4DM in Namibia and I've 
seen pictures of a fried ASH26 engine 
installation. LiPos are. Read some of the stuff 
on electronics stack exchange. Allegedly they burn in vacuum. Great.


Not that happy about the cylindrical Li-ion cells 
either. These are very protected but laptops still catch fire.


LiFePO4 is MUCH safer chemistry but lower 
specific energy. All need protection circuits so 
we're down to how reliable the electronics is 
particularly when soldered with environmentally 
friendly, lead free Eurocrap solder.


I've been tracking these guys for a while now: 
http://www.solidenergysystems.com/ seems to be a 
much safer* technology and higher energy density.



* Carol says read : None have caught fire yet

Mike





At 09:10 AM 9/29/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_001C_01D338FE.90514450"
Content-Language: en-us

They were LiPoâs Bernard.

EASA had surprisingly certified their their use 
when theyâre known to be unsafe.


All FES types are currently grounded in Europe..

It seems LiFePoâs are a much safer option.

Regards

Noel.



From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Future Aviation Pty. Ltd.

Sent: Friday, September 29, 2017 6:33 AM
To: Discussion of issues relating to Soaring in Australia.
Subject: [Aus-soaring] FES fire in the UK

Good morning all

This was sent to me over night by a German friend of mine.

As you can see, no mention was made of the type of battery used here.
From my visits to the AERO trade fair I know 
that some manufacturers use LiPo Batteries.
They have the best power to weight ratio but 
they are known to be extremely dangerous.
I will attempt to find out if this type of 
battery was installed in this glider.


Kind regards to all

Bernard


From UK, newspaper report:

[]



The Air Accidents Investigation Branch has made 
a safety recommendation after a sailplane burst 
into flames shortly after landing in Parham 
Airfield. On August 10, 2017, the glider 
sailplane set off from the airfield between 
Storrington and Pulborough at 10.21am for a 
flight lasting approximately two hours. The 
glider was flown normally to a smooth touchdown, 
according to the AAIB, until the pilot heard an 
âunexpected noiseâ. The AAIB report said: 
âAs the glider slowed during the ground run, 
the pilot smelled burning and the cockpit filled 
with smoke that was moving forwards from behind 
the pilotâs head. âHe vacated the cockpit 
normally, without injury, and observed that the 
Front Electric Sustainer (FES) battery 
compartment cover was missing and that smoke, 
followed shortly by flames, was coming from the 
battery compartment. âThe airfield fire truck 
arrived promptly and an initial attempt was made 
to extinguish the fire using a CO2 gaseous 
extinguisher, but this proved unsuccessful. 
âAqueous film-forming foam (AFFF) was then 
sprayed into the FES battery compartment and the fire was extinguished.â



The pilot was the only person on board the glider, according to the AAIB.
He did not report observing any warning messages 
or illuminated LEDs, when asked by the AAIB, 
although his attention was drawn outside the cockpit during landing.
The AAIB report found existing FES battery 
installations âdo not provide sufficient warningâ to a pilot of a fire.
As a result, the AAIB made a safety 
recommendation that âall powered sailplanes 
fitted with an FES system, must be equipped with 
a warning system to alert the pilot to the 
presence of a fire in the FES battery compartmentâ.
The AAIB investigation confirmed the âorigin 
of the fireâ was the forward FES battery.
The report added: âIts battery box was 
ruptured along the rear left corner and the 
battery assembly was heavily fire damaged.
âThe rear FES battery box suffered from 
external fire damage although the internal 
components were only slightly damaged and the cells remained charged.

âThe FES battery compartment was heavily fire damaged.

see also
https://www.gov.uk/aaib-reports/aaib-special-bulletin-s3-2017-on-hph-glasflugel-304-es-g-gsgs
http://www.front-electric-sustainer.com/news.php
http://publicapps.caa.co.uk/docs/33/20170906EASAAD20170167E.pdf





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Re: [Aus-soaring] FES fire in the UK

2017-09-28 Thread Mike Borgelt



Interesting

https://electronics.stackexchange.com/questions/230155/why-is-there-so-much-fear-surrounding-lipo-batteries


FES tech data


http://www.front-electric-sustainer.com/technology.php





MikeAt 09:10 AM 9/29/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_001C_01D338FE.90514450"
Content-Language: en-us

They were LiPoâs Bernard.

EASA had surprisingly certified their their use 
when theyâre known to be unsafe.


All FES types are currently grounded in Europe..

It seems LiFePoâs are a much safer option.

Regards

Noel.



From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Future Aviation Pty. Ltd.

Sent: Friday, September 29, 2017 6:33 AM
To: Discussion of issues relating to Soaring in Australia.
Subject: [Aus-soaring] FES fire in the UK

Good morning all

This was sent to me over night by a German friend of mine.

As you can see, no mention was made of the type of battery used here.
From my visits to the AERO trade fair I know 
that some manufacturers use LiPo Batteries.
They have the best power to weight ratio but 
they are known to be extremely dangerous.
I will attempt to find out if this type of 
battery was installed in this glider.


Kind regards to all

Bernard


From UK, newspaper report:

[]



The Air Accidents Investigation Branch has made 
a safety recommendation after a sailplane burst 
into flames shortly after landing in Parham 
Airfield. On August 10, 2017, the glider 
sailplane set off from the airfield between 
Storrington and Pulborough at 10.21am for a 
flight lasting approximately two hours. The 
glider was flown normally to a smooth touchdown, 
according to the AAIB, until the pilot heard an 
âunexpected noiseâ. The AAIB report said: 
âAs the glider slowed during the ground run, 
the pilot smelled burning and the cockpit filled 
with smoke that was moving forwards from behind 
the pilotâs head. âHe vacated the cockpit 
normally, without injury, and observed that the 
Front Electric Sustainer (FES) battery 
compartment cover was missing and that smoke, 
followed shortly by flames, was coming from the 
battery compartment. âThe airfield fire truck 
arrived promptly and an initial attempt was made 
to extinguish the fire using a CO2 gaseous 
extinguisher, but this proved unsuccessful. 
âAqueous film-forming foam (AFFF) was then 
sprayed into the FES battery compartment and the fire was extinguished.â



The pilot was the only person on board the glider, according to the AAIB.
He did not report observing any warning messages 
or illuminated LEDs, when asked by the AAIB, 
although his attention was drawn outside the cockpit during landing.
The AAIB report found existing FES battery 
installations âdo not provide sufficient warningâ to a pilot of a fire.
As a result, the AAIB made a safety 
recommendation that âall powered sailplanes 
fitted with an FES system, must be equipped with 
a warning system to alert the pilot to the 
presence of a fire in the FES battery compartmentâ.
The AAIB investigation confirmed the âorigin 
of the fireâ was the forward FES battery.
The report added: âIts battery box was 
ruptured along the rear left corner and the 
battery assembly was heavily fire damaged.
âThe rear FES battery box suffered from 
external fire damage although the internal 
components were only slightly damaged and the cells remained charged.

