lee-wave

Check this one out .... colleague has had one fitted in an SK for the past 10 years with no problems whatsoever. Shorai LFX21A6-BS12 12V Lithium Motorcycle Battery Inc Free Delivery | MDS Battery

Has anyone got any ideas where I could mount some 50mm machine guns on the Jabiru. In the event of an invasion the Jabiru owners group are thinking of a last line of defence ... you know.. something like the home guard in WW2.

Before you purchase the sensor at such a ridiculous price check this out....https://cpc.farnell.com/multicomp/mcpip-t12l-001/sensor-m12-pnp-shielded-no-2m/dp/SN36994? It should work.....

The highest recorded wind gust of 122mph was recorded at the Needles 2 days ago. On the farm we recorded a gust of 68 mph. I had tied down the Jabiru with extra strops and a strop around the tail pulled tight to a tree directly in line with the fuselage. The Jab is one of the very few aircraft that would survive such a battering out in the open. The windsock on the strip has vanished.. probably someone in Denmark will find a windsock wrapped around a tree.. Around the rest of the country 3 people were taken out by falling trees, the O2 arena in London had part of its roof ripped off, many thousands of trees toppled over, many houses damaged. Even a huge wind power generator was blown over. It's not completely over as today, Sunday, there are further warnings of 60 mph gusts. Ah well at least the winds may blow all the bugs away ....

Cold Start Notes Jabiru 2200.doc

More then likely carb icing due to prolonged running at idle.....

The article was discussing why, in a flat turn, the outer wing rises. This effect is commonly referred to as the secondary effect of yaw in an aircraft. The ‘distance’ the inner and outer wing travel in a turn is irrelevant with regards to the outer wing creating more lift. It is the ‘difference in airspeed’ between the inner and outer wing causing the outer faster travelling wing to create more lift. Consider the following: · A Jabiru UL flying at a 100mph · A rate one turn (180deg in one minute) · Wingspan 10mtrs. With these figures the difference in airspeed between the inner and outer wing is around 1%. The lift difference between the inner and outer wing is around 2% . Things become a lot more interesting if we now carry out a steeper turn say a 90 deg turn in 6 seconds at a lower airspeed of 60mph. If you do the math the difference in airspeed between the inner and outer wing is now around 4%. Since lift is a quadratic function of airspeed the difference in lift between the inner and out wing would be near to 9%. This is one of the main reasons why, in a long span aircraft such as a glider, there is considerable amount of bank ‘hold off’ when turning steeply either way in a thermal.

Overbanking Tendency When we bank an airplane and allow it to turn—as opposed to performing a slip—one wing creates more lift than the other. That’s the wing outside the turn. If we’re turning left, as depicted in the diagram at right, the right wing generates more lift. Why? Because it’s moving faster through the air than the inside, left wing. Both wings are bolted to the fuselage—how is that possible? Precisely because both wings are bolted to the fuselage, the outside wing has to move faster than the inside one. Look again at the diagram at right. The dashed red lines detail the paths each wing takes in the turn. The outside/right wing—in this example—has greater distance to travel in the same amount of time, so it has to move through the air faster, however slightly. Since the outside wing is moving faster, it generates more lift than the inside one. A result of generating more lift is that the outside wing wants to rise, increasing the bank angle. The effect is more pronounced the greater the difference in the wings’ speed—bank angle, in other words. When performing steep turns, the overbanking tendency is at its greatest. The full article is here https://www.aviationsafetymagazine.com/airmanship/steep-turns/?MailingID=AS-134&st=email&sc=WU20211230-Sub&utm_source=ActiveCampaign&utm_medium=email&utm_content=Steep+Turns%3A+a+Gateway+to+Mastering+Other+Maneuvers&utm_campaign=WU20211230-Sub Wishing everyone a fantastic 2022.....

A bit similar to this incident at the Cambridge gliding club in 2019.... https://assets.publishing.service.gov.uk/media/5f44d22cd3bf7f67afe3052b/Jabiru_UL-450_G-ROYC_05-20.pdf As with all types of aircraft, both taildraggers and nosewheel, stick well back on touch down, keep looking straight ahead and maintain direction with rudders. The flight is not over until the aircraft has stopped.

In the UK the SK is classed as a Group A so it is legal to fly it with a PPL or NPPL with SEP endorsement. It is strange that with my NPPL (microlight) I cannot legally fly the SK which is an identical aircraft but does not meet the stall speed requirement for a microlight.

