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Mike Borgelt

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Mike Borgelt last won the day on November 25 2018

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About Mike Borgelt

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  • Birthday 08/22/1948

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  1. "There's probably a few "seconds" from Boeing Max 8's on the market soon... " Sicko. How about poorly trained crews who haven't taken on board the memory item that is action for runaway stab trim? There are 5 other methods that actuate the stab trim motor, 4 of them automatic. Any one can cause runaway trim. Just hit the two switches to turn it off.
  2. There is nothing to prevent multi - engine Amateur built Experimental in Australia.
  3. The joke here is that CASA wants to give dysfunctional organisations like RAAus and GFA monopoly control of their respective aviation activities under Part 149. So much for aviation safety and "safe skies for all". Some years ago GFA hired a professional sports administrator out of the UK. He lasted a few weeks beacsue he found out how it dysfunctioned and fled back home. The full story was never revealed to the members. Time to end this farce.
  4. The ONE instrument you might want a steam gauge for is the ASI. Doesn't matter much in most phases of flight but for takeoff and landing it does and the airspeed should be scanned often. A round dial with a highly contrasting pointer is highly intuitive and gets a close enough answer for you in a fraction of a second as it shows an angle. Digital gets a more precise answer but can take longer particularly in turbulence when the value is changing. This is the same reason that glider variometers aren't going digital anytime soon. It isn't about glass, steam or anything but deciding on the mission, what information you need to accomplish it and the ergonomics of getting it accurately and quickly enough.
  5. That would be INS not GPS which wan't in service at the time.
  6. I'll bet he can't flap his arms if a wing falls off either. The "old way" of doing things was a result of the limitations of the technology of the time. Use the new tech, just plan to have enough backups and battery power. That's the way things are done now. It sure is better. You have far more knowledge and up to the moment information from web connected data, traffic information, fuel state (if you have fuel flow and totaliser) position, storm/rain location etc etc etc. Far better SA and a lot less time spent with maps, E6B and other relics. Sure if you are flying around on Sunday mornings or evenings for an hour or so in your local area you don't need so much.
  7. I have a mixture. Co-pilot has steam gauges, I have the Dynon plus some home brew digital engine stuff, an MGL fuel flow/totaliser and steam gauge tacho and manifold pressure. Lowrance 2000C colour GPS. I can easily see the steam gauges on the right. 2 ipads plus Avplan on my phone. What you want/need depends what sort of flying you will do. Around the field or short flights a few simple steam gauges is fine. Use ipad with Avplan or oz Runways for nav/required charts and flight data. If you plan on long cross countries you may want some more redundancy. Nothing wrong with a steam gauge ASI for that as the servicing requirements aren't high. I'd be happy with one of the newer small glass instruments for the copilot/backup, larger one for the pilot position and a glass engine instrument. Nowadays I'd fit two batteries from the start to give complete redundancy. I like direct battery selector switches but your battery location may be for C of G purposes.
  8. spacesailor, The Dynon D10A is working well after nearly 11 years. No problem. Panel is not shock mounted. The gyros are a silicon vibrating ring type which reject vibration. Some of the other MEMS types may not. One point - the Dynon used to go monochrome due getting hot quite easily. I replaced the access hatch on top of the panel with some perforated black aluminium I had from an old project and put in some cooling fans under the panel. No problem since, even on the hottest of days. Your radios and transponder will thank you also. Every 10 deg C decreases MTBF by half.
  9. No reason for audio warnings for things like oil pressure and temperature etc not to be voice nowadays. Something saying ALERT! ALERT! OIL PRESSURE! is kind of hard to get used to and it should not happen all that often. Probably arrange so it triggers on startup to test.
  10. Feed the vario audio into your headset. You may need an impedance matching transformer.
  11. Digital numbers are good when the value is not changing rapidly. Fine for the 20 second averager in a glider variometer. Analog is better when it is i.e the variometer display. Having said that I once got half an hour in the F/A 18 simulator at Williamtown. Got it off the ground and back on in one piece. The HUD was wonderful. Digital display of ASI and altimeter and no trouble reading either. MacAir did a great job on the filtering so that the numbers changing was smooth and easy to read. Absolutely the best thing was the velocity vector. That is where the aircraft is going and the so called watermark is where it is pointing. If they split you have an angle of attack. If the vector is disappearing off the bottom you will likely stall soon. Want to fly level - just put the vector on the horizon. To land put it on the spot on the runway you want to flare at (not done in F/A18, just fly it on to the ground like on a carrier). I'd be happy with a good HUD. The backup in the F/A18 was the 3 small analog gauges above the pilots' left knee. There have been attempts at a HUD for GA but nothing so far seems to have become popular. You need an pseudo infinity focus for the HUD (6 to 10 meters or so), not just a display at panel distance.
  12. My 2c worth. Glass. If you really want, a small 57mm steam gauge ASI in addition (or 80mm). In most military and airline aircraft nowadays the backup for glass is another small glass instrument. Either have two batteries in the aircraft or a backup for the backup glass instrument. Lightest and easiest setup. A small separate glass instrument for the engine. As ever before deciding, settle on the mission. What are you trying to do? If you need attitude information or are uncomfortable without it you'll want attitude indicator. The old mechanical AH and DG, either electrically or mechanically driven are pretty horrible to contemplate nowadays. The new glass stuff in the small end of aviation is much better with lower maintenance and is lighter and cheaper. I have a mixture in the BD-4 from the big mid life re-furbish 11 years ago. Dynon D10A my side with mixture old and new engine instruments and a Lowrance 2000C GPS, plus power for iPad mini. On co-pilot side the old gauges with one of our varios for VSI and a turn co-ordinator (electrical with spinning gyro). That will probably be replaced by one of the new glass attitude instruments eventually. Mount for co-pilot iPad mini + power. Digital RPM and MP above radio stack in center. Variometers are pretty different from powered aircraft instruments. You need second by second awareness and you do not want to be head down for any great length of time because of the mid air collision risk. A circling glider is a magnet for other gliders. Hence development of audio. The vario display with round pointer is still the best visual display with a white pointer on black background. Instantly visible out of the corner of your eye. Considerable effort has been put in to making it fast and smooth by careful filtering and shaping of the response and I frequently get comments that our varios seem to make more sense than most others. I've flown with the others too and agree. Audio has had considerable development also. From a simple variable pitch above a settable threshold in the beginning we have now got beeps above zero (very stable zero with modern tech), solid tone below and the tone varies from clicks at 10 knots sink to a low tone near zero increasing as it chops above zero with the chop rate increasing. Increased audio sensitivity in the low range to 3 knots up and optional logarithmic visual scale, expanded in the low range. When climbing faster than the 20 second average rate of climb the on to off ratio goes from 70 on 30 off to 50:50. Green light on panel comes on also. Also on latest instruments the total thermal rate of climb in that thermal up to the present is calculated and displayed on a small digital display in the instrument face. During inter thermal cruise the audio has different sounds to tell you to fly faster or slower to remain at about the optimum inter thermal cruise speed along with blue and amber LEDs for visual display. There is more to it. See www.borgeltinstruments.com The website is still in progress after a major change earlier this year. We've been busy with a totally new sensor concept for variometers which fixes the major problem with all variometers up to now and the pilot will have complete real time knowledge of the 3D motion of the air both vertically and horizontally and any changes.
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