Re: [Aus-soaring] Aerodynamics

[Mark Newton]

There's plenty of guidance from SAAA.

If you’ve built an EAB aircraft, you’re the manufacturer, you’re the authority 
that approves modifications. So if you want to put a camera mount on it, you 
just need to give due consideration in the design to make sure it doesn’t fall 
off (same as any other airframe part), test fly it, and get happy.

  - mark


On Aug 31, 2015, at 2:46 PM, Peter Champness  wrote:
> 
> Is there a CASA web page about experimental aircraft phase 1 testing?
> 
> On Mon, Aug 31, 2015 at 8:47 AM, Mark Newton  <mailto:new...@atdot.dotat.org>> wrote:
> On 27 Aug 2015, at 10:50 am, Ross McLean  <mailto:ross...@bigpond.net.au>> wrote:
> 
>> Beautiful!
>> And despite what CASA says, these guys had no problems mounting GoPro's on 
>> the wings.
> 
> It’s an Experimental. CASA is happy for you to mount as many gopros on the 
> wings of those as you like, as long as they undergo the same phase-1 testing 
> as the rest of the airframe.
> 
> 
>   - mark
> 
> 
> 
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Re: [Aus-soaring] Aerodynamics

[Mark Newton]

On 27 Aug 2015, at 10:50 am, Ross McLean  wrote:

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

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


  - mark


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Re: [Aus-soaring] try it out

[Mark Newton]

Okay, some of you have worse spam filtering than I do :-)

Can we all agree that reposting it to the list is a terrible idea?

  - mark


On 19 Aug 2015, at 6:31 pm, Mike Borgelt  
wrote:
> 
> me too.
> 
> Mike
> 
> At 06:25 PM 8/19/2015, you wrote:
>> Content-Type: multipart/alternative;
>>  boundary="=_NextPart_000_01C0_01D0DAAC.6085B5B0"
>> Content-Language: en-au
>> 
>> I certainly saw it before Derek posted his response Mark.




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Re: [Aus-soaring] important

[Mark Newton]

On Aug 18, 2015, at 7:57 PM, brett pound  wrote:
> 
> You really do have malware to deal with

Please don’t do this. By turning yourself into the transmission vector, you’re 
making yourself part of the problem.

  - mark


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Re: [Aus-soaring] try it out

[Mark Newton]

On Aug 18, 2015, at 9:40 AM, Derek Ruddock  wrote:
> 
> As if anyone is foolish enough to click on a link like this…

I don’t think anybody on aus-soaring saw the link until you forwarded it to the 
list, because non-subscriber posts are rejected specifically to keep things 
like this away. But you’re a subscriber, so it accepted your message just fine.

So whatever it is, you’ve exposed several hundred people who wouldn’t have 
otherwise seen it. :-)

Just sayin’.

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

  - mark


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

[Mark Newton]

I’ll ask Bas and find out.

   - mark


On Jul 21, 2015, at 10:33 AM, Mike Borgelt  
wrote:
> 
> 
> Web based traffic awareness. Could OzRunways and AvPlan make their systems 
> interoperable?
> 
> Mike
> 
> 
> 
> 
> 
> 
> 
> 
>>   
>> 
>> OzRunways Briefing
>> 
>> 
>> 
>> 
>> Live Traffic
>> 
>> 
>> 
>> OzRunways is the first and only EFB in the world to display live traffic on 
>> the iPad. With OzRunways you can:
>> View live traffic on the map
>> Tap to enlarge and display the flight plans of nearby traffic
>> Share and view tracks on tx.ozrunways.com 
>> 
>>  
>> 
>> Viewing Traffic
>> 
>> 
>> 
>> When aircraft are airborne and running OzRunways, they will participate in 
>> the OzRunways traffic network. Your position and flight plan are sent in a 
>> special packet format specially designed by OzRunways to work with maximum 
>> speed and reliability in even the poorest network conditions. The data use 
>> is tiny at only 350kb per hour. 
>>   
>>  Other aircraft appear as blue circles. The outer pointer is the GPS track. 
>> The inner number is relative altitude. For example this aircraft is 2100 ft 
>> above you tracking south east. 
>>   
>> Traffic with no callsign set appear as 'Unknown'. You can set your callsign 
>> in OzRunways → Settings → Traffic or by assigning an aircraft to your 
>> flight plan. 
>> 
>> View live traffic on the web
>> 
>> 
>> 
>> The new Share button presents a variety of social media options. These help 
>> your SAR person, friends and family to follow your flight in real time or to 
>> download a KML track after you land (or go missing). These options appear 
>> when you install Facebook, Twitter and set up your email and Message apps. 
>>   
>> The new traffic icon at the top of the map screen toggles the blue traffic 
>> icons from appearing on the map. You will continue to send your position 
>> with this disabled. 
>> 
>> https://tx.ozrunways.com 
>> 
>> 
>> You can view all OzRunways traffic live on the web 
>> .
>>  You can also download or view your past flights. 
>>   
>>   
>>   
>> Tap on aircraft to show details. Red aircraft are real. Blue are simulators. 
>> 
>> Search and Rescue
>> 
>> 
>> 
>> AMSA has limited access to the data and 24hr contact with OzRunways to help 
>> if you or somebody you know goes missing. 
>> Privacy. OzRunways respects your privacy. The traffic system is opt-in and 
>> can be completely disabled at any time in Settings → Traffic. Our privacy 
>> policy can be found here 
>> .
>>  
>> 
>>   
>> Copyright © 2015 OzRunways Pty Ltd, All rights reserved. 
>> You are receiving this email because you signed up via our web site, inside 
>> the app, or you have a paid subscription. 
>> 
>> Our mailing address is: 
>> OzRunways Pty Ltd
>> PO Box 669
>> Freeling, SA 5372 
>> Australia
>> 
>> Add us to your address book 
>> 
>> 
>> 
>> unsubscribe from this list 
>> 
>> update subscription preferences 
>> 
>>   
> 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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[Aus-soaring] Perlan

[Mark Newton]

There’s a good interview with Einar Endevoldson from the Perlan project in the 
Airplane Geeks podcast here:
http://www.airplanegeeks.com/2015/07/01/airplanegeeks-357-einar-enevoldson-and-the-perlan-project/
 


He sounds like he’s had a fascinating career. Worth a listen.

 - mark


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Re: [Aus-soaring] more on ADSB

[Mark Newton]

On May 29, 2015, at 8:01 AM, Michael Zupanc  wrote:
> Spot trackers seem to be very popular, but probably just because they are one 
> of the older brands, but Spot does not have global coverage. Anyone wishing 
> to use such a device should do some homework and determine exactly what 
> coverage they require as the Systems which use geostationary satellites are 
> typically cheaper. But a cheap phone is rather useless if it doesn't work 
> where you are :-)…

We’re not exactly flying in Antarctica. 

http://www.findmespot.com/en/index.php?cid=108 


  - mark



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Re: [Aus-soaring] more on ADSB

[Mark Newton]

On 28 May 2015, at 4:25 pm, Mike Borgelt  
wrote:
> 
> It has been pointed out to me that all we really need is the cellphone 
> network.
> Implement flight tracking for everyone using the web via the cellphone 3 or 
> 4G and receive the information on tracked aircraft via the same method. 
> Essentially unlimited range and 15 second updates are plenty at longer ranges.
> AMSA are about to implement the tracking via AvPlan  so you can let them know 
> you'll be doing this. If you don't show up it will help the search.

That’s essentially what Spot Trackers are: Hockey-pucks that know how to send 
Iridium satphone SMSs, so they can work anywhere, including where terrestrial 
cellphones aren’t.

  - mark



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Re: [Aus-soaring] ADS-B mandate

[Mark Newton]

On May 21, 2015, at 3:27 PM, Nigel Andrews  
wrote:

> Yes the mandate does not mean everyone. Interestingly enough the attitude of
> the US pilots has changed. A friend of mine attended a convention in the USA
> a month ago and the general feeling now is that most prefer to be
> voluntarily fitting ADS-B out be it UAT or 1090 or both as they see the
> benefits in being able to see others and have their glass screens issue
> warnings if a potential collision is arising.

Most are installing ADS-B OUT because once you’ve spent money on the TSO GPS 
source and the ADS-B transponder, the incremental additional cost of ADS-B IN 
is pretty small.

In the US (and unlike Australia), ADS-B IN comes with extra services. The 
low-bandwidth data channel used in extended squitter mode is used to provide 
near-real-time weather info, so anyone flying with EFIS/PFD systems gets 
something roughly equivalent to a time-delayed weather radar with traffic 
avoidance data superimposed on it.

That’s desirable enough to spend a few grand on.  For less than $5k in the E/AB 
market, you can equip your glass panel with some stupidly impressive 
situational awareness capabilities.

Australia has chosen not to go down that route. There’s very little benefit to 
a GA pilot from ADS-B:  There’s no weather data provided, and collision 
avoidance with IFR traffic is virtually unchanged because most IFR traffic has 
TCAS which works perfectly well with mode-C transponders, and virtually no VFR 
traffic has ADS-B OUT.  ADS-B provides traffic density benefits to airlines, 
and cost benefits to ATC, and there’s no great incentive to VFR aircraft 
operators to pay their own good money to subsidize Qantas, Virgin and Air 
Services Australia’s operations.


> Remember ADS-B also can give
> you airspace clearance as ATC will be using this more and more.

Air Services will be happy to work with mode-C for the indefinite future. 
They’re installing ground stations and satellite transponders for ADS-B, but 
they’re not decommissioning their existing radar systems, so if you’re 
sufficiently well equipped to get clearances now you’ll continue to be 
sufficiently well equipped to get them well into the dim dark future.

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

That ship has sailed. Australia had this argument a decade and a half ago, 
between Air Services and the airlines, before private aviators even knew there 
was an issue they needed to get upset about. By the time any of us worked out 
how poor the Australian variant of ADS-B was going to be for private VFR, it 
was all over bar the shouting. It ain’t going to change now.

  - mark



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Re: [Aus-soaring] Aviation APPs

[Mark Newton]

On May 4, 2015, at 7:12 PM, Mal Bruce  wrote:
> 
> Any other apps worth downloading?

I’ve been giving RWY Go a try on the iPhone.

It does a few things very well, without needing any effort to use it: Just 
start it up, and info relevant to your current phase of flight will be onscreen.

It’s probably even better suited for a smartwatch, but I can’t currently 
justify shelling out for one of those.

  - mark


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Re: [Aus-soaring] Aus-soaring Digest, Vol 139, Issue 54

[Mark Newton]

On 29 Apr 2015, at 1:04 pm, Richard Frawley  wrote:

> Just wondering if we all OK with product suppliers using this list towards 
> their direct commercial benefit?

This has been covered before. Generally speaking: Yes.

It’s a small community, everyone knows who’s selling what.  If it degenerated 
into a spam list that’d be one thing, but this little community has been 
running now for, what, two decades? and it doesn’t seem to have done that, so 
there doesn’t seem to be much point in getting uptight about it.


  - mark




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Re: [Aus-soaring] varios, redundancy

[Mark Newton]

It's easy: point the nose away from the field and wait. You'll be out of 
gliding distance in no time.

