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Mike Borgelt

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About Mike Borgelt

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  • Birthday 22/08/1948


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  1. skippydiesel, as I said previously, if YOU think you'll benefit from flying with an instructor, go to it. Just don't force it on everyone else. Facthunter, I'm not disputing that the licence status or otherwise of pilots has anything to do with their competence. I'm talking about media shaped public "perception" and the political hay that can be made out of it. I'm amused by the exalted status that people seem to hold instructors in. They are just pilots like anyone else. Really good instructors are rare beasts indeed and should spend their time teaching their students
  2. A light aircraft can bring a jetliner down. I can't recall a car or motorbike doing it. Planes still have a special "FASCINATION for the news people.. One of the sillier analogies when you think about it. A car driver can cause a school, bus full of kids to run off a cliff or into the path of an oncoming semi. Think the media won't be interested? - for a week or so anyway. Most aircraft crashes seem to make the news and disappear within 24 or 48 hours. The AFR is expensive theatre. If you know of any definite, statistically proven effect
  3. Anyone got any PROOF, statistical or otherwise, that the AFR has any beneficial effect on accident rates for pilots with more than 400 hours? It is meant to be about accident rates isn't it? If not what the heck is it about? I'll support RATIONAL regulation that can be shown to be EFFECTIVE. Otherwise it is bureaucratic bs that just makes aviation more expensive and inconvenient. As for the 2 year driving review: Assuming about 3 million people in Queensland with a licence, that's 1.5 million reviews a year. Assuming the reviewers work 200 days a year and do 7 - 8 reviews
  4. Faintly amusing. Firstly, it isn't a flight TEST, it is a flight REVIEW. Anyone who wants to fly with an instructor is free to do so at any time. Nobody who is licensed (Private or Recreational) should be forced to do so. Safety and competence is YOUR problem and the problem of anyone silly enough to fly with you. Better would be expanded recency/currency requirements as long as they are reasonable. Do you think the Flight Review is for your benefit or the benefit of those who fly with you? If so, I have a nice bridge to sell you. The aim is to benefit the authorities who are se
  5. FlyBoy 1960 "My comments were about a stall spin occurrence and it is much more likely to happen with the engine stopped completely than it is with the engine at idle and possibly producing around 15 hp." The effect of a little residual thrust (if indeed there is any) is to slightly increase the effective L/D of the aircraft. This has no effect of stall speed or likelihood of stall. That is controlled by the stick position. I don't know about you but I like to reference the ASI frequently to check the speed is OK particularly on takeoff, circuit and landing.
  6. Unfortunately in Australia it is difficult to "just do a couple of hours of gliding. CASA has caused sport aviation to be divided into watertight silos and to actually touch the controls of a glider you need to be a member of the GFA which is expensive. All nonsense of course and is the result of collusion between CASA and GFA to keep the latter in business. A pity because you can also do legal spin training in gliders although I'd favour renting an hours in a Pitts S2B or Citabria etc. I'd caution about much of a relationship between becoming a better pilot and doing some gli
  7. There is a discussion here on windmilling propellers: https://aviation.stackexchange.com/questions/64394/does-a-windmilling-propeller-create-more-drag-than-a-stopped-propeller-in-an-eng some of which appears to be sensible. For other references search Google for "drag windmilling propeller" There some different engine failure cases to consider. Engine seizes and prop stops Engine not producing power due ignition or fuel failure Engine not producing power due gearbox or clutch failure on a Rotax 912 but prop windmills Engine not producing power
  8. I tried the engine failure after takeoff in the BD-4 case at a safe altitude not so long ago. There is a very bad tendency to pull the stick back to limit the rate at which the nose drops. When I deliberately closed the throttle AND DID NOT MOVE THE STICK the aircraft was in no danger of stalling and established a safe glide speed. Which leads me to "what does the elevator do?" The answer is - it controls the angle of attack of the wing. As the elevator is directly connected to the stick the POSITION (NOT FORCE which depends on trim setting) of the stick controls the an
  9. You need to differentiate between "engine stopped" i.e prop isn't turning and "engine stopped" with fuel and/or ignition turned off and prop windmilling. Try it in the Sinus next time Might also help if you the idle RPM set correctly on your engine first. Also the effect of the engine idling at low speeds on landing roll will be different from the much higher speed in the glide. Clearly it produces nett thrust in the low speed case.
  10. You might be lucky to get a timely ATSB report and in any case speculation does no harm and explores possible scenarios. I don't think anyone is being judgmental. Further to the drag issue, when the CAFE foundation measures aircraft L/D they don't turn off engines etc. They have a sensor for the prop position fore and aft and set the engine up at zero thrust by finding where the sensor makes and breaks. With idling engine the prop is pushed back by the airflow implying greater drag.
  11. Here are details of type: https://en.wikipedia.org/wiki/Dyn'Aéro_MCR01 The fuselage is on top of the wing in the accident images because it is a low wing aircraft.
  12. I think you'll find that you have this the wrong way round. Stopping the prop will reduce drag. A windmilling engine is absorbing energy. Next time you fly do an aborted takeoff with plenty of room to stop easily on the runway. Note the deceleration when you close the throttle. Motorgliders like the Xenos in glide mode will stop the prop for this reason. Also if in an aircraft with constant speed prop, go to full coarse pitch if you can do so if the engine stops. In traveling type motorgliders with variable pitch props feather mode is an extreme example which completely stops the prop eas
  13. No, the different groups do not have different needs and requirements. Back asswards as usual, Turbs. The different rules exist BECAUSE there are different organisations all seeking to justify their own existence. Let's go back to what we are trying to achieve: 1. Protect innocent third parties on the ground from having flying machines or ones that used to be until recently, fall on them. 2. Protect other legitimate airspace users including passengers. 3. You could add protect people from themselves but that is a slippery slope and isn't the intent of current
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