âThe FES battery compartment was heavily fire damaged.

see also
https://www.gov.uk/aaib-reports/aaib-special-bulletin-s3-2017-on-hph-glasflugel-304-es-g-gsgs
http://www.front-electric-sustainer.com/news.php
http://publicapps.caa.co.uk/docs/33/20170906EASAAD20170167E.pdf





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Re: [Aus-soaring] American Soaring Symposia

2017-08-27 Thread Mike Borgelt

Some good and still relevant information in 
there, some obsolete but interesting from a historical perspective.
I'm old enough to remember when these came out 
and the next one was eagerly awaited.


Mike




At 09:45 AM 8/28/2017, you wrote:

Hi,

I combined the the 1969 -1970 symposia into a 
single documents (pictures not included) and 
published on The Geelong GC website: 
https://ggc.org.au/documents-and-forms/operations/knowledge


Regards
Jarek

- Original Message -
From:
"Discussion of issues relating to Soaring in 
Australia." 


To:
"Gliding Australia Forum" 
, "Discussion of 
issues relating to Soaring in Australia." 

Cc:

Sent:
Sun, 27 Aug 2017 18:52:27 +1000
Subject:
[Aus-soaring] American Soaring Symposia


Any body got any idea where is can get any of 
these publications from Â the seventies??
Wil Schumann did a clean up of a libelle that i 
would like to read about again.


Ron


--
Email sent using Optus Webmail
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Re: [Aus-soaring] American Soaring Symposia

2017-08-27 Thread Mike Borgelt


If you search you can find at least some of them them on line.

Mike



At 06:52 PM 8/27/2017, you wrote:
Any body got any idea where is can get any of 
these publications from Â the seventies??
Wil Schumann did a clean up of a libelle that i 
would like to read about again.


Ron
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Re: [Aus-soaring] AI gliders

2017-08-16 Thread Mike Borgelt



Looks like this is moving along but I think these academics have long 
been beaten to it.


https://www.nytimes.com/2017/08/16/technology/microsoft-teaches-autonomous-gliders-to-make-decisions-on-the-fly.html?utm_source=MIT+Technology+Review_campaign=bac54ade6a-The_Download_medium=email_term=0_997ed6f472-bac54ade6a-153931393

A swarm of these things all in communication with each other could be 
interesting..


Mike








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Re: [Aus-soaring] Contact information Chad Nowak

2017-06-26 Thread Mike Borgelt


Ask me what I think about fools who post zero information contest messages.

Mike

At 01:07 PM 6/27/2017, you wrote:
So how do you describe people who feel obliged to reply to every 
single message to a mailing list?



Greg Wilson




 On Tue, 27 Jun 2017 12:55:18 +1000 Mike 
Borgelt<mborg...@borgeltinstruments.com> wrote 

Nope.

Facebook is fine if you are a voyeuristic exhibitionist who cares 
what other people think about you and you need the ego boost of "likes".


Mike




At 11:45 AM 6/27/2017, you wrote:
Content-Language: en-AU
Content-Type: multipart/alternative;

boundary="_000_ME1PR01MB094506CF895A709196CC7835BBDC0ME1PR01MB0945ausp_"

Mike, normally you are up with it.

Think of Facebook like Elec Varios with battery back up. :)
You aren't turning into a winter mechanical guy are you ???

JJ

Justin Sinclair
17 Queen St
Scarborough Qld

0421061811

Sent from my iPad

On 27 Jun 2017, at 8:26 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:


Thanks guys. I've put the right people in touch with each other.


I don't do Facebook. I have an account but if I ever find the 
password I'm closing it.Wouldn't want to help Zuckerberg make money. 
After what I've seen in interpersonal relationships lately and what 
Facebook does, we'll all be better off when it disappears from the 
face of the Earth.


Mike




At 01:39 PM 6/25/2017, you wrote:
Chad comes back every couple of months but now has a green card for 
the USA and is flying drones there. Is active on facebook and from 
viewing that I see he is in Brisbane at the moment


Jeremy Thompson

Sent from my iPad

On 25 Jun. 2017, at 06:43, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:



A while back Chad Nowak was last heard of gone to the US to be in 
drone racing.


Anyone know if he is back? Or have contact details?

Some people I know want to set up a drone racing scene in Toowoomba 
and I thought he would know all about it..


Wouldn't blame Chad if he didn't come back though.

Mike




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Re: [Aus-soaring] Contact information Chad Nowak

2017-06-26 Thread Mike Borgelt


Nope.

Facebook is fine if you are a voyeuristic exhibitionist who cares 
what other people think about you and you need the ego boost of "likes".


Mike




At 11:45 AM 6/27/2017, you wrote:

Content-Language: en-AU
Content-Type: multipart/alternative;

boundary="_000_ME1PR01MB094506CF895A709196CC7835BBDC0ME1PR01MB0945ausp_"

Mike, normally you are up with it.

Think of Facebook like Elec Varios with battery back up. :)
You aren't turning into a winter mechanical guy are you ???

JJ

Justin Sinclair
17 Queen St
Scarborough Qld

0421061811

Sent from my iPad

On 27 Jun 2017, at 8:26 am, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:



Thanks guys. I've put the right people in touch with each other.


I don't do Facebook. I have an account but if I ever find the 
password I'm closing it.Wouldn't want to help Zuckerberg make 
money. After what I've seen in interpersonal relationships lately 
and what Facebook does, we'll all be better off when it disappears 
from the face of the Earth.


Mike




At 01:39 PM 6/25/2017, you wrote:
Chad comes back every couple of months but now has a green card 
for the USA and is flying drones there. Is active on facebook and 
from viewing that I see he is in Brisbane at the moment


Jeremy Thompson

Sent from my iPad

On 25 Jun. 2017, at 06:43, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com> 
mborg...@borgeltinstruments.com> wrote:




A while back Chad Nowak was last heard of gone to the US to be in 
drone racing.


Anyone know if he is back? Or have contact details?

Some people I know want to set up a drone racing scene in 
Toowoomba and I thought he would know all about it..


Wouldn't blame Chad if he didn't come back though.

Mike




Borgelt Instruments - design & manufacture of quality soaring 
instrumentation since 1978

www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784:  int+61-42835 5784
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Re: [Aus-soaring] Contact information Chad Nowak

2017-06-26 Thread Mike Borgelt


Thanks guys. I've put the right people in touch with each other.


I don't do Facebook. I have an account but if I ever find the 
password I'm closing it.Wouldn't want to help Zuckerberg make money. 
After what I've seen in interpersonal relationships lately and what 
Facebook does, we'll all be better off when it disappears from the 
face of the Earth.