- mark

On 27 Apr 2015, at 8:55 pm, Matthew Scutter  wrote:
> 
> Which turns out to be remarkably self enforcing, because for someone who's 
> only ever flown with a vario it's extraordinarily hard to get out of gliding 
> distance without one.
> 
>> On Mon, Apr 27, 2015 at 8:38 PM, Sean Jorgensen-Day 
>>  wrote:
>> “For the paleo engineless gliders you are likely to risk an outlanding with 
>> its attendant hazards. Pretty stupid to risk breaking your glider or 
>> yourself over lack of a backup.”
>> 
>> So you are saying that a outlanding is a risky occurrence?
>> 
>> People are outlanding all the time, except for a few occasions they seem to 
>> be walking away and still have a glider they can use.
>> 
>> Maybe we should ban outlandings? Suggested new rule may read: “You must 
>> remain in gliding distance of a suitable landing point, unless you have a 
>> working vario.”
>> 
>>  
>> 
>>  
>> 
>>  
>> 
>> 
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Re: [Aus-soaring] Obtaining a CASA Glider Pilot License on the way to an FAA Glider Pilot's License

[Mark Newton]

On 17 Apr 2015, at 6:50 pm, Redmond Quinn  wrote:

> See attached CASA form 61-1GP.  Item 3 clearly states:
> "If CASA does not have a photo of you that is 10 years old, you must also 
> submit Form 61-9PIC."
> It would seem to me that it would be easier to dig around your files and find 
> a 10 year old photo and send it to CASA ;-)

Maybe they actually want a photo of him from when he was 10.


  - mark



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

[Mark Newton]

On 17 Apr 2015, at 6:43 pm, Ron Sanders  wrote:
> 
> Mate i would rather do it the way i did.
> Take a holiday at St Auban, practice a few circuit type radio calls EN 
> FRANCAIS, do a fliht test and Voila!! here is your French glider pilots ICAO 
> compliant LICENSE, with photo etc etc.
> The yanks will recognise that,
> In the mean time good flying, beautiful scenery, good food good wine,  what a 
> comparison!!

They’ll “recognize” that in the same way they recognize an Australian Part 61 
license, in that the FAA will make you jump through the same hoops to turn it 
into an American one before you can fly an N-registered glider.

Now that CASA offers an ICAO-compliant Glider Pilot License, other ICAO 
contracting states are likely to defer to them for license equivalency. You may 
find that France is less accommodating now than it was a year ago (and if they 
haven’t changed yet, just give them time…)

  - mark




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

[Mark Newton]

On 17 Apr 2015, at 5:44 pm, Simon Hackett  wrote:

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

So, err - Are you going to fly yourself to the US for teh face to face meeting
with the FAA?

(“We’re not happy ’til you’re not happy!”)

  - mark




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Re: [Aus-soaring] IS29D life extension

[Mark Newton]

On Apr 16, 2015, at 9:34 AM, DMcD  wrote:
> 
> I know that for smaller clubs this is a difficult scenario but I don't
> believe the small gliding movement in Australia can have one foot
> nailed to the ground by trying to keep heritage aircraft flying.

The “gliding movement” doesn’t have to keep heritage aircraft flying; that’s 
what their owners do.

The “gliding movement” should surely invest at least a little bit of effort to 
ensure that it isn’t arbitrarily impossible for owners to make the attempt.

  - mark



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Re: [Aus-soaring] Registration markings

[Mark Newton]

On 7 Jan 2015, at 5:00 pm, Mike Cleaver  wrote:

> You are correct that at present there is no requirement for registration 
> markings under the wings on any aircraft below 5700 kg MTOW operated in 
> Australia. The exemption was renewed in 2012 and falls due again at the end 
> of this month: since I am not aware of any formal post-implementation review 
> of Part 45 I would expect that it will be renewed for a further 3 years at 
> that time.

Assuming CASA doesn’t just forget to renew it.

There’s a legislative instrument which enables people to issue maintenance 
releases on Experimental Amateur-Built Aircraft which has a three year expiry. 
Renewal involves changing the date on the last one. Despite the expiry being an 
entirely predictable event, the last two occasions have featured periods of 
time when it was unlawful to do an annual on an experimental aircraft because 
CASA plainly and simply forgot to renew their own paperwork.
http://www.saaa.com/Portals/0/PDFs/CASA%2013033%20(2).pdf 


When reminded last time, they said it was going to take weeks due to a shortage 
of legislative drafters. When pressed by people who had grounded aircraft due 
solely to CASA’s inability to follow their own procedures, they actually did it 
in a few days.

It’ll expire again next year. I wonder if they’ve discovered “Calendar 
Reminders,” or if CASA senior management have dealt with the failures to do 
their jobs inherent in the fact that they neglected to budget for enough 
legislative drafters to deal with their entirely predictable workload.

And the Forsyth Review didn’t recommend any sackings. Amazing. 

  - mark


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Re: [Aus-soaring] : Hawaiian Pawnee tug in the drink

[Mark Newton]

On 24 Dec 2014, at 10:11 pm, Peter (PCS3)  wrote:
> 
> Great place to ridge soar unless the vog is blown in from the Big Island 
> volcano. f/vog like when we were there.  The ridge is parallel and about a 
> klm from the runway.

I visited in 2008. The commercial operation there has a clause in their ops 
manual saying they can’t ridge soar, which was a bit disappointing.  I suppose 
you could as a private owner, but there’s no club as such.

The “joyflights” are carried out by people with little or no gliding 
experience: Aerotow to 5000’, float down, land.  I didn’t get the impression 
that the pilots knew or cared much about thermalling, the one I flew with was 
sensitive to unusual attitudes and got nervous when I slowed to thermalling 
speed, and didn’t want to know about flying close to the rocks.

Bit of a waste of a good site. It’d be great in a northerly!

  - mark



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Re: [Aus-soaring] IS-28B CQC's last flying day:

[Mark Newton]

On 24 Dec 2014, at 11:02 pm, Grant Davies  wrote:

> 1. Regarding spinning; I am under the impression aerobatics is prohibited 
> under 2,000ft without endorsement. I am also lead to believe a spin is an 
> aerobatic manoeuvre.

Check your Operational Regulations: Aerobatic minimum in gliders is 1000’.

(probably set so that GFA could legally train spins from the top of winch 
launches)

As for being an aerobatic manoeuvre: Do you have an aerobatic endorsement? Did 
the instructor who taught you spins? 

  - mark


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Re: [Aus-soaring] IS-28B CQC's last flying day:

[Mark Newton]

On 24 Dec 2014, at 8:21 pm, Derek Ruddock  wrote:

> So when the student finally hops into the Jantar he thinks, great, If I spin, 
> I’ll have at least 1500feet before I reach VNE?
> Sorry, but I think that teaching REAL spinning characteristics and recovery 
> (and hence why spins should be avoided) is more important than simulations

I learned to spin in a Puchatek and a Bergfalke.

Having learned, I can’t say that spin entry differs much at all between them, 
Libelles, Pik-20D’s, ASG-29s, Super Decathlons and RV-6s.

A spin is a spin. Why would teaching it in a DG-1000 be any different from 
anything else?

(and how do you reach VNE in a spin at all?)

  - mark



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Re: [Aus-soaring] IS-28B CQC's last flying day:

[Mark Newton]

On 24 Dec 2014, at 12:27 am, Al Borowski  wrote:

> Is there nothing like an 'Experimental' category in the glider world?
> It seems weird to me that I can (in theory) jump into a home-designed
> ultralight powered with a lawnmower motor, but can't operate a glider
> grounded due to a paperwork issue.

The issue is fraught.

GFA can issue experimental C-of-A's (or could until an audit a year or two ago,
at any rate). But experimental aircraft can't be flown for hire or reward,
including training; so a club can't feasibly operate them.

CASA seems to take a dim view of an aircraft which meets a type certificate
in all requirements except service life being operated as experimental. Except
they're not consistent about it, because they obviously allow warbirds to 
remain in service well past their design life.

You could probably operate a glider on an experimental C-of-A if it has a
genuinely experimental feature, and if it was operated privately. Perhaps
the IS28's at CQC wouldn't fit that template, 

  - mark



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Re: [Aus-soaring] Gliding Philipines?

[Mark Newton]

I’m in Manila right now. If I’d known this was part of the world where 
something like this was even possible, I might have stayed for longer!

  - mark


On Nov 18, 2014, at 6:41 PM, Matthew Scutter  wrote:

> http://www.aviationsocietyphilippines.org/blog/?tag=nampicuan
> 
> On Mon, Nov 17, 2014 at 11:35 PM, Christopher McDonnell 
>  wrote:
> http://www.interaksyon.com/article/99432/german-national-survives-nueva-ecija-plane-crash

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Re: [Aus-soaring] Press

[Mark Newton]

On Oct 24, 2014, at 8:10 PM, Mike Borgelt  
wrote:

> Now I also wonder if going to the ground 3km short of the airfield can be 
> construed as a "prescribed takeoff or landing procedure". Doesn't look like 
> it to me. In which case it would seem to be in contravention of the CAR about 
> not flying below 500 feet (100feet if ridge soaring).

MOSP 10.8 at 
http://gfa.org.au/operations-1/manuals/672-gfa-mosp-2-ops-0002/file : Descent 
below 500’ is permitted under the conditions stated within 5km of the 
destination ALA.

Was originally published as an OD several years ago, following agreement with 
CASA on the details. The OD was cancelled when the new MOSP was issued.

Note that there’s an expectation that you’re carrying enough energy to fit into 
the traffic pattern when you reach the field — which will mean pulling up into 
a circuit if you’re arriving downwind, or being able to overfly a runway 
obstacle if you’re arriving upwind.  Or, in broader terms, the procedure is 
supposed to be executed in parallel with a “don’t be a dickhead” rule.

  - mark

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Re: [Aus-soaring] flying near the ground during finishes

[Mark Newton]

On Oct 24, 2014, at 2:39 PM, Grietje Wansink  wrote:

> I hope I have misunderstood this sentence:
>> I will make one comment – DO NOT UNDER ANY CIRCUMSTANCES THINK THAT THIS 
>> CANNOT HAPPEN TO YOU. The history of gliding is full of reports of EXPERT 
>> pilots who fucked-up and ended up very dead! BEWARE, and be aware. (Gary 
>> Stevenson)
> 
> If this could happen to anyone, this would be a dangerous sport.

It is a dangerous sport, isn’t it?


  - mark


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Re: [Aus-soaring] Coroner's "complacency" finding on glider crash

[Mark Newton]

On 4 Oct, 2014, at 8:07 am, Peter Champness  wrote:

> The take off/landing area seems to be the most vulnerable area because that 
> is where the flight paths cross most often.

Have a look at the diagram at the bottom of page 8 on this ATSB report from ten 
years ago.
http://www.atsb.gov.au/media/36828/Review_of_midair_col.pdf

Each red dot represents a mid-air collision in Australia in the circuit area 
between 1961 and 2003.  It's like a 2-D histogram, most likely place for a 
mid-air seems to be on final approach.

