lee-wave

you can try me on 07917432041 for this coming weekend. I operate a Jabiru out of a farm strip near Leatherhead in Surrey..weather is currently not so good but there's always a chance for a pint... Keith...

If you check out AFORs UK you will see Savannahs have been selling at around the £17000-22000 mark. So I would say that is a fair price. Are you planning to leave it on floats...?

AGM batteries need a minimum of 14.5volts to charge to a 100%. Ordinary battery chargers only give out about 13.8 volts which will charge an AGM to about 85%. A lower battery voltage means less RPM from the starter ...less RPM means a smaller spark .. smaller spark means no start. At 85% charge the AGM battery voltage sags very quickly to 11.2 volts and then recovers ...if you don't get a quick start the battery goes flat very quickly. I recommend the CTEK 5.0 amp battery charger with AGM recondition and normal charge mode. My Jab 2200 starts first time every time even at temperatures below freezing.. hope this information is useful...

this is a fake video ...the undercarriage cannot be raised while the aircraft is on the ground due WOW factor...

20 hours and still no solo ? ..... seek a new instructor or a different flying school... on average most students solo between 8 and 12 hours.

In preparation for the Queens funeral there have been notams re GPS jamming and no fly zones centred around Buckingham Palace for a radius of around 10 miles. I put a clip of the Notam from Skydemon.

My comment mentioned the % ingredients expelled in the exhaust emissions, not the in the combustion process. Gases / fluids coming out of the exhaust is about 10-15% water and approximately the same % in CO2. The rest of the gas is N2. You are correct in the Atomic weight calculations. Without going through complex calculations and dependent on the humidity 1 gallon of petrol will produce approximately 1 gallon of H20 when burnt in an internal combustion engine. That is why we see water coming out of the exhaust pipe of our cars.. more so on humid days. As with any motor it is the water or condensates that remain behind in the crankcase that will emulsify into the oil. This water + oxygen is main contributor to corrosion in any internal combustion motor if left extended periods of time.

The emissions of petrol driven internal combustion produces about 15% of H20. If the engine oil does not reach optimum temperature the oil emusifies in the oil and can cause internal corrosion surprisingly quickly. Modern multigrade engine oils with additives can minimise the effects. But I follow the general rule of an oil and filter change every 20 hours or 6 month whichever comes sooner.. Also if I know the aircraft is not going to fly for a while I run the carburettor dry turn the prop over a dozen or so times and then park it. before the next flight I would turn the prop over a dozen times or so, fuel cock open ,fuel pump 10 seconds, full choke, throttle completely closed. The motor fires up instantly....every time...

Videod this last weekend at a place called Barton Ashes NW of Winchester... was a bit concerned as the wind from the left was curling over the trees and not helping the lift off... https://photos.app.goo.gl/KdRpmkMiaScqwB9w7

Nice one...

Don't think its El Nino.... but right now in the UK and, as far as I know, in Spain and France, there have been a spate of thunderstorms and flash flooding. Farmers are happy...

good stuff there Bruce .... you might like this article re soaring the Appalachians... Four on the Floor.pdf

Not really interested in copy and paste YT videos......

Adding my own experience on Skyecho2. 1) The GPS engine is not the best . Frequent drop out while the Huawei cellphone stays locked on. 2) SE recommend it be mounted facing forward and upright. This means it will only transmit and receive in a roughly semicircular arc from SE forward. 3) This was confirmed by Farnborough radar when I asked if they could see my conspicuity squawk 7000 while I circled over my home strip. Primary radar showed a continuous return but SE 7000 transmit dropped out when the Jab was facing away from Farnborough. My thoughts are when two aircraft are equipped with fully operational SE , if one aircraft is coming up directly behind another neither will see each other on SE. 4) A USB charger on the aircraft will only slow down the rate of discharge. 5) You set the aircraft stall speed...SE only becomes active when the aircraft has a groundspeed greater then the stall speed....but I think that 7000 continuously transmits even while stationery on the ground. 6) Flying in my area I have only seen one aircraft tracking in the opposite direction well away from my track. SE say that the algorithm will only give a warning when two aircraft are quite close together and that if continuing on the same tracks a collision may occur. I still do not know if SE determines the difference in height. 7) Still worth picking one up with the rebate scheme. Will write more of my experience in the month to come... cheers from the UK officially in drought condition....