Mike




At 01:39 PM 6/25/2017, you wrote:
Chad comes back every couple of months but now has a green card for 
the USA and is flying drones there. Is active on facebook and from 
viewing that I see he is in Brisbane at the moment


Jeremy Thompson

Sent from my iPad

On 25 Jun. 2017, at 06:43, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:




A while back Chad Nowak was last heard of gone to the US to be in 
drone racing.


Anyone know if he is back? Or have contact details?

Some people I know want to set up a drone racing scene in Toowoomba 
and I thought he would know all about it..


Wouldn't blame Chad if he didn't come back though.

Mike




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Re: [Aus-soaring] Contact information Chad Nowak

2017-06-24 Thread Mike Borgelt



A while back Chad Nowak was last heard of gone to the US to be in drone racing.

Anyone know if he is back? Or have contact details?

Some people I know want to set up a drone racing scene in Toowoomba 
and I thought he would know all about it..


Wouldn't blame Chad if he didn't come back though.

Mike





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instrumentation since 1978

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Re: [Aus-soaring] blood oxygen sensor

2017-06-16 Thread Mike Borgelt




This seems like a good idea http://vodondesign.com/mies_portfolio/oxivolare/

Although unnecessarily complex. I'd like to see it as a ring with the 
readout on the top. Micro solar cell to charge battery. If you 
want/need to wear gloves, modify the glove with a "buttonhole".


Mike





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Re: [Aus-soaring] GPS splitter

2017-06-13 Thread Mike Borgelt


Thanks Jim.

The thread on r.a.s. is useful too.
I'd already figured out the need for DC blockers on all but one output line.
Adrian tells me it is not too hard to make a splitter. 3 resistors of 
16.5 ohms each and a small 47pF capacitor as a DC blocker makes a two 
way splitter. Build into metal box with desired connectors on 3 
sides.However there is no free lunch and you lose a few dB of signal. 
This may not matter if the antenna is high gain in the first place.


Mike



At 03:28 PM 6/13/2017, you wrote:

Mike et al:
  I don't know if it is easy to get in Australia, but my MECA 3-way 
divider has been in use for more than two years.

https://www.talleycom.com/viewProduct?rlProdNum=MCA803-2-1.500V
  Optimally, you'd use a GPS antenna capable of accepting the 
summed voltage from all receivers, eliminating DC blockers which 
can allow the failure of one receiver to kill GPS to the other receivers.
  The link below is a thread on Rec.Aviation.Soaring, with part 
numbers and 30-month-old US prices. The last post is from someone 
who installed the same stuff.

Jim

https://groups.google.com/forum/?hl=en#!topic/rec.aviation.soaring/ovwxmlKN3Iw

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Re: [Aus-soaring] GPS splitter

2017-06-12 Thread Mike Borgelt


At 03:00 PM 4/19/2017, you wrote:
May or may not be relevant in this case but in 
past GPS aerials placed near each other can 
cause issues. They can cross talk to each 
other.Â  The recommended fix was to keep aerials 
20cm to 25cm apart or fit a splitter coming from the GPS aerial.Â


I must admit it is a while since I have seen that issue. Â

Ian McPheeÂ
0428847642Â
Box 657 Byron Bay NSW 2481Â




Macca,

What was your favorite brand of GPS splitter again?

Mike


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Re: [Aus-soaring] Stem fields

2017-06-06 Thread Mike Borgelt

"DMcD"  who or whatever he/she/it  is. The only 
other recently seemed to be "Teal".


 Everyone else seems to notice that people use 
their real names and go along with that.



Mike

At 05:29 PM 6/6/2017, you wrote:

Content-Language: en-AU
Content-Type: multipart/related;

boundary="_004_ME1PR01MB09459CB78105637A3D691CB4BBCB0ME1PR01MB0945ausp_";
type="multipart/alternative"

Just out of interest who is posting under a pseudonym

Justin Sinclair
17 Queen St
Scarborough Qld

0421061811

Sent from my iPad

On 6 Jun 2017, at 5:26 pm, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:



Sounds much like "Air America" by Christopher Robbins.

At one time the CIA allegedly owned so many 
airlines and aircraft and had confused the 
issue so well, the boss couldn't find out exactly how many aircraft they owned.


If you have a Callair towplane,  it was built 
by Intermountain Air which at one time was a CIA front.



Mike




At 04:26 PM 6/6/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_002D_01D2DEE1.A4F652A0"
Content-Language: en-au

Yeah,
The NSF have plenty of dash err cash!
Take for example the IceCube Neutrino 
Observatory located at the Amundsen-Scott 
South Pole Station, built over the years 2005 
 2010, and estimated to have cost $229 
million. JJust getting the parts (including 
those for the -hot water - drilling rig), to 
the site kept their own private airline 
busy  for  years. God only knows what else 
this fleet does, or where it does it!


Gary
PS As an aside,  google âmurder at the south 
poleâ re the death of Rodney Marks. What is 
of major interest  is that although  New 
Zealand has legal jurisdiction here, the NSF 
was very easily able to gag the NZ 
investigator, and also spirit Marksâ body away: handy having you own fleet.


From: Aus-soaring [ 
mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Tuesday, 6 June 2017 3:15 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Stem fields

LOL! I think you'll find that adding the 
Voodoo sciences is fairly recent so that the 
mediocre don't feel too left out. aka 
"political correctness". Shows the problems of 
letting an organisation like the NSF define 
itself. It appears to be a US Federal 
government body which doles out federal 
taxpayer funding to universities and a few 
other bodies. OF COURSE they'll be as 
inclusive as possible. Helps get more money by creating larger pressure groups.


I remember only a couple of years ago STEM 
generally was taken to mean Science, 
Technology, Engineering, Mathematics and 
social and political science didn't count.



I make a small exception for psychology in 
that there is a legitimate part of it that 
deals with human perception/reaction aka human 
factors research which is what science/science 
fiction Jerry Pournelle did at Boeing back in 
the 1950s. There was even a TV series back in 
the late 50s about that sort of thing, "The 
Man and the Challenge". It is on youtube.


Mike

At 02:02 PM 6/6/2017, you wrote:

Content-Type: multipart/related;
 boundary="=_NextPart_000_001B_01D2DECD.7D28BF10"
Content-Language: en-au

The National Science Foundation (NSF) 
definition of STEM fields includes 
mathematics, natural sciences, engineering, 
computer and information sciences, and the 
social and behavioral sciences  psychology, 
ecoonomics, sociology, and political science.


From: Aus-soaring [ 
mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Tuesday, 6 June 2017 1:27 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Air brake handles

Most aircraft designs are built in total 
numbers smaller than what a car manufacturer 
would put through the production line to debug the line.


It is just good engineering to use what is available that will do the job.

I'm guessing you've never actually done any 
engineering or manufactured anything. 
Academic, but not from any STEM fields who can't do physics or maths?


Besides, you are a cowardly anonymous troll. 
The vast majority of people in this place identify themselves.