  - mark


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Re: [Aus-soaring] Cessna 182 tow hook information/drawings

[Mark Newton]

On Sep 18, 2014, at 10:36 PM, Andrew Horton  wrote:

> EFY is a skydiving C182 and has been for some time.  RLC appears now to be a
> helicopter, according to the aircraft register.

Does it have a tow hook on it? ‘cos that could be a lot of fun.

  - mark :-)



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[Aus-soaring] Controlling attitude

[Mark Newton]

I reckon there will be a bunch of people who’ve read some of the posts on this 
mailing list today who’ll be saying, “I don’t see the problem. It’s just a bit 
of harmless fun. Doesn’t hurt anybody.”

Guys say that all the time, never realizing that the only reason they're able 
to say it is because they’ve typically been utterly indifferent to whether 
their fun is, indeed, “harmless,” or whether it has hurt anybody.

I don’t know, perhaps parents of girls have a different view.  Perspective and 
experience.

The reason it usually passes without mention is because most women, having put 
up with it for their entire living memory, are so sick of it that they can’t be 
bothered going through the exhausting rigmarole of engaging anymore, and just 
remove themselves from situations where it’s a problem;  and because so many 
men, harboring a cataclysmic failure of empathy, don’t even notice the 
reactions of women, and just let it slide without saying anything.

“The secret life of women.” 
http://i.imgur.com/OigLS.png
(I know the cartoonist: He told me some of these quotes were provided by his 
daughter)

In case you haven’t noticed (and I’m almost certain that some of you actually 
haven’t), gliding is almost entirely dominated by men.  There’s no physical 
reason why that should be the case.  There’s also no innate gender-based 
difference in skill to explain it either.

I’m going to say it’s cultural:  The traditions and attitudes present at 
gliding clubs all over Australia are, either overtly (like today’s email 
messages) or subtly (like so much of everything else) repulsive to women.  I’ve 
seen so many women enjoy their AEF, stick with it for a couple of weekends, and 
never come back.  And thousands of pilots barely ever wonder why that’s the 
case.  Over time, gliding clubs become male ghettos, all over Australia.

“What we walk past, we accept.”

When we’re learning to fly, the first lesson we’re taught is stability.  The 
second lesson we’re taught is how to change our attitude.

This community seems absolutely excellent at stability. When it comes to 
sexism, maybe it ought to be skilled enough to master attitude.

There’ll no doubt be replies to this message. I’ve said my piece, I’m not going 
to respond to any of them them. But I, like everyone else who reads them, will 
be making character judgements regardless.  If you find that idea challenging, 
perhaps take 24 hours to have a good hard think about why.

Fin.

  - mark
[ I will also reserve judgement over whether off-list replies should be 
forwarded to the list.
  There will be no shadows here. ]


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Re: [Aus-soaring] Cost, hail damage

[Mark Newton]

People, please.

(got a problem with retaining women in gliding? yeah, probably got one of 
those. God only knows why, eh?)

  - mark

On 12 Sep, 2014, at 7:27 am, Justin Sinclair  wrote:

> Hi Simon, unfortunately that is a  Schleicher model, no amount of money short 
> of the GDP of NewZealand will fix it.



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Re: [Aus-soaring] Hail damage

[Mark Newton]

On 11 Sep, 2014, at 10:28 am, Ron  wrote:

> What was wrong with the weather radar??

Before or after?

  - mark


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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Sep 3, 2014, at 12:54 PM, Ulrich Stauss  wrote:
> · That is a very ‘elastic’ phrase (which should be better defined). 
> If you use club equipment or want to fly from a club owned airfield you are 
> of course dependent on their whims. Even the “proper” licensing overseas does 
> not change that. But if you operate at a location where neither the 
> aircraft/equipment nor the airfield are owned by the resident club (and all 
> else including the independent control check is in order) I can’t see how it 
> would be *illegal* for you to choose to do so independently against the 
> screams of a red faced club CFI. I’m not saying there wouldn’t be 
> ramifications…
>  

Whoa, hang on.  There are a number of concepts wrapped up in there that are 
independent from each other.

Use of a privately owned airfield: That’s not an operational issue, that’s a 
property issue. If the property owner doesn’t wish you to use their airfield in 
the manner you wish, they can demand that you cease and desist and use trespass 
law to gain satisfaction if you don’t.  We’ve had private property laws in our 
legal system since the Magna Carta, GFA isn’t (or shouldn’t be) involved.

Use of a somebody else’s aircraft/equipment: That’s also not an operational 
issue.  When you use someone else’s aircraft, you enter into a hire agreement 
with them where you gain access to certain goods and services in exchange for 
some kind of consideration.  Maybe the hirer or their insurer will place 
conditions on the hire, or maybe not.  That’s not an operational issue, it’s a 
contract;  GFA isn’t (or shouldn’t be) involved.

Separate from all of that is the set of air legislation in Australia, which 
includes GFA’s OpRegs and MOSP by delegation.  That legislation provides for 
obligations on pilots which are utterly indifferent to notions about who owns 
what.

In non-GFA regulatory systems, if you hire an aircraft and violate the terms of 
your hire, the hirer can refuse to hire to you any more and take their aircraft 
back.  The civil aviation regulator is not involved, you can rush out and hire 
another aircraft from someone else whenever you like.

In the GFA system, if you hire an aircraft and violate the terms of your hire, 
any instructor can, at their option, write a logbook annotation which grounds 
you.  The grounding takes immediate effect, and applies to all of your flying 
nationally, including flying in other peoples’ aircraft, including in aircraft 
you actually own yourself.  The grounding will probably be maintained until the 
GFA MOSP’s pilot discipline procedures have run their course, which could take 
months.  Because logbook annotations cannot be altered or erased, every club 
you ever choose to fly with in the future will always be able to see that 
you’ve been grounded when they flip through the pages of your logbook.

That’s what “dependent on their whims” means in the GFA system.

   - mark


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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Sep 2, 2014, at 4:04 PM, Paul Bart  wrote:

>> " For most members, it’s either get behind GFA or be grounded."
> 
> 
> But "most members" just may be happy with that. And that is my point, there 
> is no evidence, besides quoting few individual cases, to suggest that it is 
> GFA that is causing causing all the problems in the gliding land.


Nobody has made the claim that GFA is causing all the problems in the gliding 
land.

Some of us are making the claim that GFA is causing all of the problems with 
GFA rules about the independence of pilots, and that those rules cause some of 
the problems in gliding land.

I reckon evidence “quoting a few individual cases” should be sufficient in a 
member-driven organization to get those few individual cases dealt with. GFA 
isn’t a government department or a multinational company:  It’s a small org 
with a mere handful of members, there’s no reason why they can’t be responsive 
about things like this.  

Especially given a decade and a half, three redraftings of the independent 
operator rules, a draft OD about instructorless clubs, and at least two 
attempts at getting a CASA GPL off the ground:  There have been countless 
opportunities to address these issues, so why is it so hard?  A tiny community 
of overseas competition pilots get their gift-wrapped ICAO license, but it’s 
sabotaged so that another tiny community of people who want to operate under a 
license domestically don’t? What’s with that?

  - mark


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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Sep 2, 2014, at 3:48 PM, Paul Bart  wrote:

> Thank you for a detailed and logical post. Frankly I do not think I would 
> take issue with most points you make. I simply think my personal experience 
> is different. I am not a member of any other flying organisation so I cannot 
> compare. 


That’s fine, we all come from different backgrounds, and different things are 
important to all of us.  That’s one of the points I was making.

For those of us for whom “the freedom of flight” is important in the manner I 
described, GFA has literally nothing to offer us - indeed, its very existence 
is an impediment (the CASA GPL would likely be very different if GFA had not 
been involved in it)

> The fact is that I do not see that GFA impedes what I want to do, nor what a 
> majority of glider pilots I personally know (a limited sample) do. Does a 
> level 2 instructor impedes my flying, not in the least, do I feel in any way 
> "supervised"? Not in the least. When it is my turn to run the day, do I 
> interfere with any of the solo pilots? No.

It’s not a question of interference, that isn’t the point.

You cannot take responsibility for rigging a glider, because GFA seems to be 
saying that its trained certificate holders lack the alacrity to perform that 
task without someone else looking over their shoulder and countersigning.

When you are running a day, you are on an undefined, open-ended legal liability 
hook for any accidents or injuries they suffer.  Could you have prevented an 
actionable event by preventing a launch?  Even if you couldn’t, could an 
insurance company’s lawyer paint a picture that says you could?  You might not 
even know those other pilots, but you’ve “taken charge” of their operation.  Do 
you know what that means?

And anyone who isn’t an instructor should feel “in any way supervised” because 
that’s what the instructor’s actual job is. Everyone is under supervision.  All 
the time.

I don’t know how to describe how oppressive that is for the group of pilots for 
whom “freedom of flight” is important; how much the knowledge that you can 
never be so well trained or well skilled that you can be trusted to command 
your own aircraft can suck the enjoyment out of the sport — When that’s 
precisely the expectation held by pilots in literally every other aviation 
discipline I’ve ever come into contact with.

I can remember 14 years ago, one of the very first aus-soaring messages I ever 
read was Mike Borgelt making the entirely reasonable observation that it is 
impossible for a L2 Independent Operator to legally fly his own self-launching 
glider out of his own private airfield, because the act of rigging it requires 
another GFA member to be physically present to countersign the maintenance 
release.

14 years later, nothing has changed.

How is that possible?  That renders the entire L2 Independent Operator rating 
worthless.  How pathetic is it that so much time can pass without such an 
obvious regulatory defect being closed? 

> So  the only time I feel as a second-class aviator is when i hook into a 6 kt 
> thermal and I know that Alan Barnes would be doing 8 :).

That’s just Imposter Syndrome.  Alan Barnes knows Ingo would be doing 12. :)

  - mark


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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Sep 2, 2014, at 3:29 PM, Paul Bart  wrote:

> I was not referring to the actual cost of a medical. That can easily be 
> sourced, and you have provided it here. My point referred to what people 
> leave and why.

I’ve already told you why I consider leaving, and it’s to do with GFA’s 
uniquely restrictive rules.

But when people say GFA’s rules inspire members to leave, perhaps that’s just 
"a speculation used to prop someone’s point of view," so there’s no need to 
listen to it.

I’m kinda lucky to have the means and wherewithall to have non-GFA flying 
credentials.  I feel a bit sorry for people who don’t, stuck in the GFA system 
with no alternative.  At least I get the luxury of being able to think about my 
choices.  For most members, it’s either get behind GFA or be grounded.

  - mark


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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Sep 2, 2014, at 2:29 PM, Paul Bart  wrote:
> Finally a number of posters indicated that we may be losing potential glider 
> pilots, because the GFA rules, yet I see people turning their backs on power 
> flying, often citing cost (medicals etc.) and complexity as a reason. I do 
> not know how the numbers stack up, but chances are that neither do you. So it 
> is just a speculation used to prop someones point of view.

I know how the numbers stack up, because I do both.