https://www.ft.com/content/ee29efce-f9e9-49b1-93e3-75817a2e1a01 I guess it's only a matter of time when politicians will turn their attention to curb GA flying.

jerry_atrick@ the 'new airspace makes no difference to me personally ... I try and talk as little as possible on the radio anyway and hardly ever fly much above 2500ft. I agree it is a total mess... nobody has the right to grab airspace like that only to satisfy a few super wealthy individuals private jet operations into and out of Farnborough. However having said that, if you requested a transit through any of the Farnborough airspace , even with out a transponder, the controllers are normally very helpful. Currently in the Jab operating with SkyEcho squawking conspicuity and ADSB out / in. It is helpful to see potential conflict aircraft from about a 3 mile semi circle distance from the cockpit forward. But even with SkyEcho I spend more time looking out then in the cockpit.

Meanwhile back at the ranch Flyabout aviation have bitten the bullet and are offering pure electric training from scratch...hopefully this will kickstart the new generation of airline pilots. https://www.londonairsports.com/electric-flight

Not much of an acronym person but you are probably right about what I think you are saying .... doesn't worry me too much.. the aircraft is only insured for the legally required 3rd party and ground cover...

Currently AVgas in the UK is £2.44 which is Oz$4.31 per litre.... The problem with elevating temperatures, as Nev alluded to, is density altitude. Put simply my takeoff run increases markedly with increasing temperatures to the point where an already marginal strip becomes almost unusable. The orientation of the strip 34/07 is also awkward, which invariably means a crosswind 80% of the time.... the landing on 34 is tricky with a continuing curved approach onto an unsighted strip until on very short final making sure the right wing does impact a large tree almost in line with the strip to the S....but beggars can't be choosers. I feel privileged to be able to operate from a strip a kilometer from where I live squashed between Heathrow to the N, Farnborough to the W and Gatwick to the S.

My 300 m strip becomes increasingly marginal 2 up as the temperatures reach >30C even more so if the wind is <7knts / crosswind. Solo is fine even with a full load of fuel now costing £2.20 per litre of Esso 99+. So 70 litres now costs £154. This is the only garage fuel I know of that has no methanol added even though by law Esso has to show the E5 number on the petrol pump. Most of my flights are short bimbles around the local area. Luckily at my strip there are no standing charges for parking.... the only task I have to carry out is making sure the cows are off the strip, strip rolled to flatten the cowpats and electric fence put up. Flying of any type including airline flights is no longer a pleasure with massive delays, short notice cancellations and lack of ground staff causing hours long waits for baggage collection..... happy daze....

If the idle speed was set a little high on the early Cessna 150s without the anti-spin strake they would sometimes not recover from a spin due to the pro spin torque....the only way to recover was to switch the motor off and even then it took two or more turns to fully recover. I read this somewhere.....

Agree ... I regularly pass underneath Gatwick approach traffic with less then 500 ft separation.

Looks like a suicide dive ... similar to the Silkair 737 dive on the West coast of Sumatra some years back....

Useable fuel was used to keep the Concorde in trim for the take off , cruise and landing phase of flight.... in fact the pumping of fuel for and aft to change the C of G was one of the secrets of the design success....

Maybe a little confusion here... 'The maximum takeoff weight (MTOW) or maximum gross takeoff weight (MGTOW) or maximum takeoff mass (MTOM) of an aircraft is the maximum weight at which the pilot is allowed to attempt to take off, due to structural or other limits'..... or have I missed something here....