Mike


At 10:01 PM 6/5/2017, you wrote:

>>You'd like the $250,000 glider to cost 
$300,000 or more? Most cars costing more than 
say $30,000 have a steering wheel that is not 
just a cheap plastic moulding. It does not 
cost $50,000 extra to do that. A wheelbarrow 
handle is designed to be held like 'this' 
and an aircraft ccontrol column is designed 
too be held like 'that' diffeerent 
ergonomics. One is dessigned to be gripped 
hard and the other should not be. If you 
don't get the difference, have a look at the 
grip shape on any low-cost computer joystick. 
It does not look anything like a wheelbarrow 
or bicycle han

Re: [Aus-soaring] Stem fields

2017-06-06 Thread Mike Borgelt


Sounds much like "Air America" by Christopher Robbins.

At one time the CIA allegedly owned so many 
airlines and aircraft and had confused the issue 
so well, the boss couldn't find out exactly how many aircraft they owned.


If you have a Callair towplane,  it was built by 
Intermountain Air which at one time was a CIA front.



Mike




At 04:26 PM 6/6/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_002D_01D2DEE1.A4F652A0"
Content-Language: en-au

Yeah,
The NSF have plenty of dash err cash!
Take for example the IceCube Neutrino 
Observatory located at the Amundsen-Scott South 
Pole Station, built over the years 2005  2010, 
and estimated to have cost $229 million. Just 
getting the parts (including those for the -hot 
water - drilling rig), to the site kept their 
own private airline busy  for  years. God only 
knows what else this fleet does, or where it does it!


Gary
PS As an aside,  google murder at the south 
pole re the death of Rodney Marks. What is of 
major interest  is that although  New Zealand 
has legal jurisdiction here, the NSF was very 
easily able to gag the NZ investigator, and also 
spirit Marks body away: handy having you own fleet.


From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Tuesday, 6 June 2017 3:15 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Stem fields

LOL! I think you'll find that adding the Voodoo 
sciences is fairly recent so that the mediocre 
don't feel too left out. aka "political 
correctness". Shows the problems of letting an 
organisation like the NSF define itself. It 
appears to be a US Federal government body which 
doles out federal taxpayer funding to 
universities and a few other bodies. OF COURSE 
they'll be as inclusive as possible. Helps get 
more money by creating larger pressure groups.


I remember only a couple of years ago STEM 
generally was taken to mean Science, Technology, 
Engineering, Mathematics and social and political science didn't count.



I make a small exception for psychology in that 
there is a legitimate part of it that deals with 
human perception/reaction aka human factors 
research which is what science/science fiction 
Jerry Pournelle did at Boeing back in the 1950s. 
There was even a TV series back in the late 50s 
about that sort of thing, "The Man and the Challenge". It is on youtube.


Mike

At 02:02 PM 6/6/2017, you wrote:

Content-Type: multipart/related;
 boundary="=_NextPart_000_001B_01D2DECD.7D28BF10"
Content-Language: en-au

The National Science Foundation (NSF) definition 
of STEM fields includes mathematics, natural 
sciences, engineering, computer and information 
sciences, and the social and behavioral sciences 
 psychology, economics, sociology, and political science.


From: Aus-soaring [ 
mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Tuesday, 6 June 2017 1:27 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Air brake handles

Most aircraft designs are built in total numbers 
smaller than what a car manufacturer would put 
through the production line to debug the line.


It is just good engineering to use what is available that will do the job.

I'm guessing you've never actually done any 
engineering or manufactured anything. Academic, 
but not from any STEM fields who can't do physics or maths?


Besides, you are a cowardly anonymous troll. The 
vast majority of people in this place identify themselves.


Mike


At 10:01 PM 6/5/2017, you wrote:

>>You'd like the $250,000 glider to cost 
$300,000 or more? Most cars costing more than 
say $30,000 have a steering wheel that is not 
just a cheap plastic moulding. It does not cost 
$50,000 extra to do that. A wheelbarrow handle 
is designed to be held like 'this' and an 
aircraft ccontrol column is designed to be held 
like 'that' diffeerent ergonomics. One is 
designed to be gripped hard and the other 
should not be. If you don't get the difference, 
have a look at the grip shape on any low-cost 
computer joystick. It does not look anything 
like a wheelbarrow or bicycle handle. As Macca 
points out, you can use the handle from a ski 
stock or a Norwegian walking stick or whatever 
they are called. At least they're designed to 
be held like 'that'. D 
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Re: [Aus-soaring] anonymity

2017-06-06 Thread Mike Borgelt


Mark,

How about requiring anyone who posts here to identify themselves to the group?

I'll stand behind what I write and the vast majority here use their 
real names. It is plain rude and impolite not to do so here in a 
group which is of very limited interest to the wider world and which 
deals with a very narrow range of subject matter which  out of 10,000


Australians don't care about. If you want "polite", make people stand 
behind what they write.


There is a BD-4 homebuilt aircraft group (recently resurrected) where 
I haven't run across any anonymous posters.


There are other internet fora where anonymity is a good idea ( take a 
look at the "robust" discussions at www.catallaxy files.com  a 
politics/economics blog run by Judith Sloan, Sinclair Davidson and 
others)  but I can't think of any reason for that here.


Mike

At 03:42 PM 6/6/2017, you wrote:



On 06/06/2017, DMcD and Mike Borgelt wrote:

Besides, you are a cowardly anonymous troll.

And you?


Please don't. Just... don't.

  - mark

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Re: [Aus-soaring] Stem fields

2017-06-05 Thread Mike Borgelt

LOL! I think you'll find that adding the Voodoo 
sciences is fairly recent so that the mediocre 
don't feel too left out. aka "political 
correctness". Shows the problems of letting an 
organisation like the NSF define itself. It 
appears to be a US Federal government body which 
doles out federal taxpayer funding to 
universities and a few other bodies. OF COURSE 
they'll be as inclusive as possible. Helps get 
more money by creating larger pressure groups.


I remember only a couple of years ago STEM 
generally was taken to mean Science, Technology, 
Engineering, Mathematics and social and political science didn't count.



I make a small exception for psychology in that 
there is a legitimate part of it that deals with 
human perception/reaction aka human factors 
research which is what science/science fiction 
Jerry Pournelle did at Boeing back in the 1950s. 
There was even a TV series back in the late 50s 
about that sort of thing, "The Man and the Challenge". It is on youtube.


Mike

At 02:02 PM 6/6/2017, you wrote:

Content-Type: multipart/related;
boundary="=_NextPart_000_001B_01D2DECD.7D28BF10"
Content-Language: en-au

The National Science Foundation (NSF) definition 
of STEM fields includes mathematics, natural 
sciences, engineering, computer and information 
sciences, and the social and behavioral sciences 
 psychology, economics, sociology, and political science.


