AdEves

The NPPL allowances are here: (last section)

http://www.nationalprivatepilotslicence ... V%2009.pdf

Seems both BHPA/BMAA rating and 5 hrs logbook evidence are needed, unless there's been an AIC with a change to this more recently.

My fav:

CHDK generally works very well and there are builds for many Canon compacts.

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Certainly in the many injected aircraft I have flown carb ice just wasn't considered an issue.

Actually not a bad idea - you might be better off with a single axle rather than stub axles??

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It looks shit

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Hi, I can't answer the question but I have a Revo1 and a Revo2 and find the the same effect on both wings. The D's are sufficiently unloaded with trims out that you need to sort of jerk the trim to get it moving or you pull the D down. I'm not sure you'll notice a great difference on the Revo2 setup.

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Rob, if it helps I measured 9" too and the Large ones are perfect for me.

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That's why taildragger (and particularly biplane) pilots are more awesome.

You have to fly a curving approach or a sideslip if you want to see the touchdown point then lose sight of the runway completely at the last minute. All you can see is the Lycoming in a Pitts special as you come over the hedge at 100mph.

Got my Large ones from Flybubble as Sussex were out of stock.

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Bought the Gin winter ones on Simon's recommendation and they are very good indeed. Although they seem like skiing gloves they aren't actually bulky but they are incredibly warm.

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Bargain on the bay:

http://pages.ebay.com/link/?nav=item.vi ... ID=EBAY-GB

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Can I sniff it and touch it when it's done?

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Cyprus to Cockermouth! Brrrrrrr!

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Excellent news, I'll be up for spectating for now!

Anyway Dean Eldridge is the new Dean Eldridge now that the swelling has gone down.

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Very good point

The fact that they were still allowing movements probably means it was planned or at least that the pilot had two way comms with the tower and was able to follow instructions. If there were no comms or if the balloon was in trouble in some way, they'd almost certainly have stopped other movements.

The safest place to be at a big airport is close to but alongside the runway in use! I used to fly a Cub into a friends field that was alongside the runway at Gatwick, literally the other side of the fence. Because the runway was east-west and I would come in from the north there was no issue and they would keep flying with me heading right for the runway and turning finals parallel with it at the last moment to land in the field.

Sent from Dorset on my iPad probably whilst drinking wine, lying in the sofa using PMC Forum mobile app

Can't help on the rules but Transair have the charts:

thehttp://www.transair.co.uk/pp+Spainis ... harts+3005

Lack of any discussion on PPrune etc would suggest to me that it may actually have been planned.

You may well be able to establish an agreement with the airport ATC to use a low level entry/exit route to your site without getting a clearance each time. You might be able just to notify them by phone as long as you stick to an agreed plan.

Not quite vapour trails PT: to be really anal what this fantastic pic shows is mixing. A vapour trail is condensation of moisture in clear air precipitated by the aerofoil induced pressure changes. This photo shows the existing cold/damp layer already creating fog at the water surface then being mixed by the turbine's wake with cooler air above. This mixing causes more condensation downwind and is effectively the opposite of radiation fog on land.

Yes, to be clear; if you haven't 'foot launched' on a particular flight then you are breaking the law without licence, registration and insurance etc.

Can't manage Membury but am doing Salisbury to Penzance next weekend if it helps.

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There are no officials looking to build empires in the UK, at least no in the regulation of General Aviation. There are very small teams of very hard working guys and girls who are responsible for every aspect of general aviation from light aircraft to UAV's to warbirds, airshows, pleasure flights, business aircraft etc. The last thing they need/want is another class of aircraft to have to look after I can assure you.

If we were regulated it would likely be through the BMAA or an equivalent paramotoring specific leisure flying organisation which would operate on behalf of the CAA and be funded by our fees.

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Hmm, might be worth it as I'm loaded with the blue stuff.

Sent from Dorset on my iPad probably whilst drinking wine, lying in the sofa using PMC Forum mobile app