A CASA Class-2 medical from a DAME costs $80 plus GST.  It is one of the most 
trivial expenses it’s possible to accrue in aviation, excepting perhaps the $6 
it costs to land a GA light aircraft at an AVdata country airport.

And as of yesterday, under Part 61 you don’t need one anyway. Switch to a 
drivers license medical from your GP, fly up to 1500kg MTOW with 1 passenger, 
fixed pitch, fixed gear, no aerobatics, day VFR.  Sold.

Anyone who says they’re giving up flying due to the cost of a medical probably 
flunked theirs because they were on hallucinogenic drugs.

  - mark


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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Sep 2, 2014, at 1:31 PM, Robert Izatt  wrote:

> An L2 independent operator is required to be "supervised" when club 
> operations are in play and they are a member of that club. Particularly when 
> a tow is required it is impossible to be independent by definition. In a 
> self-launcher you could argue the case but you have to live in the club 
> environment and courtesy is a valuable commodity.

Interesting point of view.

Why do you need to be supervised to get a tow?  In the US you just pay the tow 
pilot to launch you:  Chartered flight, fee for service, independent operation.

Why do you have to live in a club environment?  It might be beneficial in some, 
or even most, cases;  but what is the rationale for it being mandatory?  If 
someone doesn’t want to participate in a club, shouldn’t that option be 
available to them? Why is it optional for every Australian pilot except glider 
pilots?

These are assumptions people make about the GFA system because they’ve never 
experienced any other ways of doing things.  It doesn’t need to be that way.  
It doesn’t even need to be difficult for it to be a different way.

  - mark



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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Sep 2, 2014, at 10:50 AM, Paul Bart  wrote:

> You say "When our newcomers realise that they will always be treated as 
> second class aviators we can't blame them when they vote with their feet." 
> Well I have been involved in gliding for some fourteen years now, with a 
> reasonably sized club and I am yet to encounter any pilot being too worried 
> about being classed as "second class aviator”. 



Hi, I’m Mark.

I’m another 14 year glider pilot, just like you.  In addition to a GPC with an 
L2 instructor rating and a D1109 airworthiness cert, I also have an RAAus pilot 
certificate, and a CASA PPL(A).

During my time in the GFA system, I’ve spent 3 years as a club CFI.  I know all 
about GFA’s attitude towards personal responsibility.

I’m yet to encounter any other form of aviation in any other jurisdiction where 
a trained pilot is not considered responsible for their own actions; or where 
an instructor is expected to assume some kind of poorly defined 
“responsibility” for what other trained pilots do, simply by virtue of being 
present at the time of their launch.

… except the military, which is, I believe, where the GFA’s system and attitude 
originates.

There was a time when I didn’t care about any of this:  I was a GFA member, a 
glider pilot, and that’s simply the system, take it or leave it. So I totally 
understand why it doesn’t matter to some (most) glider pilots.

But after exposure to the CASA and RAAus systems, my attitude has changed.

The Commonwealth of Australia considers me competent to make and be responsible 
for all my own decisions relating to my operations and the airworthiness of my 
aircraft.

The GFA does not.

That paternalism grates.  At each membership renewal since I gained my PPL, 
I’ve thought a little bit harder about whether I’m prepared to accept the GFA’s 
increasing tendency to centralize, to oversee, to diminish the responsibility 
that each pilot has to maintain their own safety.  I’ve also thought about the 
responsibility of instructing, and “taking charge” of an operation that can 
only be influenced, not controlled, and whether that’s something I want to 
expose myself to.

I’m also increasingly of the view that some of that philosophy reduces safety. 
There are so many things that GFA pilots can convince themselves they never 
need to worry about because someone else will second-guess the decision for 
them.

My membership is currently overdue.  I’m still thinking.

Last weekend I was going to fly my RV out to a gliding club to try them on for 
size, to have an annual check and see if we we’re a good fit for each other, 
and see if there are any openings in that I might be able to contribute to. I 
would have renewed my membership to make that happen, but I had a bad night’s 
sleep on Saturday night and didn’t assess myself as passing an IMSAFE check for 
that kind of operation, so I stayed home instead.  Now I have some more work 
travel coming up and it’ll probably be at least a month before I get another 
opportunity, so maybe I’ll keep thinking about whether GFA’s philosophy is 
compatible with me until October or November.

Here’s something that’s important, which I think is frequently lost:

Aviation is a technical discipline, but it has a strong emotional dimension as 
well.  We fly because we get some kind of high out of it:  We love it, 
otherwise we wouldn’t put ourselves through the time and money and setbacks and 
heartache needed to enjoy it.

Different people find that emotional response in different ways.  

For some people, it’s about flying higher or further or faster or longer than 
anyone else.  For those people, the philosophy of the GFA is utterly 
irrelevant:  As long as they can get into a glider, who cares, right?  These 
are the people the GFA serves the best, in my opinion.

For others, emotional reward comes from making contributions.  We’re the people 
who instruct or serve on committees or get airworthiness credentials.  For us, 
the philosophy of the GFA does matter, a bit, because it defines the framework 
those contributions are made in:  It’s unlikely, for instance, that someone 
will find reward in instructing if they believe GFA’s syllabus provides bad 
safety outcomes.

Then, there’s at least one other group:  Entire libraries of books have been 
written about the gut emotional appeal that the freedom of human flight 
satisfies.  That isn’t just the ability to soar with the birds, it’s also tied 
up with the fact that it’s one of the few pursuits left where an individual can 
assume “command responsibility” and make decisions without being second-guessed 
by a bureaucrat, and be wholly responsible for the outcome of those decisions.

For that group, GFA’s philosophy of never yielding control and responsibility 
to pilots is utterly toxic, and incredibly patronizing.  No matter how much 
training we do, we can never be trusted to assume command of an aircraft under 
our own recognizance, we’re always being “supervi

Re: [Aus-soaring] Water Landing

[Mark Newton]

On Aug 29, 2014, at 12:58 PM, dennis hipperson  
wrote:

> Also found this:
> 
> "Landing on water: Over the years, there has been an on-going debate on 
> whether
> it is better to land gear up or gear down on water. Current thought from Tom 
> Knauff
> is to always land gear down.

I’d have expected that the current thought would be to land in accordance with 
the “Ditching” section in the aircraft’s flight manual.

  - mark



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Re: [Aus-soaring] Competition licenses - the emperor has no clothes

[Mark Newton]

On Aug 25, 2014, at 9:13 AM, Christopher Thorpe  wrote:
> 1/.
> You ask that I "...provide evidence as due diligence in your position would 
> require".
>  
> The evidence is based in the fact that a CASA Licence is an ICAO recognised 
> licence, and that the requirements for grant of CASA's (ICAO) Glider Pilot 
> Licence is written into Legislation.

For the sake of clearing confusion and hopefully fending off a pointless 
centithread:

I think the confusion here stems from the fact that you said, "The GFA GPC is 
compliant in that it meets the standards specified in Annex 1 to the Convention 
on International Civil Aviation.”

It isn’t and it doesn’t.  The document you meant to reference (and mentioned in 
your response above) is the CASA GPL, which is ICAO compliant, and not the GFA 
GPC.

  - mark


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Re: [Aus-soaring] BoM data feed to Australian Atmospheric Soundings website

[Mark Newton]

On Aug 21, 2014, at 3:30 PM, Mike Borgelt  
wrote:

> So how does the small slice of a continuously updated model for the air over 
> Brisbane at a given time differ from the actual observations of the same air 
> at the same time?

“Quality control.”  From talking to them in the past, the actual observations 
can be pretty noisy and lossy.

If the model is accurate, the actual numerical values ought to be the same.

Virtually everything the BoM produces comes out of the simulation model, up to 
and including the rain radar views.

> And why then do you sometimes see that at a certain location there is no 
> latest F160 because the balloon didn't fly?

I’ve never been able to get a good answer for that.

  - mark



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Re: [Aus-soaring] BoM data feed to Australian Atmospheric Soundings website

[Mark Newton]

On Aug 21, 2014, at 2:22 PM, Daryl Mackay  wrote:

> Regardless, I believe we got a good free service from BOM, a SA gliding 
> enthusiest who wrote the original gliding friendly programme (sorry, forget 
> your name but in the acknowledgements on the Internode site) and of course 
> Internode for setting all this up to sound the BOM every few minutes to get 
> the latest data, massage that data so we might understand it and then make it 
> available free. A truly collaborative effort.

Peter Temple was the original operator.  He handed it over to me when he moved 
(temporarily :-) to the USA, and I added the archival/historical functions and 
non-Adelaide soundings, and operated it ever since.

I credited Internode on the web site because the bandwidth was free because I 
worked for them. That hasn’t actually been the case for the last three years; 
I’ve been hosting it on a server in my house using my own bandwidth.

  - mark




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Re: [Aus-soaring] BoM data feed to Australian Atmospheric Soundings website

[Mark Newton]

On Aug 21, 2014, at 12:21 PM, Mike Borgelt  
wrote:

> The models need updating or initialising with real observations. According to 
> the BoM in Brisbane, Brisbane at least still launches balloons for the 
> Observations they publish.
> The bloke I spoke to thought this was also the case for the other stations on 
> the aerological diagrams page.
> You can do all the modelling you like but weather models drift from reality 
> over time. A few days is all it takes. Nowadays they at least still look like 
> real weather charts. They didn't used to after a while.
> Hence the need to update with real data.

BoM runs a continuous simulation of the global atmosphere which is continuously 
refreshed with observational data.  Some of the observational data does indeed 
come from balloons, but there is also plenty from other sources, such as 
instrument packs carried on airliners, radar systems, data obtained from other 
national weather services, and so on. 

All of the F160 plots are outputs of the simulation model - i.e., they’re not 
produced from raw observational data, they’re slices at a point in time 
produced by the simulation.

Some of the sites which used to launch balloons are no longer manned and hence 
no longer have regular balloon flights, but F160 diagrams are still produced by 
the simulation model because it simulates the entire atmosphere, not just the 
bits of air above manned weather stations.

- mark



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Re: [Aus-soaring] BoM data feed to Australian Atmospheric Soundings website

[Mark Newton]

On Aug 21, 2014, at 10:07 AM, Mike Borgelt  
wrote:

> Matt Gage is right too. The chart tells you what was happening at the time of 
> the balloon flight. 

It used to, but it doesn’t anymore.

The chart is essentially an extract from the BoM’s global atmospheric model.  
The date of the chart doesn’t necessarily bear any resemblance to the date of 
the balloon (or, indeed, whether there’s a balloon at all)

  - mark



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Re: [Aus-soaring] BoM data feed to Australian Atmospheric Soundings website

[Mark Newton]

About the same.