From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Tuesday, 6 June 2017 1:27 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Air brake handles

Most aircraft designs are built in total numbers 
smaller than what a car manufacturer would put 
through the production line to debug the line.


It is just good engineering to use what is available that will do the job.

I'm guessing you've never actually done any 
engineering or manufactured anything. Academic, 
but not from any STEM fields who can't do physics or maths?


Besides, you are a cowardly anonymous troll. The 
vast majority of people in this place identify themselves.


Mike


At 10:01 PM 6/5/2017, you wrote:

>>You'd like the $250,000 glider to cost 
$300,000 or more? Most cars costing more than 
say $30,000 have a steering wheel that is not 
just a cheap plastic moulding. It does not cost 
$50,000 extra to do that. A wheelbarrow handle 
is designed to be held like 'this' and an 
aircraft ccontrol column is designed to be held 
like 'that' diffeerent ergonomics. One is 
designed to be gripped hard and the other 
should not be. If you don't get the difference, 
have a look at the grip shape on any low-cost 
computer joystick. It does not look anything 
like a wheelbarrow or bicycle handle. As Macca 
points out, you can use the handle from a ski 
stock or a Norwegian walking stick or whatever 
they are called. At least they're designed to 
be held like 'that'. D 
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Re: [Aus-soaring] Air brake handles

2017-06-05 Thread Mike Borgelt

Most aircraft designs are built in total numbers 
smaller than what a car manufacturer would put 
through the production line to debug the line.


It is just good engineering to use what is available that will do the job.

I'm guessing you've never actually done any 
engineering or manufactured anything. Academic, 
but not from any STEM fields who can't do physics or maths?


Besides, you are a cowardly anonymous troll. The 
vast majority of people in this place identify themselves.


Mike


At 10:01 PM 6/5/2017, you wrote:
>>You'd like the $250,000 glider to cost 
$300,000 or more? Most cars costing more than 
say $30,000 have a steering wheel that is not 
just a cheap plastic moulding. It does not cost 
$50,000 extra to do that. A wheelbarrow handle 
is designed to be held like 'this' and an 
aircraft ccontrol column is designed to be held 
like 'that' diffeerent ergonomics. One is 
designed to be gripped hard and the other 
should not be. If you don't get the difference, 
have a look at the grip shape on any low-cost 
computer joystick. It does not look anything 
like a wheelbarrow or bicycle handle. As Macca 
points out, you can use the handle from a ski 
stock or a Norwegian walking stick or whatever 
they are called. At least they're designed to 
be held like 'that'. D 
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Re: [Aus-soaring] Air brake handles

2017-06-05 Thread Mike Borgelt


Good engineering is when you don't re-invent the wheel every time.
You'd like the $250,000 glider to cost $300,000 or more?

I knew a bloke in California once who owned a business making 
switches for the aerospace industry. He had a large range of standard 
products but when his salesmen showed these an aerospace company for 
their new project they were swept aside and a new set of custom 
switches specified and designed for every new aircraft/spacecraft. 
Cost plus contracts will do that. Gliding doesn't operate in that space.


Mike




At 02:52 PM 6/5/2017, you wrote:

HA,

Knobs etc and standard parts:

http://www.ddbarry.com.au

Mainly German.

I note that you're making a PC control but I find it odd that one can
spend the thick end of $250,000 on some new gliders and the physical
connection between you and this beautiful thing is the handle off a
wheelbarrow.

D
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Re: [Aus-soaring] CASA Submissions on Medicals

2017-05-24 Thread Mike Borgelt


Dr Liddell was CASA's Chief medical officer  at one time IIRC.

Mike



At 03:57 PM 5/24/2017, you wrote:
Check out Dr Robert Liddell's submission, particularly if you are 
suffering/have suffered under the present bungling system that has 
me thinking of giving up my license. He is a DAME with the broadest 
base of relevance on which to call on this subject and his 
suggestions can rid us of the monetary and pilot wastage we have 
been suffering till now.


Kind regards,
Daryl Mackay

On 24 May 2017, at 04:06, Jo Pocklington 
<jopockling...@bigpond.com> wrote:


CASA received around 160 submissions to their Medical discussion 
paper from pilots, industry associations, flying organisations and 
medical professionals. Submissions where the author provided 
permission for publication are available on this link; there are 88 
in total - 
https://www.casa.gov.au/standard-page/responses-medical-certification-standards-discussion-paper


That leaves around 72 submissions whose author did not give 
permission for publication.


CASA advises that "submissions are currently being analysed and we 
will continue to provide updates on the next steps as this work progresses".


Regards Jo

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Re: [Aus-soaring] CASA Submissions on Medicals

2017-05-23 Thread Mike Borgelt

Note the Un Zudders have managed to get their 
discussion paper into 26 pages instead of 46.



Mike

At 02:43 PM 5/24/2017, you wrote:

Looks like NZ is on the move in this arena as well
<http://www.caa.govt.nz/policy-rules/regulatory-policy/review-of-private-pilot-licence-medical-certification-requirements/>http://www.caa.govt.nz/policy-rules/regulatory-policy/review-of-private-pilot-licence-medical-certification-requirements/
Jim

On Wed, May 24, 2017 at 7:59 AM, Mike Borgelt 
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com> 
wrote:


That leaves around 72 submissions whose author 
did not give permission for publication.Â



Including GFA, if indeed they made a submission. Anyone know?


Mike



Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

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tel:Â Â  07 4635 5784Â Â Â Â Â overseas: int+61-7-4635 5784
mob: 042835 5784Â Â Â Â Â Â Â Â  Â Â Â Â Â Â Â Â :Â  int+61-42835 5784
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Re: [Aus-soaring] CASA Submissions on Medicals

2017-05-23 Thread Mike Borgelt





That leaves around 72 submissions whose author did not give 
permission for publication.



Including GFA, if indeed they made a submission. Anyone know?


Mike




Borgelt Instruments - design & manufacture of quality soaring 
instrumentation since 1978

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Re: [Aus-soaring] High speed glider landing

2017-05-11 Thread Mike Borgelt


About  how the Shuttle used to land except the vehicle is a lot smaller.



I think wings are the most useless things on spaceships though. Just 
land it vertically on rocket thrust as SpaceX is now doing routinely.



Mike


At 09:54 AM 5/12/2017, you wrote:

https://www.gizmodo.com.au/2017/05/top-secret-air-force-spaceplane-lands-with-sonic-boom-after-two-years-in-orbit/
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Re: [Aus-soaring] Spare B40 repeater

2017-04-23 Thread Mike Borgelt

Does anyone have a spare B40 repeater that they are willing to sell? 
Either size OK I think.


Mike







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Re: [Aus-soaring] Kooka GLM now back to original colours

2017-04-23 Thread Mike Borgelt


Looks nice.

I soloed in ES52 mark 3 VH-GRK  50 years ago at GCWA.

