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Mike Borgelt

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About Mike Borgelt

  • Rank
    Well-known member
  • Birthday 22/08/1948

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  • Aircraft
    BD4
  • Location
    Toowoomba
  • Country
    Australia

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  1. New2flying: Most modern sailplanes are taildraggers. Main wheel and tailwheel (fixed, non steerable and non castoring). Need a tail dolly which is castoring to move around relatively easily on the ground which has to be taken to the glider. The solution was the three wheel configuration which make ground handling easier when nobody is in the cockpits. Try to land on the main and tail, it is what you'll be doing if you stay gliding.
  2. You wrote:" I think at the present time a court process is dealing with this matter so I'd tend to discourage any careless or uninformed comment.. Nev" Show me the law that says anyone can't comment - careless, uninformed or otherwise. The official accident report has been published. You are free to disagree with it. You then wrote: "i agree with all of that except my being careless or uninformed about modern flight control systems" I wasn't commenting on your knowledge of modern flight control systems just the idea that some vague mention of a possible legal action should silence people
  3. Didn't say it did and if you bother to look up the accident report you'll see his qualifications. (edited...mod) I'm no fan of Airbus cockpit philosophy nor the modern trend to teach just enough to operate the aircraft under normal circumstances with a some defined emergencies. Little to no in depth understanding of control systems and other systems in the aircraft which may get you out of trouble in other cases. BTW much the same accident happened again with an A320 off Indonesia some years later. (edited...mod) Learning to fly involves knowing effects of controls and practice
  4. The Air France 447 first officer (pilot flying) was a glider pilot also. Didn't work out at all well.
  5. That's the one, Jim. As I said before Dick's idea was to move to USA rules for airspace management, expanding Class E to protect the IFR guys and leaving the Class E totally transparent to the VFR's who wouldn't have an "Area frequency" nor a transponder requirement below 10,000 feet or within 3000 feet of terrain. We had the start of this in 2003 - 2004 but it was sabotaged by the ATC trade union and Australian pilots who deemed it "unsafe" (mostly from positions of ignorance) and couldn't get their heads around not being required to be on a specific frequency. If you want to know what is
  6. onetrack, dig around and you'll find Dick Smith's comments on that accident with the Cheyenne. The Qantas near mountain collision was a 737 from Perth. IIRC both were likely caused by incorrect entry into the nav system by the crews. In Class E ATC is required to warn you of impending collision with terrain because you are off track. they'll yell at you anyway if off track as an IFR flight has to comply with the clearance given. Don't always believe anything and everything you read in ATSB reports. They aren't omniscient and their investigators aren't necessarily all that knowledgeable, th
  7. Remember the old joke: What's the difference between pilots and ATC? When pilots make a mistake pilots die. When ATC makes a mistake pilots die. Much better to put collision avoidance in the cockpits of those who will die. The last instance was the poor guys in the Mooney inland of Coffs. Got messed around by ATC for no good reason. Class E over the D at Coffs would have had the guy simply continue to fly overhead Coffs at 6500 without a clearance required. Australian ATC, with a couple of exceptions in my experience, is the pits. This country has an unfortunate tendency to take a good ide
  8. "Would be interesting to see how many IFR aircraft actually use the 8500 to 10,000 foot band. I am betting almost no one." "Quite a lot actually; 9000 & 10000. AC50 D228 C208 etc" At 9000 and 10000 they are already in the above 8500 Class E.
  9. "Why is it safer for AsA to monitor ads-b via a ground based system and relay on the information via VHF radio to an IFR pilot rather than the pilot having ads-b IN and seeing the traffic directly? Jobs and $ ?" You got it! As always, follow the money! ADSB is a system conceived in the late 80's early 90's using the tech of the day which is already obsolete. The REALLY bad decision was to use the transponder frequency for the rf link. This causes the system to be unable to handle more than about 100 aircraft in a given area and complicates the rf design as to comply the transmitter
  10. Our RPL is not internationally recognised. If we simply reduced the medical to the current RAAus standard it would be a CASA decision and wouldn't have any international impact. Then we could simply go back to the original proposal for the RPL and have aircraft class ratings and cross country, controlled airspace etc. Those who think a medical is required for controlled airspace need to be aware that glider pilots can fly in controlled airspace with only the RAAus level medical requirement. A CASA medical is not a requirement. I agree that 600Kg is too restrictive. I'm sure a large percent
  11. It is quite OK to push your own barrow BUT NOT AT THE EXPENSE OF EVERYONE ELSE. The CASA Rec Licence would let RAAus and GFA members continue as they were if they wished. It was none of of the two organisations business if people wanted to operate outside them and in fact I know from the discussion on aus-soaring that it was about 5 to 1 in favour of the CASA proposal. One reason was that wives, friends etc feel better about someone flying or flying with someone if they have a government sanctioned licence, not some gimcrack "certificate" issued by a bunch of what can only be described as well
  12. I once threw out some correspondence where Paul Middleton was in CAA licencing branch. McCormick was a disaster in just about every way. Unfortunately he graduated from 2FTS. I knew his instructor there quite well and he tried his best to fail him. I never did get a reply to this "Some months later, the RAAus Paul Middleton, GFA's Henk Meertens and Bob Hall arranged a meeting with the Minister, John Anderson and had the proposal killed" after posting it at least 3 times on the old aus-soaring list server. I actually heard about the meeting before it took place but didn't know what was go
  13. I'm sure anything CASA comes up with re 760Kg will be complex and full of essentially arbitrary requirements with no safety case made out for them. Regarding RPL etc: How many are aware that in early 2003 CASA floated a discussion paper where most recreational pilots would be on a level regulatory playing field regardless of aircraft type with few restrictions. The proposed RPL would have a rating for aircraft class (GA, ultralight, glider, gyro etc) NO requirement to join any private body although those who wished to could operate in RAAus and GFA as they already did and NO medical require
  14. With few exceptions the continental USA is Class E above 700 or 1200 feet and in some places down to the ground. It simply isn't a problem for VFR as there is no radio requirement nor a transponder requirement for VFR under 10,000 AMSL or below 3000 feet above ground. No listening to useless blather on the "area frequency" either for VFR. This was essentially what we had in 2004 but the ATC trade union managed to kill it politically. We did have a transponder and radio listening on area frequency in Class E but that was intended to be temporary and we would move to the US non requirement.
  15. 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
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