   - mark

> On 20 Aug 2014, at 17:47, Mike Borgelt  
> wrote:
> 
> How does the timing of the latest chart compare with simply getting it here?
> 
> http://www.bom.gov.au/aviation/observations/aerological-diagrams/
> 
> Mike
> 
> 
> 
> At 04:49 PM 20/08/2014, you wrote:
>> G’day.
>> 
>> I’ve recently received email from the Bureau of Meteorology to say that the 
>> data feed they’ve historically provided to make 
>> http://slash.dotat.org/cgi-bin/atmos work will, in future, cost $1125 per 
>> annum.
>> 
>> Or, more to the point:  The data itself will continue to be free, but 
>> there’s a $1125 per annum fee to be a registered user of it.
>> 
>> I can get similar data at no cost from University of Wyoming’s Upper Air 
>> Project.  In my experience, the sounding data from there is delayed by an 
>> hour or so, because they get it from the BoM too, then process it before 
>> they make it available.
>> 
>> I see a non-trivial number of HTTP server hits on my website, so I know 
>> people are still using the facility. But server hits don’t tell me if 
>> they’re getting value out of it.
>> 
>> So:  Is it still useful?
>> 
>> My options, as I see them, are:
>> 
>> 1.  Pay BoM,
>> 2.  Refactor the code to fetch from UoW, and accept that it’ll run a little 
>> bit late; or
>> 3.  Shut down the site.
>> 
>> Currently leaning towards (2), but nobody is getting value out of it then 
>> (3) is clearly my path of least resistance.
>> 
>> Thoughts, comments, requests?
>> 
>>   - mark
>> 
>> 
>> 
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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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[Aus-soaring] BoM data feed to Australian Atmospheric Soundings website

[Mark Newton]

G’day.

I’ve recently received email from the Bureau of Meteorology to say that the 
data feed they’ve historically provided to make 
http://slash.dotat.org/cgi-bin/atmos work will, in future, cost $1125 per annum.

Or, more to the point:  The data itself will continue to be free, but there’s a 
$1125 per annum fee to be a registered user of it.

I can get similar data at no cost from University of Wyoming’s Upper Air 
Project.  In my experience, the sounding data from there is delayed by an hour 
or so, because they get it from the BoM too, then process it before they make 
it available.

I see a non-trivial number of HTTP server hits on my website, so I know people 
are still using the facility. But server hits don’t tell me if they’re getting 
value out of it.

So:  Is it still useful?

My options, as I see them, are:

1.  Pay BoM,
2.  Refactor the code to fetch from UoW, and accept that it’ll run a little bit 
late; or
3.  Shut down the site.

Currently leaning towards (2), but nobody is getting value out of it then (3) 
is clearly my path of least resistance.

Thoughts, comments, requests?

  - mark



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[Aus-soaring] Missing endorsements (was: Re: off topic Colour Blindness)

[Mark Newton]

On 21 Jun 2014, at 21:20, Daryl Mackay  wrote:

> I don't know if this will have implications for colour blindness etc. I was 
> told that there will be an opportunity to send in any paperwork that 
> justifies an endorsement that has been left off the new licence but I think 
> that refered to any errors on their part? Ie. If they forget to show a tail 
> wheel endorsement or think it is not appropriate, then you only need to send 
> in a copy of your logbook entry showing this endorsement and they will 
> re-issue another licence. (If this paperwork is sent in within 21 days, again 
> no charge on the re-issued licence) 
> 

I looked at CASA's portal a bit over a year ago. 

I noticed that they hadn't listed my retract endorsement in their record 
keeping system, and the delegate strip ID number shown in my logbook for my 
tailwheel undercarriage design feature endorsement was listed in their records 
as a multi-engine endorsement on a PA-34, a light twin that I'd never flown 
before.

Perhaps if I'd kept my mouth shut it would have saved me a lot of money on any 
future twin engine training :-) 

But I kinda like flying my tailwheel RV-6 and wanted them to agree that I 
wasn't breaching regulations by doing so, so I contacted CASA and sent them a 
scan of my logbook.

In the first iteration they fixed up the tailwheel issue.  About a year later, 
following further correspondence, they dealt with the retractable undercarriage 
problem.

Interesting that there were some discrepancies in the paperwork that was sent 
to them by the school that trained me, which I only got to see by querying 
their records.

I had a bit of a giggle over it.  Given that they'd just finished going through 
GFA like molten lead through a duck over record keeping failures, it was 
amusing that they didn't have their own house in order, and even more amusing 
that it took a year to converge their records on my logbook's reality.  

Maybe they should audit themselves.

  - mark


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Re: [Aus-soaring] World comps in Finland

[Mark Newton]

On Jul 10, 2014, at 8:08 AM, Robert Izatt  wrote:

> Bernard I personally don't have a problem with you promoting your product 
> here but we don't need the "Yesterday I was asked to translate the report on 
> the 20m Multi-seat clas" excuse to do so. 
> Rob Izatt

We’ve had this discussion before: No need for any “excuse” at all.

If Bernard wants to promote and support Schleicher it’s no different from Mike 
promoting and supporting Borgelt Instruments, John sending tables of contents 
for Gliding International, or Tom forwarding newsletters from DG.  It’s 
harmless, low-volume, and the promotion is good for the sport.  

So have at it.

   - mark



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Re: [Aus-soaring] Bad news from Germany

[Mark Newton]

Just a quick note:

This mailing list hasn’t historically been used for rumor-mongering.  For that, 
I guess people should go to pprune.

This community is small enough that someone would know someone involved.  It’s 
worth considering the sensitivities of other readers before stoking a 
speculation in an information vacuum.

If this accident is investigated and it turns out that there are useful safety 
lessons to be gleaned from it, then have at it.

In the meantime, it's worth understanding that “DG 1000 M demonstrator” and 
“privately held aircraft that was a DG 1000 M demonstrator in 2009” are 
entirely different things; and once we dispense with that, we’re left with, 
“something crashed, somewhere,” and it’s hard to see that that’s grist for any 
mill that’s worth grinding.

Regards,

  - mark


On Jun 28, 2014, at 9:50 AM, Ron Sanders  wrote:

> Is there any more news on this matter??
> 
> Ron
> 
> On 27 June 2014 17:14, Future Aviation  wrote:
>> Hello all
>> 
>> 
>> 
>> I have just learned that the DG 1000 M demonstrator was lost killing both
>> experienced occupants on impact.
>> 
>> Hopefully this information proves to be incorrect but I must add that it
>> comes from a reliable source.
>> 
>> 
>> 
>> Bernard
>> 
>> 
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Re: [Aus-soaring] New Generation Vario

[Mark Newton]

On 23 May 2014, at 12:00 pm, Scott Penrose  wrote:
> 
> One other valuable feature I think is a good Artificial Horizon.

Alright, I'll bite: What do you want one of those for?

  - mark



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Re: [Aus-soaring] Ventus 3.

[Mark Newton]

Bolus.

  - mark

On May 13, 2014, at 9:11 PM, Adam I'Anson  wrote:

> The Dingus 
> 
> Regards,
> 
> Adam I'Anson
> 
> On 13 May 2014, at 6:59 pm, Matthew Scutter  wrote:
> 
>> I doubt "die tritus" would fly in german.
>> 
>> On 13 May 2014 17:25, "Mike Borgelt"  wrote:
>> At 07:32 AM 13/05/2014, you wrote:
>>> Content-Type: multipart/alternative;
>>>  boundary="=_NextPart_000_0031_01CF6E7D.7732D0A0"
>>> Content-Language: en-au
>>> 
>>> The Bogus?
>>>  
>> 
>> 
>> Love it!
>> 
>> However there seem to be multiple reports from different sources that the 
>> new glider will happen sooner rather than later. I was told that one dealer 
>> ordered 8 of them.
>> 
>> I wouldn't expect an 18/21/23 though as that might cut into the Quintus  and 
>> would leave them without a new 15m glider.
>> 
>> BTW what exactly is the Ventus 2axS that Tilo is flying in the GP?
>> 
>> Anyway my bet on the new name is Tritus. Maybe Tertius is better Latin but 
>> doesn't read or sound as well. Maybe an outside chance for Volus?
>> 
>> I guess we'll see.
>> 
>> 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] Hand Held Radio Battery

[Mark Newton]

On Mar 11, 2014, at 2:47 PM, Ross McLean  wrote:

> I am hoping someone can help me find a battery supplier for my VHF Handheld 
> radio, the battery has finally given up.
> It is a Vertex Standard Pro V, VXA-150, and the battery product number is 
> FNB-64.
> Thank you for any assistance.

http://bit.ly/1cspjEd

  - mark



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Re: [Aus-soaring] Hang Gliding Records on the Bight 28/1/14

[Mark Newton]

> On 6 Feb 2014, at 8:40 pm, Peter Champness  wrote:
> 
> It looks OK in the pictures but getting below cliff level must have been a 
> bit scary.  I wonder why he did that?

He spent the whole flight being followed around by a rescue helicopter and a 
pair of trained surf lifesavers.

Probably changes the risk profile just slightly :)

   - mark



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Re: [Aus-soaring] Press-Tuggy to rescue

[Mark Newton]

Now waiting for CASA to amp-up medical standards again. That couldn't possibly 
happen, could it.

   - mark

> On 29 Jan 2014, at 8:43, Mike Borgelt  wrote:
> 
> 
> 
> Well isn't it lucky that somebody BROKE THE LAW and let the kid get a bit of 
> flying experience.
> 
> This regulation is one of many utterly stupid ones which need to go.
> 
> In case anyone is wondering it is mirrored in the GFA MOSP.
> 
> 
> Mike
> 
> 
> 
> At 05:58 AM 29/01/2014, you wrote:
>> http://www.australianflying.com.au/news/inside-the-forbes-drama
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> 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] Interview with Ulrich Kremer

[Mark Newton]

Create a Dropbox or Google Drive account. Upload it there, and post the URL to 
the list.

Easy!

   - mark

> On 26 Dec 2013, at 9:24, "Futue Aviation"  wrote:
> 
> Good morning all
>  
> The current New Zealand gliding magazine has published an interview with 
> Ulrich Kremer (MD of Schleicher).
> I’m planning to scan it and put it on aus-soaring but I vaguely remember that 
> there are restrictions on:
>  
> a) number of attachments and
> b)the total size of any attachments
>  
> Does anyone know what these restrictions are?
> If so, I would appreciate if you could drop me a line on 
> (ec...@internode.on.net).
>  
> Please enjoy the rest of the Christmas break and lots of safe flying in 2014 
> to everyone on this list!
>  
> Bernard & Chris Eckey
>  
>  
>  
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[Aus-soaring] Mail delivery issues

[Mark Newton]

Hi folks.

Some of you might have had problems delivering mail to aus-soaring over the 
last few days.  The most visible symptom of the problem would have been a 
bounce message claiming “550 Too many invalid recipients” in response to your 
posts.

Not everyone would have been affected.  The problem had an essentially random 
distribution.

I’ve been chasing it down with Internode over the last few days.  They’ve 
identified it and implemented a workaround, so if you’ve had problems posting 
to the list over the weekend, try again now and it should be fine.

Cheers,

  - mark



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Re: [Aus-soaring] Records in 20 m 2-seater class

[Mark Newton]

> On 22 Dec 2013, at 0:21, Catherine Conway  wrote:
> 
> I could wash the Kookaburra ...
> 
> Oh wait - its 11m not 20m ;)

Nail another 4.5m worth of 2x4's on each side. She'll be right.