Mike



At 03:20 PM 4/23/2017, you wrote:

Well done Speedy and crew, the Kooka is looking good. cheers and regards JR



-- Original Message --
From: "Brisbane Gliding Adventures" 
To: "aus-soaring@lists.base64.com.au" 
Sent: Sunday, 23 Apr, 2017 At 7:28 AM
Subject: [Aus-soaring] Kooka GLM now back to original colours

The Gonsalves/Rodda ES-52 short wing Kookaburra MkIII (VH-GLM) is 
now back to its original colour scheme ...


Pic #1: 1970's colour photo taken at Tocumwal.

[]


Pic #2: She was all white when I collected her from Gulgong in 2013 
to bring her back to Caboolture (she had been rebuilt in 2001 by Ray 
Ash, including new fabric).


[]


Pic #3: After the underbelly was painted green a couple of months back.

[]


Pic #4: Now with the narrow black line down the fuselage added (on 
display at the TAVAS Day at Caboolture yesterday - photo ex Barry Collins).


[]


Kevin Rodda
--
Sent from Gmail Mobile "Can't keep my eyes from the circling sky. 
Tongue-tied and twisted, just an earth-bound misfit am I."


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Re: [Aus-soaring] Flarm mouse troubles

2017-04-19 Thread Mike Borgelt


Hi Simon,

Let us know when you sort it out. Are the hardware/firmware versions 
the same on the good and bad units. Do the display units and the 
Flarm units need configuring for baudrates to match?


Intermittent failures or stuff which checks out but doesn't work are 
engineering Hell.


Mike



At 06:25 AM 4/18/2017, you wrote:
Hi all two friends of mine are having problems with flarm mice that 
will not detect targets. They have both tested their installations 
using another flarm mouse that has been proven to work in flight.


One friend recently sent his unit back to the Australian agent 
telling them the specific problems he was having. The unit was 
returned some time later after apparently being tested. After 
reinstalling the unit it was still not picking up targets.


The agents have been blaming everything except the unit for the 
failure to detect targets. This weekend we proved the installation 
in both gliders. Targets were detected when the known good flarm 
mouse was installed using the same wiring and in both cases an 
aftermarket antenna (the factory one proved inadequate even on the 
working unit). Immediately afterwards and without change the faulty 
units were reinstalled and no targets were detected. All three units 
were running the same firmware version 6.09 and all settings were the same.


Is anyone else experiencing similar problems?

Cheers

Simon

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Re: [Aus-soaring] Al Borowski

2017-04-18 Thread Mike Borgelt



Al send me an email privately, please.

Regards

Mike





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Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

2017-03-29 Thread Mike Borgelt

ss 2 Medical Certificate.


Submissions to 
<mailto:avmed...@casa.gov.au>avmed...@casa.gov.au 
 and should include in the subject line:  'AvMed discussion paper' - regards Jo


From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Monday, 27 March 2017 3:00 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] CASA Avmed discussion paper

OK how many have put in a submission to CASA 
Avmed re the current discussion paper? You have 
until 31st March.(the end of this week).


If you don't, there is a possibility you will be 
required to have a RAMPC to fly gliders. You can 
go to 
<http://recreationalflying.com>recreationalflying.com 
to see the trouble that causes because if you 
can't get one for a number of relatively trivial 
reasons you will be up for a Class 2 medical with a DAME.


If you don't put in a submission, preferably in 
strong support of the AOPA proposal which has 
been linked to here a while ago you get to lose 
all bitching rights and sympathy when CASA AvMed screws you over.


Don't expect GFA to do anything sensible, do it yourself.

Mike
Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

<http://www.borgeltinstruments.com/>www.borgeltinstruments.com
tel:   07 4635 5784 overseas: int+61-7-4635 5784
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Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

2017-03-29 Thread Mike Borgelt


At 08:16 AM 3/30/2017, you wrote:


Strictly speaking the tests involved in aviation 
medicals are screening rather than diagnostic 
and as such should not be billed to the health 
system but paid for directly by the recipient.


Regards,

Colin


As far as I know they are paid for by the 
applicant, however this is irrelevant as the 
overall system (labs, GPs, Specialists) is still 
carrying the extra load of the unnecessary testing.

Or does our health system have so much slack that it doesn't matter?

Mike





--
From: Aus-soaring 
<aus-soaring-boun...@lists.base64.com.au> on 
behalf of Jo Pocklington <jopockling...@bigpond.com>

Sent: 29 March 2017 16:15:35
To: 'Discussion of issues relating to Soaring in Australia.'
Subject: Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

Not only the RAMPC, AvMed creates an impost on 
the Australian health system with unnecessary 
tests in relation to Class 2 applications. 
Former CASA Director of Aviation Medicine, from 
1988 to 1997, Dr Robert Liddell stated in his 
Aviation Safety Regulation Review Submission 
(Feb 2014) that:  "... When their DAME and their 
specialist believe they meet the risk target for 
certification without endless further testing 
demanded by CASA and the advice of their own 
specialist is ignored by the regulator then 
pilots lose confidence in the regulator...".  Regards Jo


From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Greg Wilson

Sent: Wednesday, 29 March 2017 3:58 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

For those of you wishing to email your AVMED 
discussion response to the minister, his email address is


Darren Chester 
MP<<mailto:darren.chester...@aph.gov.au>darren.chester...@aph.gov.au>


You may also like to ask the transport minister 
to ask the Health Minister (Hon Greg Hunt MP  
Minister for Health and Minister for Sport) 
about the impact on testing for the onerous RAMPC on medical GPs.


Cheers,

Greg Wilson



 On Tue, 28 Mar 2017 22:30:37 +1100 Noel 
Roediger 
<<mailto:roedi...@internode.on.net>roedi...@internode.on.net> wrote 

Dear Jo.

Sincere thanks from me  and Im sure from all 
others re your advice on the AVMed issue.


Ive prepared a loaded  response that will put a 
bee up their bum but wont send until Bev wakes 
and vetts it tomorrow and then Ill copy to this site.


Can you fwd. your private email address please so we can communicate off site.

Love

Noel.

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Jo Pocklington

Sent: Monday, March 27, 2017 6:20 PM
To: 'Discussion of issues relating to Soaring in Australia.'
Subject: Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

You could simply say something like "the AOPA 
proposal dated 23 August 2016 regarding Class 2 
Medical reform is supported by me"  regards Jo


From: Aus-soaring 
[<mailto:aus-soaring-boun...@lists.base64.com.au>mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Peter Champness

Sent: Monday, 27 March 2017 6:17 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

Thanks,

Is there a generic reply which I could copy?

On Mon, Mar 27, 2017 at 5:56 PM, Jo Pocklington 
<<mailto:jopockling...@bigpond.com>jopockling...@bigpond.com> wrote:


Hi Mike, deadline is Thursday 30 March.  SAAA & 
RA-Aus submissions are not yet available.  AOPA 
put forward a proposal on 23 August 2016 
(attached), which many are supporting.


