Neil_S

I had the suction mount holding my Skyecho fall off the window when facing the sun. IMO they are simply not a reliable way to attach anything. I was fortunate to be able to relocate the mount using zip ties, as in the Savannah there are metal brackets that the zip ties could go around. It works a treat. Hopefully you can do something similar in your plane, Skippy. Cheers, Neil

Hi Danny, I learnt to fly at 54 and got my Nav endorsement about a year later. I am now 70+, so you are definitely not too old. As some others have suggested it would seem a good idea to do the Nav stuff a small step at a time. Having an understanding instructor would be a definite advantage - one who would be happy letting you gradually build up your proportion of a cross country flight, including doing the planning, while he/she does the rest. If you are like me you would probably have felt a bit overwhelmed the first time you flew a circuit - I certainly was! I remember thinking there was just so much going on I wouldn't ever be able to do it all myself. Looking back now it seems almost laughable - flying a circuit these days is just a regular event, a bit like driving that car today that seemed pretty difficult at 16! Obviously the choice to carry on is up to you, but I think it would be sad to give up something as amazing as flying a plane unless you really have to. Most people would feel totally overwhelmed at the prospect of building their own plane - but you have done just that! The process of building a plane would probably have been doing a few hours a day, week after week, month after month, maybe learning a new skill here and there, probably getting a bit disheartened a few times, but carrying on and eventually achieving the amazing outcome of having built your own plane! Very few people can say they have done that. You have plenty of time to make your decision - you're a young bloke compared to most of us on this site 🙂 Cheers, Neil

You would have thought so, but if you are contemplating flying into Barwon Heads : "*** Missed approaches are calculated as a landing and a $10 fee will apply, multiple missed approaches will also be apportioned up to $25 per hour (whichever is greater)" Sad and unsafe IMO.....

Hi Baz, Until you do cross country flying you don't really need anything sophisticated. At the point you start to plan cross country flights I believe it is best to learn using charts, pen and paper, and E6B, so you learn from first principles what is involved, and why. It will help you learn about magnetic variation, the difference between heading and track, selecting a route avoiding "tiger country" underneath you, and avoiding Restricted Areas, etc. Once you are familiar with the above then use of an EFB makes planning a lot easier. Personally I fly with an iPad Mini on a kneeboard using AVPlan, and a paper plan on a kneeboard on the other leg where I have radio frequencies, hemispherical levels, airport flyover heights, and I can jot down notes and keep my fuel log. The EFB also shows the ADSB-IN information from my Skyecho - very useful for situational awareness about other traffic. The EFB highlights upcoming ATC zones and if you are at a level where you will go into active airspace. It also shows active Danger Areas, and Restricted Areas in red etc. I believe the EFB complements the paper plan and charts, and of course there is no hardware or software to fail with paper charts so they are the ultimate backup. I used to work in IT so I know it is not a matter of IF but WHEN a failure will occur. I have been flying in hot weather when the iPad overheated and went blank. No big deal, I just moved it out of direct sunlight for a while, but it reinforced that having a backup was a good idea. HTH - good luck with your training. Cheers, Neil

When I was working at Heathrow the IRA also attempted to mortar the airport from just outside the perimeter fence - once from the back of a van in a hotel carpark to the north and once from an area used by plane spotters to the east. Cheers, Neil

I have had one for over 5 years and never been asked to show it on the few occasions I have flown into a Security Controlled airport. However, the recent doubling of cost to over $500 means I shall not renew it when my current one expires. I often go to Point Cook for RAAF museum events and CASA seminars , but despite being a military airport the ASIC is NOT ACCEPTED as ID there, instead they want a driver's licence. A driver's licence is only ONE form of id you have to supply in order to get an ASIC. Bloody farcical.

I always carry some "comfort bags" in my plane in a readily accessible location. They're available from Chemist Warehouse and others for a few bucks. Have been used on two occasions by passengers and were very good. A 3 pack costs $2.44 - a worthwhile investment to avoid cleaning and a smell that lingers for ever. Buy MyTravelPro Travel Sickness Bags 3 Pack online at Chemist Warehouse WWW.CHEMISTWAREHOUSE.COM.AU Buy MyTravelPro Travel Sickness Bags 3 Pack Online at Chemist Warehouse

Yes - something I forgot to mention - when checking the tension on the rudder cables on my Savannah I press down on the tail so the nosewheel is in the air. As the rudder pedals are also connected to the nosewheel for steering the tension is different when the nosewheel is on the ground. The tensions quoted are the ones you want in the air, and so lifting the nosewheel is required to get that correct. I was surprised how much difference it made (can't remember the figures exactly but it was a few lbs IIRC). Cheers, Neil

Hi sfG, I bought a second hand Pacific Scientific T60-1001-C8-1A tensiometer on eBay for a few hundred dollars and have it calibrated by Northside Calibrations in Narangba QLD when I need to use it. Works out cheaper than buying a new one (which would need to be calibrated after a year anyway). According to the most recent Savannah S Maintenance manual (Revision 11 June 2024) the tension for the elevator cable should be 18-24lbs (9-12kg) and the rudder cables 11-15 lbs (5-7kg). Note that recent manuals have a reduced tension for the rudder cables, older manuals (eg the original 2015) had it at 18-24 lbs, a significant reduction. HTH, Neil

Yes - they were known as Bristol Freighter in the UK. They used to fly out of Southend Airport in Essex across the channel to France and Belgium. I remember them flying over my house as a kid. Cheers, Neil

Agreed. I learnt at 54 and with work and the Melbourne weather the elapsed time was about a year before I went for my ticket. Then about another 6 months for PAX and Cross Country endorsements. In hindsight it was good because I got to fly in all 4 seasons that Melbourne throws at you (not necessarily in one day!). It was also good to learn in an area that has Controlled Airspace (our airfield was under the Melbourne Airport 2500ft step) as it taught me from day one to be aware of both my altitude and location so I didn't bust Tullamarine airspace. Cheers, Neil

Me too! Even my grandkids call me out on it now 😄

I have used Howard Instruments for VDO tacho repairs too. They did a good job and charged a reasonable price. (Their shop is an Aladdin's Cave of instruments old and new!) Cheers, Neil

Hi SFG, Happened to my mate a number of years ago (throttle cable broke, I believe, and Rotax went to full, as it should). As Facthunter says, keep going. When at your destination (or a suitable airfield en route) conduct a circuit and then when certain of making the runway cut the engine and glide in to land. That's what my mate did and landed without any dramas. Cheers, Neil

Toilet beer?? Sounds disgusting (although I did have the misfortune to once drink Watneys Red Barrel in the UK many years ago....) Cheers, Neil