   - mark


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Re: [Aus-soaring] Petition to remove ASIC

[Mark Newton]

> On 22 Dec 2013, at 15:10, "Christopher McDonnell"  
> wrote:
> 
> I have $550 and $5000 do I hear any advances. Sold to the lowest bidder!

I'm just going by the gate and hangar signs at Bankstown, which definitely say 
$5000.

Might depend on which reg they get you under.

   - mark

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Re: [Aus-soaring] Petition to remove ASIC

[Mark Newton]

Airside without an ASIC can land you a $5000 fine.

If the airport manager is an asshole you'll be evicted from the airside area 
and won't be able to get your glider back without a security escort.

If the airport manager is an even bigger asshole then you won't be given the 
security escort, and airport staff will remove the aircraft from the secure 
area some time later and bill you for it. Hope they don't break anything during 
the derig.

The most likely outcome is that nobody will give 5/8ths of a tinker's cuss. 
Some airports are known to have officious badge-wearing bastards who seem to 
enjoy throwing their authority around (eg don't land at Mildura without an ASIC 
half an hour either side of an RPT arrival or departure), but most are just 
going through the motions of security theatre.

In the present environment it's better to either avoid security controlled 
airports or get an ASIC. Longer term it's better to change the present 
environment.

You might also have trouble getting a car and a trailer onto the field at a 
security controlled airport. May have not have much to do with the ASIC, some 
of the larger airports want airport-issued vehicle permits for airside (or 
billable escorts) 

   - mark


> On 22 Dec 2013, at 12:34 pm, "Christopher McDonnell" 
>  wrote:
> 
> What are the penalties/sanctions if you flop on a RPT aerodrome in a non 
> motorised glider because the day dies for example. I ask only out of 
> curiosity and laziness to research.
>  
> From: Paul Mander
> Sent: Sunday, December 22, 2013 11:21 AM
> To: 'Discussion of issues relating to Soaring in Australia.'
> Subject: Re: [Aus-soaring] Petition to remove ASIC
>  
> Hi Bob, seems it was a Phurhpy. Here is the latest from our CFI:
>  
> I have researched the issues behind the petition re ASIC cards and am now 
> understand what it behind this.
>  
> Firstly, as Paul Mander pointed out I was not clear in my previous note.
>  
> We do not have an exemption from the ASIC card but we do have an exemption 
> from the AVID card.  The ASIC card allows access to security areas in 
> airfields.  The AVID card is part of a power licence and is a security 
> clearance for a pilot.  This proposal effectively asks to replace the ASIC 
> card with the AVID card – which could have raised the issue that we have an 
> exemption from the AVID card.
>  
> To cut a long story short this proposal does not create the problems I was 
> concerned about and is benign.
>  
> So by all means respond and add your name to the list.
>  
> Apologies for making this matter complex but there was a possibility that 
> this would create problems for us.
>  
> All clear now? Happy Christmas, Paul
>  
> From: aus-soaring-boun...@lists.internode.on.net 
> [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Bob Ward
> Sent: Friday, 20 December 2013 7:05 PM
> To: Discussion of issues relating to Soaring in Australia.
> Subject: Re: [Aus-soaring] Petition to remove ASIC
>  
> Paul,
>  
> What does he mean that Sports aviation pilots do not require an ASIC ? When I 
> land my RV7A at any RPT serviced airport, I certainly require an ASIC. When 
> Pam and Gerrit recently used several RPT serviced airports on the way to 
> Burketown and return, I understand that they were required to produce their 
> ASIC more than once? I am sure that this guy has it wrong.
>  
> Regards
> Bob Ward
>  
> From: Paul Mander
> Sent: Friday, December 20, 2013 2:14 PM
> To: 'Discussion of issues relating to Soaring in Australia.' ; 'DDSC Chat'
> Subject: Re: [Aus-soaring] Petition to remove ASIC
>  
> Our CFI has sent a note to our club (BSC) membership recommending that no one 
> should sign the petition to remove the ASIC requirement.
>  
> Here is his advice: Be aware that sport aviation pilots do not have to hold 
> an ASIC card.  Raising this issue with no research to show that the 
> Government is likely to listen may only put our exemption at
> risk.  So far as I know there is no intention on the behalf
> of the Government to relax security restrictions - far from it as I 
> understand it.
>  
> AOPA does not support the air sport organisations or self-administration.  I 
> do not understand why AOPA is acting on behalf of sport Aviation with out our 
> knowledge.  I RECOMMEND THAT YOU DO NOT GET INVOLVED UNTIL WE UNDERSTAND WHAT 
> IS GOING ON.  If AOPA wants our support they know very well who to come to.
>  
> Anyone know about this? I’ll be taking it up with him, of course, and will 
> advise accordingly.
>  
> From: aus-soaring-boun...@lists.internode.on.net 
> [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Peter (PCS3)
> Sent: Thursday, 19 December 2013 7:36 AM
> To: Discussion of issues relating to Soaring in Australia.; 'DDSC Chat'
> Subject: [Aus-soaring] Petition to remove ASIC
>  
>  
>  
> Ladies & Gents,
>  
> The following is a link to a petition to abolish the ASIC card:
> http://tinyurl.com/removeASIC
> I contend that ASIC Car

Re: [Aus-soaring] Petition to remove ASIC

[Mark Newton]

On 21 Dec 2013, at 9:49 am, Reg Moore  wrote:

> 
> Last time I renewed my ASIC through the RA(Aus) system it cost me $165. 

"Our snake oil is 20% cheaper than other leading brands of reptile-based 
lubricant!"

- mark



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Re: [Aus-soaring] Petition to remove ASIC

[Mark Newton]

On 20 Dec 2013, at 3:14 pm, Paul Mander  wrote:

> Here is his advice: Be aware that sport aviation pilots do not have to hold 
> an ASIC card. 

Your CFI is wrong.

The fact that barely any glider pilots possess ASICs and most people look the 
other way (top notch adherence to procedures by literally everyone involved, 
there!) doesn't remove the strict requirement to hold one whilst operating out 
of security controlled airports.

(such as, for example, YBTH, if I'm reading my ERSA correctly)

  - mark



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Re: [Aus-soaring] 98 fuel in motorgliders

[Mark Newton]

> On 19 Dec 2013, at 6:07 pm, Mike Borgelt  
> wrote:
> 
> At 03:49 PM 19/12/2013, you wrote:
> 
>>> On Dec 19, 2013, at 4:42 PM, Laurie Hoffman  wrote:
>>> 
>>> Hi Glenn,
>>> 
>>> How does one go about claiming the road tax component?
>> 
>> The same way one goes about dobbing yourself in for paying the carbon tax, 
>> I’d expect :-)
> 
> Yes, you are meant to pay it on aviation fuel. I wonder if there has ever 
> been a recorded case of that with mogas in aircraft? :-)

I'll go out on a limb and suggest that it's exactly the same number of recorded 
cases of people claiming back the road tax component.

   - mark

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Re: [Aus-soaring] 98 fuel in motorgliders

[Mark Newton]

On Dec 19, 2013, at 4:42 PM, Laurie Hoffman  wrote:

> Hi Glenn,
> 
> How does one go about claiming the road tax component?

The same way one goes about dobbing yourself in for paying the carbon tax, I’d 
expect :-)

  - mark



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[Aus-soaring] CASR part 61 delayed?

[Mark Newton]

This'll be pretty terrible if it's true.

http://www.australianflying.com.au/news/part-61-reforms-postponed

The CASR Pt 61 is the bit with the GPL, RPL and ICAO-equivalent licenses.

- mark


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Re: [Aus-soaring] M18 Dromader

[Mark Newton]

On Oct 25, 2013, at 3:41 AM, John Parncutt  wrote:

> I think you will find that this particular aircraft was the turbine (prop 
> jet) version, definitely not suitable for glider towing!

This particular aircraft only had one wing, which makes it even less suitable.

   - mark



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Re: [Aus-soaring] Initial issue medicals driver's licence

[Mark Newton]

On Oct 14, 2013, at 3:30 PM, Chris Runeckles  wrote:

> You can only medically self declare for solo pilot status, anything else 
> (A.E.I. upwards) need to be medically certified :

You're missing my point.

If you fly immediately after receiving your medical certification, you're 
medically certified.

If you fly an hour later, or a day later, or a year later (pick the interval of 
your choice), you're self-certifying that your medical certification is still 
valid, and that nothing about your health situation has changed to call the 
doctor's examination results into doubt.

Your DAME/GP doesn't give you a piece of paper that says you're healthy for the 
next two years.  They give you a piece of paper that says you were medically 
fit at the exact date and time at which they signed it.

Any interpretation above and beyond that is a conceit and a fabrication.  
Doctors aren't time travelers, right?

  - mark
[ class 2 medical certificate holder, with a realistic attitude about what 
it means… ]

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Re: [Aus-soaring] Medicals

[Mark Newton]

This is increasingly academic given that CASA have already decided to remove 
the requirement
for class-2 medicals for private flight, with limitations.

http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:1001:pc=PC_100908

The scheme should be live at the end of this year, and applies to all holders 
of SPL, PPL and CPL
licenses.

You'll need to ask your doctor to assess your medical fitness to the standard 
documented
in the Austroads publication "Assessing Fitness to Drive for Commercial and 
Private Vehicle
Drivers," with CASA amendments.  Any GP can do it, and most of them should be 
across the
requirements.  Send the doctor's certification to CASA and you're done, no 
mess, no fuss.

When flying under the "drivers license medical" standard, CASA imposes these 
restrictions:

  - Private operations only
  - Single engine
  - 1500kg MTOW
  - No more than one passenger
  - No aerobatics
  - Not above 10,000' AMSL
  - Day VFR.

That encompasses the vast bulk of gliding activities.  

I'd strongly suggest that in the event that GFA's requirements for visiting 
overseas pilots 
are more stringent than CASA's, it'll be incumbent on GFA to change them 
accordingly.

  - mark


On Oct 14, 2013, at 2:06 PM, "Texler, Michael" 
 wrote:

> Thanks Mike and Carol,
>  
> That’s Gold,
>  
> OK, bring it on.
>  
> Implement it and see what happens!
>  
> Unless I have completely mis read it again, an initially medical issuance 
> would still be required (i.e. Driver’s licence initial issue requires a 
> medical and this is used in lieu)? Then attendance and sign of for medical 
> self awareness courses and using self report for restricted operations (i.e. 
> single engine, one pax max etc..)?
>  
> Michael



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Re: [Aus-soaring] Initial issue medicals driver's licence

[Mark Newton]

On Oct 14, 2013, at 2:37 PM, "Texler, Michael" 
 wrote:

> Great! You can medically self declare here in WA for your initial, no 
> requirement to see a doctor!

You medically self-declare before every flight.  That class-2 medical 
certificate you received 23 months and 29 days ago only certifies your medical 
fitness at the specific time and date of the examination;  everything after 
that is based on your personal judgement call.

  - mark



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Re: [Aus-soaring] bohli compass for sale

[Mark Newton]

On 26/09/2013, at 10:23 PM, Michael Scutter  
wrote:

> I haven't had it calibrated for a while.  Does any one know of an accredited 
> service centre in Australia, or must I return it to the manufacturer?