GFA tug pilots could be affected.  Even though 
they can operate on an RAMPC, RAMPC requires 
fulfilling unconditional private driver licence 
requirements + a visit to a Doctor + filling in 
a medical history form + only being eligible in 
the absence of certain conditions - although 
these conditions do not preclude an 
unconditional driver's licence. There are 53+ 
disqualifying conditions for an RAMPC including 
a cancer in the last 5 years, angina, coronary 
bypass surgery, ECG changes, insulin treated 
diabetes, sleep apnoea...  RAMPC is therefore 
more restrictive than a Class 2 Medical, eg a 
healthy private pilot with a recent history of 
prostate cancer is ineligible to obtain a RAMPC, 
but that pilot is unlikely to have difficulty 
obtaining a Class 2 Medical Certificate.


Submissions to 
<mailto:avmed...@casa.gov.au>avmed...@casa.gov.au 
 and should include in the subject line:  'AvMed discussion paper' - regards Jo


From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Monday, 27 March 2017 3:00 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] CASA Avmed discussion paper

OK how many have put in a submission to CASA 
Avmed re the current

Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

2017-03-29 Thread Mike Borgelt




Someone still has confidence in CASA at all? Who knew?

Mike



At 03:15 PM 3/29/2017, you wrote:

Content-Type: multipart/alternative;
boundary="=_NextPart_000_001A_01D2A8A7.B32E81A0"
Content-Language: en-au

Not only the RAMPC, AvMed creates an impost on 
the Australian health system with unnecessary 
tests in relation to Class 2 applications. 
Former CASA Director of Aviation Medicine, from 
1988 to 1997, Dr Robert Liddell stated in his 
Aviation Safety Regulation Review Submission 
(Feb 2014) that:Â  "... When their DAME and 
their specialist believe they meet the risk 
target for certification without endless further 
testing demanded by CASA and the advice of their 
own specialist is ignored by the regulator then 
pilots lose confidence in the regulator...".Â  Regards Jo


From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Greg Wilson

Sent: Wednesday, 29 March 2017 3:58 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

For those of you wishing to email your AVMED 
discussion response to the minister, his email address is


Darren Chester 
MP<<mailto:darren.chester...@aph.gov.au>darren.chester...@aph.gov.au>


You may also like to ask the transport minister 
to ask the Health Minister (Hon Greg Hunt MP  
Minister for Health and Minister for Sport) 
about the impact on testing for the onerous RAMPC on medical GPs.


Cheers,

Greg Wilson



 On Tue, 28 Mar 2017 22:30:37 +1100 Noel 
Roediger 
<<mailto:roedi...@internode.on.net>roedi...@internode.on.net> wrote 

Dear Jo.

Sincere thanks from me  and Iâm sure from all 
others re your advice on the AVMed issue.


Iâve prepared a loaded  response that will put 
a bee up their bum but wonât send until Bev 
wakes and vetts it tomorrow and then Iâll copy to this site.


Can you fwd. your private email address please so we can communicate off site.

Love

Noel.

From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Jo Pocklington

Sent: Monday, March 27, 2017 6:20 PM
To: 'Discussion of issues relating to Soaring in Australia.'
Subject: Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

You could simply say something like "the AOPA 
proposal dated 23 August 2016 regarding Class 2 
Medical reform is supported by me"  regards Jo


From: Aus-soaring 
[<mailto:aus-soaring-boun...@lists.base64.com.au>mailto:aus-soaring-boun...@lists.base64.com.au] 
On Behalf Of Peter Champness

Sent: Monday, 27 March 2017 6:17 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

Thanks,

Is there a generic reply which I could copy?

On Mon, Mar 27, 2017 at 5:56 PM, Jo Pocklington 
<<mailto:jopockling...@bigpond.com>jopockling...@bigpond.com> wrote:


Hi Mike, deadline is Thursday 30 March.  SAAA & 
RA-Aus submissions are not yet available.  AOPA 
put forward a proposal on 23 August 2016 
(attached), which many are supporting.


GFA tug pilots could be affected.  Even though 
they can operate on an RAMPC, RAMPC requires 
fulfilling unconditional private driver licence 
requirements + a visit to a Doctor + filling in 
a medical history form + only being eligible in 
the absence of certain conditions - although 
these conditions do not preclude an 
unconditional driver's licence. There are 53+ 
disqualifying conditions for an RAMPC including 
a cancer in the last 5 years, angina, coronary 
bypass surgery, ECG changes, insulin treated 
diabetes, sleep apnoea...  RAMPC is therefore 
more restrictive than a Class 2 Medical, eg a 
healthy private pilot with a recent history of 
prostate cancer is ineligible to obtain a RAMPC, 
but that pilot is unlikely to have difficulty 
obtaining a Class 2 Medical Certificate.


Submissions to 
<mailto:avmed...@casa.gov.au>avmed...@casa.gov.au 
 and should include in the subject line:  'AvMed discussion paper' - regards Jo


From: Aus-soaring 
[mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Mike Borgelt

Sent: Monday, 27 March 2017 3:00 PM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] CASA Avmed discussion paper

OK how many have put in a submission to CASA 
Avmed re the current discussion paper? You have 
until 31st March.(the end of this week).


If you don't, there is a possibility you will be 
required to have a RAMPC to fly gliders. You can 
go to 
<http://recreationalflying.com>recreationalflying.com 
to see the trouble that causes because if you 
can't get one for a number of relatively trivial 
reasons you will be up for a Class 2 medical with a DAME.


If you don't put in a submission, preferably in 
strong support of the AOPA proposal which has 
been linked to here a while ago you get to lose 
all bitching rights and sympathy whe

Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

2017-03-27 Thread Mike Borgelt

Yeah Number 4. Make the enemy live up to its own
book of rules. If the rule is that every letter
gets a reply, send 30,000 letters. You can kill
them with this because no one can possibly obey all of their own rules.

Alinsky's Rules for radicals.

Mike

At 01:39 PM 3/28/2017, you wrote:

I completely understand this.

But his advice to hold CASAâs feet to the fire
about adherence to their own principles remains a good one.

