Blueadventures

Thank you for the clarification, and condolences to family and mates of the pilot involved. My thoughts are with you all at this time.

I assume that you know that comment as an absolute contributing factor. If not I would ask you to have it removed by the moderators. I make this post with respect for yourself and others. I will support your comment if it is definite information.

Terrible news, condolences to family and friends of family.

Also a friend up here always reminds me of a document that AOPA sent around showing in writing that RAAus were against GA getting relaxed medicals same as RAAus. As recent as Friday he mentioned it again so must have been circulated years ago,

Life's a Beach, heh. Nynja enjoying the sand and warm early spring weather. IMG_4301.MOV IMG_4307.MOV

Life's a Beach, heh. IMG_4301.MOV IMG_4307.MOV

It is up again today; What a difference a week makes - poor to good.

Delightful flight over the Newry Island area; only saw one whale. 1025120779_IMG_4248NewryIslandarea.MOV

It was explained to me as being due to the cross flow of air on the pitot tube resulted in a slight reduction of indicated air speed usually about 2 knots and as maintaining accurate speed and see in reduce in a glider can only point nose down a little and this resulted in then being 3 or 4 knots over speed and a chat from the instructor about chasing what you see on the dial not maintaining accurate speed. Years ago now.

Agree they take you to where they are finding thermals that day; or sounds like an instructor's training plan and briefing with the tug pilot.

In gliding turning downwind to base to final the airspeed would drop a bit and students would put the nose down 'chasing the ASI number they wanted' instead of maintaining the attitude picture through the canopy. Resulting in being over the desired / intended speed. Only a couple of knots and there were a few seconds lag for the asi to catchup. Apology if poor explaination. Cheers.

Consider areo tow and the 65kts air speed the glider may have turned away from the runway centre line at 100 or 150 feet and the 65 knots allows for a tight turn. Need more info as an IS28 would drop close to 200 feet in a turn at about 50 kts. There was an IS28 fatal crash at Charters Towers years ago a mate witnessed the event and at times still refers to the circumstances.

re gliding when above 500 ft AGL you could luck in a nice thermal. much higher and your only option is a turn and modifed approach as you may not be able to lose hieght even with max air bakes and cross control side slip; like all flying be ahead and ready with safe options. At this stage (500 foot) on a winch launch you will be about halfway down the minimum specified 1,200 meter runway (min 1,200 meters and 3 wing spans wide) and on or close to the centre line. McMaster field that Jack mentions is 1,700 meters in length so a very ideal airfield length.

In gliders 500 ft up AGL is safe to turn as they loose about 200 ft in turn. I was trained to call aloud when passing 500 ft AGL on the winch launch (shows realise losing an emergency option); if cable breaks or launch speed decays below that its bung off (release cable attachment ring) and straight ahead to land.

And usually more often than not an easterly cross wind and strip 18/36. Heaps our final line up skills well-honed:)

our strip is the return road and our group of 10 paid 1/2 of the tarmac cost. narrow but fine for landing. https://youtu.be/0fLUu5B4gWI

XL

It is not easy to keep the nose wheel up on the Nynja, like Nev says its to do with the main undercarriage axle location. You will see the the Savannahs for example land and the nose wheel is easy to hold up; so their mains axle is further forward. I have seen Savs low on fuel and loaded with cargo sit down on their tail; and this would be the lighter nose wheel weight and the mains axle pivot point and the mass of cargo behind the axle.

Nynja is Nose 78kg and mains 221kg

You could fit a Hobbs meter running of regulator 'L' terminal, if you do you could run the hobbs off 12 volts and bring it uo to your engines current hours; then all readings will be accurate.

Thanks KG; felt I was missing something. Regards Mike

Not sure re watts required. On a 12 volt system 18W would be 1.5A and 12.5W would be just over 1A. Therefore a 2.4A Supply will be enough?

All good Neil; I was just asking a question. Just checking if there was to be a check that the portable unit is mounted correctly. I was in gliding when the Flarm units were introduced and they could be mounted incorrectly and impair performance (eg in a metal glider could be mounted with antenna upright and next to a canopy frame (aluminium) and it would shield / reduce markedly performance. I am watching the development and performance of the equipment. Best Regards.

Just working off SE2 price around $1,020 ea

Hi KG Is your 3.5 a plugin unit to a cigarette type 12v socket or a panel mounted unit?