I'd suggest returning it to the manufacturer.  No return address required.

  - mark


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Re: [Aus-soaring] bohli compass for sale

[Mark Newton]

On Sep 26, 2013, at 11:41 AM, DMcD  wrote:
> Mine is very accurate and easily passes any form 2 or pre-flight
> inspection. The casing has been filled with a water-clear casting
> resin so that the card is rigid and clearly visible at all times and
> does not suffer the yellowing and drying out of fluid or the problems
> associated with hemisphere and magnetic anomaly such as exist across
> Storm Bay in Tasmania. And best, it is 100% accurate when you are
> flying in the right direction.

CASA sent out a news bulletin yesterday which drew attention to an AD about 
compasses.
http://www.casa.gov.au/wcmswr/_assets/main/airworth/awb/34/005.pdf

I hope you filled it with resin in a vacuum chamber. :-)

  - mark


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Re: [Aus-soaring] bohli compass for sale

[Mark Newton]

On 26/09/2013, at 12:47 AM, Grietje Wansink  wrote:

> It is under EASA. 

Understood.  But anyone operating a VH registered glider is under CASA rules.

(which technically makes your compass more valuable, I suppose :-)


  - mark


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Re: [Aus-soaring] bohli compass for sale

[Mark Newton]

> On 25 Sep 2013, at 8:26 pm, Grietje Wansink  wrote:
> 
> compass is only mandatory in motor gliders as far as I know.

I don't think that's right.

http://www.comlaw.gov.au/Details/F2012C00683 is the GFA exemption. Its only 
reference to instruments concerns turn and bank indicators in CAR 1998 reg 207.

Minimum equipment for private VFR aircraft is in CAO 20.18 appendix 1. A 
compass is on the list, with no exemption for gliders. 
http://www.comlaw.gov.au/Details/F2012C00103 

Maybe I've missed something because I haven't wanted to spend all night 
researching CAOs for an aus-soaring post, but I don't think so: compasses are 
on hue he minimum equipment list for gliders, regardless of whether they have 
engines.

(Notwithstanding Mike's accurate observations as to the uselessness of 
compasses, they are actually required to be installed)

   - mark

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Re: [Aus-soaring] Gerhard Waibel visit to Australia

[Mark Newton]

On Sep 3, 2013, at 9:15 AM, Mike Borgelt  
wrote:

> From the RV-6 ?

Yep. :)  Boxing day last year.

  - mark


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Re: [Aus-soaring] Gerhard Waibel visit to Australia

[Mark Newton]

On 03/09/2013, at 8:10 AM, Future Aviation  wrote:




I understand Gerhard will drive from Melbourne to Adelaide via 
the 'Great Ocean Road'.
Unfortunately that's all I know!
Much more scenic to fly it, y'know :-)  - mark<>___
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Re: [Aus-soaring] Contact lenses, laser surgery etc

[Mark Newton]

On Aug 19, 2013, at 3:56 PM, "Derek Ruddock"  wrote:
> I don’t know if they can now make soft lenses that can correct other issues 
> such as astigmatism,

They can.  Ask your optometrist for Toric lenses (it's what I use)

> I wouldn’t recommend any contact lens when swimming: (don’t ask…)

They're held in by surface tension, so yeah, wearing them swimming would be a 
bit silly :)

  - mark

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Re: [Aus-soaring] Contact lenses, laser surgery etc

[Mark Newton]

I've been a contact lens user for about 8 years now.

Compared to glasses, they're amazing.  No comparison.  Glasses have distortion 
around the
edges which affect your peripheral vision, micro scratches which put fringes 
and starbursts
around bright lights at night, and an annoying ability to become almost 
impossible to see through
in rain or snow.  Contacts have none of those problems, I get crystal clear 
vision all the time.  I'll
never go back to wearing glasses regularly.

On Aug 19, 2013, at 11:20 AM, Niall Doherty  wrote:
>  Eye hygiene is important though - no swimming or showering in them, 
> clean hands before touching; and use really good lens cleaner - peroxide 
> based is best.

I developed an allergy to at least one of the ingredients in the cleaning 
solution I was using
after a few years.  I'm told it's reasonably common.  Manifests itself as red, 
itchy, dry eyes, 
occasionally requiring removal of the lens and rehydration of the eye.

I switched brands/formulations and haven't had a problem since.

I'm using astigmatic correction lenses. 

  - mark



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Re: [Aus-soaring] QLD trailer markings/outlandings

[Mark Newton]

On 04/08/2013, at 11:51 PM, Stuart & Kerri FERGUSON  wrote:

> This leads to an interesting question at comps and camps; how do I know your 
> car and trailer are registered when I'm asked to retrieve you if I cant see 
> the rego label because as the driver I would be charged with driving an 
> unregistered vehicle. 

Although you don't have to display a label, you still have a registration 
certificate.

Perhaps the certificate should be sealed up in a plastic envelope on the wall 
inside
the trailer.

  - mark




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Re: [Aus-soaring] Pretty clever....

[Mark Newton]

On 23/07/2013, at 16:14, Mike Borgelt  wrote:

>  Or even the controls may be hooked up backwards.

Phew. Good thing we have independent checks for rigging!



- mark



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Re: [Aus-soaring] Laminated birch

[Mark Newton]

I hear Cath has a spare :-)

   - mark



On 16/07/2013, at 7:57 PM, Peter Champness  wrote:

> There might be a derelict Boomerang or two at Bacchus Marsh.  They have 
> laminated Birch in the wing spars.
>  

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Re: [Aus-soaring] Insurance Recommendations

[Mark Newton]

On Jul 15, 2013, at 12:48 PM, Brian Du Rieu  wrote:

> 
> I used Aviation Insurance Australia (Allianz) last year and saved over $1000 
> on the LS10's policy. 
> OAMPs wanted to charge a hefty admin fee in addition to a policy fee rise.


Hi Brian.

Can you estimate the before- and after- cost of the premium?  Interested in a 
point of 
comparison when I go down this path with the RV-6.

(private email if you don't want to talk about it on the list?)

Thanks,

  - mark

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Re: [Aus-soaring] Wind Turbines cause turbulence risk?

[Mark Newton]

On 12/07/2013, at 7:00 PM, Bob Ward  wrote:

> Is there a moderator on this site? If so, is he asleep ?

It isn't a site, it's a mailing list.

It's always been unmoderated, relying on the maturity and civility of its adult 
participants.

Sometimes that's been, perhaps, a tough ask.

  - mark


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Re: [Aus-soaring] RAAus Meltdown

[Mark Newton]

On Jul 1, 2013, at 6:24 PM, John Welsh  wrote:

> It looks like RAAus is going into a bit of a meltdown!
> http://www.raa.asn.au/2013/06/executive-resignations/

I think it's been brewing for a while.

 - mark


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Re: [Aus-soaring] Correct usage of out of office assistant

[Mark Newton]

On Jul 1, 2013, at 1:13 PM, Derek Ruddock  wrote:

> Make sure you don't use reply all.

A well behaved auto responder should not send email in response to any mail 
which says: "Precedence: bulk" or "Precedence: list" in the headers, regardless 
of whether you use "reply all".

  - mark


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Re: [Aus-soaring] Petition to remove ASIC card

[Mark Newton]

On Jun 13, 2013, at 11:51 AM, John Hudson  wrote:

> The screening at airports can continue to occur - ASIC Card only demonstrates 
> the holder is
> Clean when the police check occurs. I agree, it does nothing for security.

It does nothing for security, but it means less people are airside, which means 
the security 
guards and cops can have cushier jobs.

Every stupid idea serves some purpose to somebody, eh?

  - mark



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Re: [Aus-soaring] Just for JR

[Mark Newton]

On 21/05/2013, at 11:46 PM, JR  wrote:

> thanks Chris its nice to know that the horse still has a place in flying.

It isn't obvious from the photo, but that glider is flying at VNE, and is just 
moments away
from overflying and picking up all the slack on the tow rope the rider is 
frantically tying
on to the harness attached to the soon-to-be-launched horse.

Experimental aviation is a beautiful thing, isn't it?

   - mark


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Re: [Aus-soaring] Tom Claffey's repeat posts are getting ridiculous...

[Mark Newton]

On Thu, Apr 18, 2013 at 09:07:11AM +0800, Texler, Michael wrote:

 > Can Tom Claffey work out why the list is getting repeat postings please?

They all have unique message IDs in the first Received: header, so
I reckon Tom's mail client is sending them more than once.

Stuck in an "Outgoing" folder, perhaps?

 - mark
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Re: [Aus-soaring] Hangarage near Sydney

[Mark Newton]

On Tue, Apr 16, 2013 at 12:28:21AM -0700, tom claffey wrote:

 > Good Luck!
 > I would suggest Wedderburn. Bankstown and Camden are ridiculous.

I now have a mental image of Bankstown and Camden being represented 
visually by a guy in a clown suit.

  - mark
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[Aus-soaring] Hangarage near Sydney

[Mark Newton]

Not strictly gliding related, but certainly aviation related:

I'm about to move to Sydney.  I'll be bringing an RV-6 with me, and
I'll have to find a hangar spot for it.

It's a 20'6" span taildragger -- doesn't take up much space, can 
share a shed with another aircraft.  Currently nestles under the 
wings of a Cessna and a Decathlon at Parafield.

I don't much mind where it's kept, as long as it's a non-corrosive
environment and it isn't too hard to get fuel.

If anyone has any contacts, I'm all ears, my email address is
up the top.

Thanks,

  - mark

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Re: [Aus-soaring] Spam:*******, Re: Glider Pilots License

[Mark Newton]

On 31/03/2013, at 10:08 PM, Ron Sanders  wrote:

> Guys,  well I have read the proposed part 61 and I now understand why I did 
> engineering at uni instead of law!  I wish I had also read the index as the 
> gliding stuff is at the very back. Well, it still does not tell me how to get 
> a Glider pilots licence,

It's a flight crew license like any other.  Fill in a form, demonstrate 
compliance with the 
requirements, and get happy.

At the CASA seminar last week at Gawler it was suggested that providing a copy 
of
your GPC will be sufficient to demonstrate compliance with the requirements.

> it seems that I can not get an "Glider"  or "Self Launching Sailplane" 
> endorsement on my ATPL or PPL for that matter.

Yeah you can.  They aren't going to issue you with two ICAO licenses.  If you 
already
have a PPL then you'll get a glider class endorsement on it.

> I still have to have a annual flight check from a Gliding Instructor and also 
> it seems that my six monthly checks in the 737 or A380 for that matter do not 
> count for anything other than for that "class" of aircraft and I still have 
> to have a bi annual flight check if I wish to fly aeroplanes of another class.

Yes.  Just like the way that you'll need to have a biannual check in balloons 
if you want
to fly them under your balloon PPL, or in rotorcraft if you want to fly them 
under your 
helicopter PPL.  Surely that isn't controversial?

