Exadios

The principle difference between voluntary and involuntary manslaughter is the issue of malice.

Its details like this that are the reason that glider pilots have better sex lives than power pilots.

This is what most glider pilots do.

The Multiclass Nationals are starting today. See the Web site. From the start the location of the event has been moved to Tocumwal (where ever that is).

XCSoar on Android.

Just out of interest here is a simulation (replay) of a mid air that occured a couple of years ago in the US. The idea is to demonstrate what each of the pilots would have seen on their FLARMs had they been installed.

Apart from any comms capability how is application this functionally different from ADS-B / 1090ES?

Just make sure that you're on drigs when you get there - you should be OK.

Young Australian LS-4-pilot soars his first 1,000k and wins OLC’s daily score.

Both of these videos are from Brazil. The first is of the "famous Paraná Express" which has five segments: Curitiba, PA/Guarulhos, SP, Guarulhos/Curitiba, Curitiba/Londrina, PA, Londrina/Curitiba, and Curitiba/Guarulhos. I hope you noticed the good Qs near Londrina which is in good gliding country. :) The second starts off with a landing at what looks to me to be Santos Dumont airport in Rio de Janerio, RJ. There are some good views of the Botofogo (for those of you who are interested in soccer) and Gloria district of Rio. I think the other airport is Congonhas, SP (which should be closed!).

Pilot killed in Otago glider crash.

Had you have stayed you would have seen the forecast no Q day (once again) turn into a lovely day with the skies full of Qs. I guess the wether forecast cannot always be 100%. Opinions on the usefulness of RASP and SoarCast etc tend to have theological characteristics. But, no dought, both are sometimes right and wrong. IIRC the forecast TOL was pretty good on that day. The weather forecast you saw was typical of the detail that we look at every day the club is flying. We need that sort of info to set a reasonable task.

From day 1. Thermalling in a thunderstorm above mountain ridges, with rain hitting the wings and lighting strikes all around, would scare the crap out of me. This guy seems to be comparatively cool about the whole situation.

Sinking air brings down glider.

Sorry I missed you. I haven't been monitoring this site so I've just now read your message. The overall results are now up at the link in my first post.

Article here.

No. I'll be one of the ground crew. There will be a NOTAM but I suspect that there will be a number of people flying down for day trips, etc. So come down. I don't know if the flying club is putting on a BBQ. Give them a call.

Web site here.

A 1000Km flight.

I'm not sure whether nerve is the correct adjective. Its all skill and training. This landing looks like a standard night landing to me. However RFDS (and others) training includes engine out instrument approaches etc. I have seen RFDS abort landings and fly back to base. They will not take unwarrented risks.

This and [usr=http://http://www.vansairforce.com/community/showpost.php?p=231798&postcount=10]this[/url] may answer some of your questions.

The climb out, at 600' / min, is done at 4250 RPM and 250 hp. The engine load is not excessive. I think most of the Ly failures I've seen are because of metal in the oil at about 1300 hours.

According to the article the weight penalty of the LS1 over the Ly is 20Kg. I assume that they are including the weight of the radiator and coolant, etc, in that comparison. The LS1 is not run at anywhere near its maximum which is 350 hp at 5400 RPM. When installed WOT is 280 hp at 4500 RPM. The agreement between CASA and the owners Pawnee for the original Ford V6 implementation was 1000 hours. I don't know if that carries forward for the LS1 but, even if it does, the cost of the latter makes it very much cheaper than the Ly at 2000 hours. Of course the real life of an Ly is closer to 1000 hours than 2000 hours.