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For *years* I could not get my head around how come lows are associated with hot air and not cold air. The first problem I had was that I associated rain with cold weather. (Now, I suppose that is due to a cold front lifting warmer moist air). The main problem I had was that when you heat a gas, pressure increases, rather than decreases. Like if you heat a balloon, the gas will have a higher pressure and thereby expand the balloon. *Today* I realised that because atmospheric pressure is due to the weight of the air, so the the air becomes less dense, pressure decreases. And, air becomes less dense when you heat it. As an aside, for an air mass to expand, it would still have to have an increase in pressure. Otherwise there will be no way for to do the work of pushing away the air above it. So, maybe lows have a higher pressure gradient between low and high altitudes. Correct me if I am wrong.

There is a Youtube video about why you should never speak to the police. The very short version is that people accidentally “lie” and even if you tell the truth, another credible but mistaken witness might make you look like a liar with something to hide.

Fire extinguishers are expensive.

To make a long story short, if you have a tie a 1.8 m by 1 m transparent plastic bag securely around a eucalypt branch, transpiration should produce about 1 L of safe water per day. PVC folds more compactly than polythene. 150 microns is best for PVC and 100 microns is best for polythene. Shelf life of such bags is not infinite. Garbage bags are too thin and the wrong colour. Reference: "Survival Water in Australia's Arid Lands", B. L. Kavanagh, 1984. The Strategic and Defence Studies Centre, Research School of Pacific Studies, ANU, Canberra. That almost sounds practicable for light aircraft, to carry as well as water and an EPIRB.

any body know anything?

us$30k for a new trike

5 PSI is remarkable. four wheel drives do sand at 14 PSI. How do you measure the pressure?

I keep mentioning this, and nobody agrees or disagrees: isn’t weight-shift the new rag and tube? That is, don’t people who want cheap flying now do weight shift?

$1600 seems cheap if it means you don’t have to mow. Researching this properly could save you slashing for the rest of your life. I suppose that is one of the reasons Nev mentioned runners, and runners mean no clumps. Also, if you wait to see what grows, you might gave missed a window. Is possible that that grass is not a weed where you live. Disclaimer: I know nothing about grass.

Re: Before V1 you need to be able to abort the takeoff and stop safely in the remaining runway. After rotation the task is fundamentally different, so V1 cannot be higher than Vr. If you don't plan to rotate at "Vr" it is not Vr. You are making the same mistake as before: confusing characteristics of something with its definition. Stated differently: nobody cares that if you don’t intend to rotate at Vr its not Vr anymore.

The confusion here is that you are confusing what a thing is for with what it is. Specifically, what V1 is for (decisions) does not alter the definition of V1 (accelerate-stop distance and runway length). Stated differently, if V1 is useless for light singles, it is still V1. Also, there is no reason V1 can’t be greater than Vr for a twin. In fact, if it was then that would be important info. I would mean the pilot did not have to think about it. As for the planned speed of rotation, that sounds true to me.

And, for soft field takeoffs, you rotate before Vr. In a Foxbat, you can rotate at the start of the takeoff roll. I discovered that by accident.

according to something I just copied from a link in this thread: V1 = maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance. I can’t see why that wouldn’t apply to a light single. Singles gave accelerate-stop distances. And Vr is still Vr if you ignore it.

If I go along the runway, speed past Vr and still manage to stop before the end of the runway, when how have I not PROVED that V1>Vr?

a) You can have the wheels on the ground above Vr. b) You can still calculate a stopping distance for wheels of the ground until decelerated a certain amount if you want to.

You don’t have to rotate at Vr. You don’t have to take off even at Vx (not that I would try to prove that). And, you can take off without rotating.

Why can’t V1 be greater than Vr? V1 is “V1 is the maximum speed at which the rejected takeoff maneuver can be initiated and the airplane stopped within the remaining field length under the conditions and procedures defined” said the doc linked to. My aircraft at Archerfield could probs get to Vx before V1. Would you like me to check for you?

First aid kit for an aeroplane. I took three of the following for injection: midazolam, vitamin K, adrenaline, morphine. Two penicillin for injection, one glucagon for injection, one hydrocortisone for injection, four syringes, four needles. Ventolin puffer, glyceryl trinitrate puffer, frusemide tablets. All that seems to weigh about 200g and the same space as two coffee mugs. I'm not convinced its worth it and only take it for remote trips. This is overstating it a lot, but first aid kits seem to just be full of bandages, which clothing can substitute for. If I didn't have access to drugs, my first aid kit would be a Ventolin puffer and maybe an epipen; nothing else. For local flights, just Ventolin. For personal safety: 10 L water, two EPIRBS/satelite phones, and a cigarette lighter: definitely *nothing* else in a so-called survival kit. Happy to hear others' views.

You probably had ondansetron and might have had an antihistamine or antipsychotic. Ondansetron does not make you drowsy but does not work for motion sickness.

I agree completely.

OOPS. Apollogies to 440032. Looks like I really am rude as the next person. Thank you for pointing that out. Too late to delete or edit my post.

I was flying in Class G and Brisbane Central called me to ask me my intentions and tell me about some parachute ops. He identified me by my altitude and location, which would have been much easier because of my transponder.

Regarding the VFR corridors, a) you have to be able to get the clearance to use them, which is not always forthcoming, and b) I'm not entirely sure you would get close enough to the FVR corridors in a RPT aircraft to see the C172's. I might be wrong though. Regarding "You do that when you use an CTAF with and RPT already". Yes I do, but the Class C and Class G aerodromes are different, hence the different airspace. The Class C aerodromes are busier and have bigger aircraft. While it is true that doing as ATC tells you is much easier than organising separation yourself, Class C airspace is so busy that if you stuff things up you will cause chaos. As for students using Class D airspace, that is true. They all need to have a medical and, of course, it is much easier to use a particular Class D when you have done hours and hours of training there. I trained at Archerfield, Class D, and feel more comfortable there than anywhere else. Regarding self-certification in the UK, I don't know anything about it. As far as I know, very few accidents (? none) are caused by medical issues, so I wonder if removing the medical certification requirement for all GA pilots would make much difference. On the other hand, you can drive a car if you have not had a seizure in the last 12 months if you have epilepsy. Question: how unhealthy to you actually have to be to not get a Class 2 medical? It is the easiest thing in the world to argue that regulations about training should be relaxed one step. For example, can anyone really demonstrate that RPL pilots should not be given the same privileges as PPL pilots? Another way of looking at it is that better training makes people better pilots so it could be argued that RAAus pilots should all be better trained, even if the medical standard stays the same. So, what you are saying is perfectly sensible, the issue is one of shades of grey.