- mark

On Mar 28, 2017, at 2:08 PM, Mike Borgelt
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com>
wrote:

Jonathan Aleck is the problem at CASA, not any
kind of solution. Has been for a long time. His
nickname is "the witchdoctor". Skidmore managed
to tell a porkie at a Senate hearing into the
Jabiru engine debacle. I wonder why? Left soon after

Mike

At 01:04 PM 3/28/2017, you wrote:
I had a 1:1 meeting with Jonathan Aleck this
morning, on the subject of their newly touted
Ã¢ÂÂRegulatory Philosophy.Ã¢ÂÂ

Aleck wrote the policy document, and says heÃ¢ÂÂs quite proud of it:
<https://www.casa.gov.au/about-us/standard-page/our-regulatory-philosophy>https://www.casa.gov.au/about-us/standard-page/our-regulatory-philosophy

(the meeting arose because I challenged
CASAÃ¢ÂÂs stakeholder engagement people
about how item 8, Ã¢ÂÂJust culture,Ã¢ÂÂ
applied to CASAÃ¢ÂÂs actions in relation to
Fadlalla and Civil Aviation Safety Authority
[2015] AATA 331 (15 May 2015), in which a two
judge Administrative Appeals Tribunal
systematically eviscerated CASA for
enforcement overreach, bad-faith heavy
handedness, and outright fabricating
allegations against a student pilot in an
attempt to get his license cancelled after a
mistake in his flight planning caused him to
arrive at Jandakot 3 minutes after last light.
If you have an hour to spare, have a read of
the 107 paragraph decision, and marvel at how
a judge can so comprehensively dismantle an
out of control regulator:
<http://www.austlii.edu.au/cgi-bin/sinodisp/au/cases/cth/AATA/2015/331.html>http://www.austlii.edu.au/cgi-bin/sinodisp/au/cases/cth/AATA/2015/331.html
)

Aleck's intention is that for each action CASA
takes, whether itÃ¢ÂÂs enforcement,
regulatory drafting, or policymaking, the
person within CASA who is implementing the
action should be able to explain how it is
consistent with the ten points laid out in the
statement on their website. His staff are
running internal training across the country for CASA employees.

His expectation is that where that canÃ¢ÂÂt
or doesnÃ¢ÂÂt happen, people like us will Â and should Â demand better.

I donÃ¢ÂÂt think itÃ¢ÂÂs possible to
defend the AVMed status quo against those ten
principles. Specifically, class 2 medicals for
private pilots offend items 2, 3, 5, 6, 7, 8,
and 9; and since the UK and US liberalized
their private medicals, thereÃ¢ÂÂs probably
an argument to be had about item 4 too.

Have at it. Two days left.

- mark

On Mar 28, 2017, at 12:15 PM, Mike Borgelt
<<mailto:mborg...@borgeltinstruments.com>
mborg...@borgeltinstruments.com> wrote:

Excellent. So send in your comments to CASA
and also print out and send by snail mail to the Minister.

Make a pile of paper on his mail room desk. More impressive than emails.

Here are his contact details:
http://minister.infrastructure.gov.au/chester/contact.aspx

Mike

At 11:02 AM 3/28/2017, you wrote:

I support the AOPA proposal and the US treatment of Class 2 medicals.

I too recently did my Class 2 medical.

I discussed with the DAME how the RAMPC
requirements restrict to single engine ops,
less than 1,500kg, only 1 pax, and ops below
10,000ÃÂ¢ÃÂÃÂ AMSL. He agrees that
there is there is no science behind this.

At least in the US the proposed Class
2 allows multi engine ops, IFR, Night.

I know that many DAMEs also want change.

Regards

Michael

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Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

2017-03-27 Thread Mike Borgelt

Mike

At 01:04 PM 3/28/2017, you wrote:
I had a 1:1 meeting with Jonathan Aleck this
morning, on the subject of their newly touted âRegulatory Philosophy.â

Aleck wrote the policy document, and says heâs quite proud of it:
<https://www.casa.gov.au/about-us/standard-page/our-regulatory-philosophy>https://www.casa.gov.au/about-us/standard-page/our-regulatory-philosophy

(the meeting arose because I challenged CASAâs
stakeholder engagement people about how item 8,
âJust culture,â applied to CASAâs actions
in relation to Fadlalla and Civil Aviation
Safety Authority [2015] AATA 331 (15 May 2015),
in which a two judge Administrative Appeals
Tribunal systematically eviscerated CASA for
enforcement overreach, bad-faith heavy
handedness, and outright fabricating allegations
against a student pilot in an attempt to get his
license cancelled after a mistake in his flight
planning caused him to arrive at Jandakot 3
minutes after last light. If you have an hour to
spare, have a read of the 107 paragraph
decision, and marvel at how a judge can so
comprehensively dismantle an out of control
regulator:
<http://www.austlii.edu.au/cgi-bin/sinodisp/au/cases/cth/AATA/2015/331.html>http://www.austlii.edu.au/cgi-bin/sinodisp/au/cases/cth/AATA/2015/331.html
)

Aleck's intention is that for each action CASA
takes, whether itâs enforcement, regulatory
drafting, or policymaking, the person within
CASA who is implementing the action should be
able to explain how it is consistent with the
ten points laid out in the statement on their
website. His staff are running internal training
across the country for CASA employees.

His expectation is that where that canât or
doesnât happen, people like us will and should demand better.

I donât think itâs possible to defend the
AVMed status quo against those ten principles.
Specifically, class 2 medicals for private
pilots offend items 2, 3, 5, 6, 7, 8, and 9; and
since the UK and US liberalized their private
medicals, thereâs probably an argument to be had about item 4 too.

Have at it. Two days left.

- mark

On Mar 28, 2017, at 12:15 PM, Mike Borgelt
<<mailto:mborg...@borgeltinstruments.com>mborg...@borgeltinstruments.com>
wrote:

Excellent. So send in your comments to CASA and
also print out and send by snail mail to the Minister.

Make a pile of paper on his mail room desk. More impressive than emails.

Here are his contact details:
http://minister.infrastructure.gov.au/chester/contact.aspx

Mike

At 11:02 AM 3/28/2017, you wrote:

I support the AOPA proposal and the US treatment of Class 2 medicals.

I too recently did my Class 2 medical.

I discussed with the DAME how the RAMPC
requirements restrict to single engine ops,
less than 1,500kg, only 1 pax, and ops below
10,000Ã¢ÂÂ AMSL. He agrees that there is there is no science behind this.

At least in the US the proposed Class
2 allows multi engine ops, IFR, Night.

I know that many DAMEs also want change.

Regards

Michael

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Re: [Aus-soaring] CASA Avmed discussion - due Thursday 30 March

2017-03-27 Thread Mike Borgelt

Excellent. So send in your comments to CASA and 
also print out and send by snail mail to the Minister.


Make a pile of paper on his mail room desk. More impressive than emails.

Here are his contact details: 
http://minister.infrastructure.gov.au/chester/contact.aspx


Mike




At 11:02 AM 3/28/2017, you wrote:

I support the AOPA proposal and the US treatment of Class 2 medicals.

I too recently did my Class 2 medical.

I discussed with the DAME how the RAMPC 
requirements restrict to single engine ops, less 
than 1,500kg, only 1 pax, and ops below 
10,000â AMSL. He agrees that there is there is no science behind this.


At least in the US the proposed Class 2  allows multi engine ops, IFR, Night.

I know that many DAMEs also want change.

Regards

Michael



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Borgelt Instruments - design & manufacture of 
quality soaring instrumentation since 1978

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