With all due respect RF this is the most ridiculous statement I have ever heard about a Jabiru motor and the thru bolts, even if it has been written in the Jabiru manual. First of all what is the temperature that the bores, head and crankcase need to be at before applying full power ? Secondly how would you determine those temperatures. The only temperature gauges available are CHT, oil temp and EGT. The recommended way to warm the 2200 motor is to start it and idle at around 1500 rpm for a few minutes. Then taxi at a fast pace to the pre take off checks holding point. Oil temperature needs to be at least off the lower stop (around 50C). Carry out the checks line up and takeoff. By design the best cooling of the motor takes place in flight with the airstream moving through the motor. Idle too long on the ground in an attempt to warm the motor up is the shortest path to its destruction... On the subject of fuel in other postings...I use Esso Synergy 97+ mogas. With absolute certainty there is zero alcohol added, at least here in the UK. If uncertain about the alcohol content in petrol adding water to a sample will draw out the alcohol content. Pour 10 ml of the fuel in a 50 ml graduated cylinder... then 2 mls of water ...shake for 15 minutes. If there is no alcohol present then the separation line will be at the 2 ml mark. If the separation line is above the 2 ml mark then there is alcohol present. I did a test on the latest crap E10 fuels been supplied on forecourts. It showed around 9 % of alcohol added. Not good for combustion motors, fuel lines carburettor, seals etc.....

Thanks for the replies and some very interesting links... After some research and as discussed in the comments above VNE in the Jabiru (120knts) is max permitted IAS. This airspeed is about 10% below VD which is the maximum design airspeed. This provides a healthy margin of around 15knts before reaching VD. So it is safe to dive to 120knts during the annual permit test flight at least below 5000ft. Thereafter when flying at 120knts above 5000ft TAS gets very close to VD.

May I ask the collective thoughts of members here please... As a general rule of thumb the VNE IAS is reduced by 2% for every 1000 ft increase in altitude. The permit test flight for an aircraft requires a dive to a VNE of 120knts... if this dive is carried out at say, 3000ft, should not the VNE IAS be reduced to 113knts so as not to exceed the aircrafts flight envelope ...?

There is no law that prohibits an aircraft flying off and landing on private land, so the simple answer is yes you can operate your aircraft but common sense applies.... such as noise abatement, no beat ups, minimal circuits etc. I think this applies to any country, it does here in the UK...

Weather radar is not a perfect answer to bad weather avoidance.....it is a known fact that wet snow and rain show up better then dry hailstones. I don't think there is a single pilot who would knowingly fly into a severe storm. These situations will continue to occur and maybe increase as the climate moves into ever increasing turmoil....

Superb video of an IFR flight in a 182T

I quickly checked in my log book dating back to 1970...it appears I have not killed any of my students...although there were quite a few that I made puke up.... 'not even a bootlace 2'....

It would be equally stupid to say that the gliding experience of the pilots involved in the abovementioned emergencies had no part to play in the successful outcome.....

The only way you can gain a real increase in performance without modification or weight increase is to put on a more efficient propellor. Fitting a 60X40 in place of a 60X42 results in static revs increasing from roughly 2670rpm to 2890rpm which is equivalent to a 7 % increase in horsepower (I think the maths is right) .Certainly the take off performance is blistering... but the offside is there is a reduction in cruise speed ...

Just downloaded the SafeSky app .... looks very interesting...

My 2200 hydraulic motor also starts instantly but if there was the slightest move with the throttle or choke it would stop. If your idle is set a fraction too high using the mechanical stops then the motor may display stopping after starting. Try lowering the idle a little and keep the throttle hard closed for at least 30 seconds after starting and also don't touch the fully opened choke for the same period of time....

In powered aircraft the throttle controls your rate of descent and the elevators control your airspeed. In a glider the airbrakes control the rate of descent, elevators control airspeed. Instructors will normally teach students to arrive at base leg in an overshoot situation with airbrakes about half open. On final the aiming point (not the touchdown point) is kept stationery on a point on the canopy using airbrakes. Airspeed is controlled using the elevators. Your eyes remain on the aiming point until round out when you then look up to the far end of the strip. Using peripheral vision you are then able to finely judge the landing and touchdown with the elevator. In the early days of your training it is best to leave the airbrakes at a constant setting and concentrate completely on the landing. With more experience both the airbrakes and elevator are used almost simultaneously to achieve pinpoint landing precision. Good luck with your glider training…I have always believed that anyone interested in learning to fly begin with gliding. Back in the 70s and 80s there was some allowance made for gliding hours (5 hours I think) to be included in the PPL curriculum… a lot of my students, after transitioning to powered flying, would solo in less then 6 hours… many went on to aviation careers.

I have to qualify my previous comment.....every object on the surface of our planet is subject to 1 g so my estimation of a max of 2 g that the weight of the snow produced is inclusive of the gravitational acceleration constant.

The factory built ULD is rated at +8 -3.5 g. I reckon the weight of snow would have applied < - 1.5g maybe 2 g max. Question.. why, in most aircraft, is the positive g limits greater then the negative g limits ?

just adding my pennyworth.......a stall, spin or spiral dive characteristics in any aircraft today may be entirely different tomorrow....depending on aircraft loading / CG, more fuel in one tank then the other and of course the currency of the pilot flying it.