> May be in the eventual implementation of this new reg things might get 
> clearer but I hold no hope for being able to operate my self launch two 
> seater the way I would like to and the way it was designed to be operated,  
> Ie if I was towing the thing back to WA and wanted to stick it together at 
> Caiguna and launch and soar the Australian bight cliffs with my wife or 
> whever I can not.

Your CASA-issued glider license will be utterly useless in Australia.

It'll entitle you to ferry your self-launch two seater in stages from Germany 
to PNG, but as
soon as you cross into Australian airspace it'll count for nothing, and you'll 
need to be 
a GFA member flying under the GFA system.

> Fortunately my glider is not insured and when I no longer need a professional 
> licence I wont care what is written down anywhere.

None of this has much to do with insurance.

  - mark



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Re: [Aus-soaring] Spam:*******, Re: Glider Pilots License

[Mark Newton]

On 31/03/2013, at 6:10 PM, Ron Sanders  wrote:

> Guys  i have had a look on CASA site regards part 61 and i can not find the 
> draft of it to read.Any idea where i find the part so that i can read it??

It's all linked from here.

http://www.casa.gov.au/scripts/nc.dll?WCMS:PWA::pc=PARTS061

  - mark


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Re: [Aus-soaring] Bird strike

[Mark Newton]

On 31/03/2013, at 10:21 AM, Mike Borgelt  
wrote:

> Tell us more.
> 
> Do we need to add Evasive Air Combat Manoeuvring to our skill set?

I think the eagles are better at that bit than we are :)


  - mark



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Re: [Aus-soaring] Glider Pilots License

[Mark Newton]

On 28/03/2013, at 5:40 PM, Ron Sanders  wrote:

> Thanks Stephen, I am pretty sure that you have got the right answer. The 
> issue for Aussies who go there in the future with the new GPC will be to get 
> that endorsement or validation on their licence from the authority that 
> registered the glider they are going to fly, you are right and that is the 
> key.


I think there's a bit of confusion here.

The GPC is not a license.  It is not recognized by any national authority.  You 
can't take
your GFA-issued GPC to Europe and expect it to be recognized as an 
ICAO-compliant
license.

CASA is in the process of launching a Glider Pilots License.  This one IS an 
ICAO-compliant
license.  Will require you to hold a class-2 medical.  

If you already have a new ICAO-compliant PPL or CPL (issued by CASA towards the 
end
of this year), you can have a glider class endorsement added to it instead of 
having two
licenses.  It sounds like CASA will accept the GPC as a proof of entitlement, 
so if you have
one it'll probably make the issue of the CASA license simple.  If you don't, 
you'll probably
have to jump through some more hoops (or just get a GPC).

The CASA issued license WILL be recognized by other countries.  You'll be able 
to front-up
in Italy, show them your CASA license and go through any testing/certification 
they require,
and they'll provide you with an Italian (or EASA) license with equivalent 
ratings, which will
authorize you to fly Italian-registered aircraft anywhere in the world, 
including in Germany.

In the short term, the only ICAO contracting state which won't recognize the 
Australian-issued
glider pilot license will be Australia itself.  The license will require you to 
follow the GFA's
rules, which (until someone challenges them) will mean you'll have to maintain 
your GFA 
membership, have GFA annual checks, and fly under GFA authorization -- i.e., 
it'll be utterly
meaningless if you're not travelling internationally, and other countries will 
be left scratching
their heads wondering why they're permitting you to fly under the auspices of a 
document which,
in your own country, doesn't permit you to fly.  

I'll be just itching to see someone push that point until it breaks, and I'm 
sure it'll happen
eventually.

  - mark



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Re: [Aus-soaring] use of Unleaded Avgas-info from the UK

[Mark Newton]

On 23/03/2013, at 11:44 AM, Mike Borgelt  
wrote:

> So are we getting this stuff here?
> I'm happy as the BD-4 has a O-320A2B

I'm a bit surprised that they aren't adding dye.

(perhaps I shouldn't be, but I haven't been following the issue particularly 
closely.  O-320D2A
over here, not yet on the list)

  - mark


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Re: [Aus-soaring] Bad air/Outlandings

[Mark Newton]

On 17/03/2013, at 7:55 PM, gstev...@bigpond.com wrote:

> Of course, for relative newcomers to the sport, what Byars & Holbrook, were 
> really warning about, was avoiding running into unexpected obstacles, on the 
> ground run.

An argument for fully held off minimum energy landings and serviceable wheel 
brakes:

> Here are some possibilities that I have heard about, that might spoil your 
> day.

ASC had a photo of an Arrow suspended above a drainage ditch by its wingtips.
The story I heard (apocryphal, but it sounds good around the bar) was that the 
pilot
lined-up on the ditch thinking it was a vehicle track, and only realized it had 
depth
when it was too late.

  - mark
 

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Re: [Aus-soaring] Intermediate/short term goals

[Mark Newton]

On 17/03/2013, at 11:08 AM, Mike Borgelt  
wrote:
> Yes, staying out of sink is very important. Most of us do it poorly. It is 
> extremely important when trying to center  weak and broken thermals which is 
> why I like a vario with a sink sound as it provides full information on the 
> bad air as well as the good air while doing this.

And on that note, I'd like to congratulate you for the B50, which, as installed 
in AUGC's H205
Club Libelle, had the most inspiringly depressing sink sound I've ever had the 
misfortune to
hear.

Excellent work, well done :-)

  - mark



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Re: [Aus-soaring] Apple - gliding

[Mark Newton]

On 12/03/2013, at 11:57 AM, Dave Long & Cath Lincoln 
 wrote:

> Hi Emilis,
> 
> I suspect that the GPS unit in the iPad is not as sophisticated as those we
> are used to using in aviation. 

GPS is GPS.  There hasn't been a huge amount of "sophistication" for most of
the last 20 years.

You're probably actually seeing the opposite.  The GPS in most mobile devices,
regardless of vendor, is deployed on the understanding that it'll spend quite
a lot of its life indoors, where it'll be virtually impossible to get a 
satellite
lock.

So it's an "assisted" GPS.  It uses last known GPS position, triangulation with
visible 3G towers, and observations of which geolocated WiFi base stations are 
in range to provide additional fidelity, which is why it does a pretty good 
job of showing where you are even when you're inside a building, and can provide
a location almost immediately instead of waiting for satellites like your 
panel mounted GPS does when you turn it on.

Then the compromises set in:  the device designers subsequently figure that
since they can supplement poor GPS reception with other data, they didn't need
to pay as much attention to the GPS antenna.  So the device has one which is
smaller, lighter, more physically constrained than a "real" GPS device.

In built up areas you don't notice the compromise, because even though the GPS
isn't necessarily receiving a great signal, there are plenty of other location
cues and you still get accuracy to within a handful of metres.

But travel out into the middle of nowhere, shield the already compromised GPS
receiver under a few layers of FRP, and take yourself 50 km from their nearest
3G base station and 200km from the nearest WiFi and the antenna limitations 
become
obvious.

Different vendors will suffer to different extents, but none of them get off 
scott free in this respect.

  - mark



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Re: [Aus-soaring] Taxying after Landing (Thanks)

[Mark Newton]

On 07/03/2013, at 3:00 AM, tom claffey  wrote:

> 
> At the Mafikeng World Comps landing on bitumen runway with room off to each 
> side on grass the local rule was if you stopped with any part of the glider 
> over bitumen then you got a 50point penalty!
> At the last few comps I have been at there have been more incidents/close 
> calls and worse from the land straight and dick around for ten minutes pilots 
> than from those carefully taxiing off.
> I would also prefer to see NO cars on runways at ALL!
> To help those behind me I will continue my practice.

Might have been better if the ops panel had this discussion before the 
promulgation of
the new MOSP (Pt 2 8.1.6)

  - mark


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Re: [Aus-soaring] Eckey/Wooller Matter

[Mark Newton]

On 05/03/2013, at 6:51 AM, Brisbane Gliding Adventures  
wrote:

> The silence on this matter over the last 24 hours has bee quite deafening.
> 

Or dignified.

Various people have made private representations to Bernard about the matter.

So far aus-soaring has seen unsolicited one-sided character assassination of
Ms. Wooller, with no contrary view presented.  Even if a contrary view was
offered, this forum is not an appropriate one for airing that kind of dirty 
laundry.

It's a big internet, if you want to behave like that you're free to run your 
own mailing
list. Failing that, please be respectful enough of this one to avoid using it 
to pursue
these kinds of personal agenda.

This is an unmoderated list.  I can't force you to say or not say anything.  
But I can,
at least, urge you to think about it.

Regards,

  - mark



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Re: [Aus-soaring] glider register

[Mark Newton]

On 02/03/2013, at 10:33 AM, tom claffey  wrote:


> 
> Halebloodyulia!!
> It will be nice to join the rest of the world re licence. :)

I'm kinda surprised this is news.  It's been on CASA's website for ages.

Background: http://www.casa.gov.au/scripts/nc.dll?WCMS:PWA::pc=PC_100935

The conditions are basically that the applicant for a CASA glider pilot 
certificate
must hold a current pilot certificate issued by the GFA "or another recognised 
authority,"
and must hold a CASA class 2 medical.  The certificate will only be valid for 
as long as
you maintain your GFA membership.

I wonder how long it'll take before that last condition disappears.  It's hard 
to see a lot
of value in it.  CASA regulations are supposed to be based on safety cases, and 
you don't
suddenly cease to be a safe pilot as soon as your GFA membership lapses.

(given that GFA can't issue ADs anymore, you probably don't even cease to be a 
safe
pilot when your aircraft falls out of the GFA airworthiness system.  I'm quite 
looking forward
to seeing some GFA communication about the new limitations on their 
airworthiness
authority)

The times, they are a'changin'.  Will be interesting to see how GFA changes 
with them.

Regards,

   - mark


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Re: [Aus-soaring] AIRBUS has abandoned its plans to use lithium-ion batteries for its new A350 airplanes

[Mark Newton]

On 25/02/2013, at 8:33 PM, Craig Vinall  wrote:

> Thought this may be of interest. I know that these batteries are becoming 
> popular in gliders; what do others think? Is there a potential fire risk?

Probably the wrong question to ask, given that you could just as easily inquire 
into whether
there's a potential fire risk inherent in carrying around tanks of volatile 
hydrocarbons.

More useful questions would be, "Under what conditions can a fire start," and, 
"Once it
has started, what can you do about it?"

By my money, the worst parts about the event in NY weren't associated with the 
fact that
the batteries caught fire; the worst bits were the fact that Boeing had assured 
the FAA 
that thermal runaway was impossible (it clearly wasn't) and the fact that it 
took fire crews,
with all their training and specialized equipment, more than 40 minutes to 
extinguish it.

Could have been worse -- could have been over the Pacific somewhere at the 
limits of
ETOPS.

ANA has grounded their 787s until at least May, so there'll be a lot of time to 
ponder those
issues before they start flying again.

  - mark


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[Aus-soaring] 1944 US Army Air Forces training film: How to rig a P-47 Thunderbolt

[Mark Newton]

http://www.youtube.com/watch?feature=player_embedded&v=V2D3k0sJ8HM#!

Not sure, but I think I'd prefer rigging the Twin Astir. Maybe.

  - mark

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