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lee-wave

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About lee-wave

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  • Aircraft
    ULD Calypso
  • Location
    Surrey
  • Country
    UK

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  1. Your thinking of Ken Wallis of autogyro fame ..... Barnes Wallis was the Wellington bomber (geodetic), bouncing bomb (dambusters), tallboy bomb (Tirpitz) designer.
  2. Nice one 😁....it happens to be the village where Barnes Wallis hung out. He is buried nearby...
  3. Not at Redhill. Parked on a private strip near Effingham. There is a Jab powered Easyraider in the background.
  4. About 4- 5 inches of snow fell last weekend in Surrey. The following day I went for a walk to check out the Jab. Poor old thing has not flown since Sept 2020. With the thingy going on we all wonder when will we get airborne again.... no one seems to know.
  5. As far as I can read Yenns is the only reply that addresses omes original question. The most dangerous part of a circuit is the turn from base to final where the pilot has to contend with a visual illusion..... If the wind is of any strength straight down the runway then visually, despite the pilot making an accurate coordinated turn, he would think that the aircraft is skidding and subconsciously apply more rudder. If you add to the equation the lower airspeed and the reluctance of many pilots to bank steeply near the ground then the result is a perfect set up for an entry into a spin
  6. I purchased SkyEcho primarily because of the 50% rebate that the CAA is offering. All I need is to see and be seen by other aircraft that are nearby. Don't really care about aircraft more then 5 miles away or flying in controlled airspace above . When connected to Skydemon other aircraft show as lines depicting their heading. If they present no conflict then, again, why should anyone be interested in seeing them. More aircraft on the screen would only clutter up the display.
  7. Lift drag ratio or L/D is the same as glide ratio......varying weights do not affect the LD of the aircraft or glider; only the speed at which best LD is achieved. On good thermal or ridge soaring days gliders are loaded with water ballast. The extra weight had the effect of raising the best L/D speed allowing for much faster inter thermal speeds. The price was a slightly slower climb performance. If conditions weakened the water could be dumped. .......and should we 'learn to glide' powered aircraft ... absolutely we should with the motor switched off (the Jab motor does n
  8. There was no intention to ridicule your question....but the heading of your posting was 'an Air density puzzle' and then the question you posed was 'which ship would travel faster in the two different regions assuming both identical ships were sailing (in a steady state motion) directly downwind in a steady 10knot wind'. Most people would assume that your question is.. 'will different air densities affect the velocity of the ships ?'. The answer is a lot more complex then you might think... Before you can answer the question the velocity of the wind has to be calculated in the sa
  9. You could simplify the whole question...take two identical kites each in the locations mentioned. Tie the strings to a calibrated spring balance. Which one would be pulling harder in a steady ten knot breeze ?
  10. In almost 2k hours gliding I have intentionally entered cloud on only a half dozen occasions pre GPS using Turn and Slip and the airspeed indicator as the primary means of staying in control. The trick was to transition onto those instruments at least 200ft below the cloud base noting the compass heading for the direction you wished to leave the thermal and not moving your head. Once in the cloud the turn was continued keeping the turn rate as constant as possible again without moving the head. When straightening out to leave the cloud the sensation that you were turning the other way
  11. Certainly a shocking video to view, but more disturbing is the total inaction of the person in the rear cockpit. Was he a qualified instructor? was this a bona fida training flight or just a jolly with the owner of the aircraft in the back seat. Up until the camera dislodges, you can see that the front seat driver never uses the rudder pedals...his feet never move The yaw string fixed point is like an arrow head pointing to the rudder that needs to be pressed. So he is either not a glider pilot or someone who has never been shown what adverse yaw is. In either case I am amazed that the
  12. lee-wave

    FS 2020.

    RFguy .. a good question.... my son is currently exploring that area of low speed flight in the 170. Having flown for a couple of hours recently in the real thing I think he is in a good position to tell the difference. We think the control input and effect in the sim is very real but the aircraft seems to lose energy far quicker then the real thing below 55 knots....more to come... Jerry the visuals are out of this world...Jackrells is where I fly down to for the annual permit. The inspector has a 270m one way strip that you can just about see to the left of the Jackrell farm la
  13. lee-wave

    FS 2020.

    Managed to hook up Skydemon to FS2020... now there is the capability to practice navigation with SD and also brushing up on flight planning using the paper charts with the E6B all in the comfort of your living room. It is important to maintain the old skills of flight planning in the event the GPS signals are lost. Some pictures of the Jab in FS2020. The 170 is very realistic...all controls work via mouse or on assigned buttons. Currently I am practicing flying in the right seat ie left hand on stick right hand on throttle. Also arrived yesterday is the Skyecho 2 ADSB in/out. On
  14. I still believe that what happens during the shutdown phase of any motor will have a direct effect on the wear and tear on the next startup. Added to this is the method by which the Rotax and Jab motors are shutdown compared to, say, a Lycoming. By starving the motor of fuel in a Lycoming using 'ICO' there is less chance of detonation and less/no fuel present to wash away the oil in the cylinders walls. Turning the fuel cock off and letting the motor stop of fuel starvation in a Jab or Rotax is almost identical to using idle cut off in a Lycoming or Continental. lw
  15. For sure I let it cool down before rotating prop. There are schools of thought re leaving a dry carb bowl for long periods of disuse. Do the 'o rings /seals dry out and become brittle etc... but from the UK Jab motor guru (my brother) for the past 25 years of Jab motor repairs he has not seen any problems with wet or dry carb bowls. As an aside I use Esso 97 synergy mogas during the summer. It is the only fuel guaranteed not to have any methanol additives. Toward winter, like now, I start filling with Avgas, so that there is mostly Avgas during Dec/Jan in the wing tanks. So
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