JG3

I drew up this Google map to show airstrips within 1 km of pubs and food. A few fly-in resorts and accommodation have sneaked in, but they're not really the same. There seems to be a demand for a map of such accommodation, and I know there are quite a few fliers travelling around these days who have found excellent places. Someone should start such a map, but I'm not interested cause I'm a dedicated camper and never use such accommodation. It's really easy with Google Maps, and once started, the list will build quickly from suggestions of those who have found suitable places. Anyone interested in doing it???

How bout this for a long rescue flight, just a few days ago. From Calgary, Canada to the South Pole, by Twin Otter STOL aircraft. This company has a track record of such ballsey cold weather remote flying, and that's why they were commissioned to go all the way from Canada to the South Pole in mid-winter (-60F) to rescue a medical case from the the base there. This was right at the southern winter solstice, so flying and landing in total darkness, on packed snow with just flares for markers. Of course they pulled it off with no problems, and that's why they were chosen. What an adventure! http://www.cbc.ca/news/canada/calgary/kenn-borek-air-south-pole-june-22-1.3646966 That's that same company that salvaged this DC3 from Antarctica several years ago. Just imagine the logistics involved in bringing everything needed for such a major repair. And imagine replacing the landing gear and repairing the wing damage while working on their backs in the snow..... But then they're Canadians and a bit of cold and snow is no big deal, eh.... Have a look at this video JG

Aileron bushes in particular. For those I made the bush with an outswide diameter of 10mm and drilled out the holes in the ailerons to 10mm, then bolted the bush tight to the support bracket. So that the aileron bracket rotates on the outside of the bush, giving a much larger bearing surface of aluminium on teflon, rather than the small area of brass on steel. Haven't shown any wear in many hundreds of hours.

Those little brass bushes don't last all that long, so long ago I machined teflon bushes and no problems since.

That was at 1200hrs on my aircraft. I'd hoped to hear from some of those others whom Bill spoke about. I understood there were several, I'm not the only one or the first..... We could learn some clues from what they found..... My experience shows that this can develope into a potentially risky situation, so we need others to post what they found and when.....

Nearly everyone I know who has tried free-air cooling has had issues with overheating, particularly while maneuvering on the ground and often in climb as well. That fan is great for keeping a 503 at a steady temp.

Awhile ago Bill Grieve mentioned that someone had noticed a missing rivet head on the Elevator Hinge Reinforcement, part # SD025, and a couple of other aircraft were found with the black stains around the rivet heads that indicates movement.... I checked my aircraft and found all three rivet heads missing altogether, allowing the elevator to wobble sideways about 20mm! The purpose of that bracket is precisely to stop sideways movement of the elevator. The movement didn't show up in pre-flights because I just worked the elevator up and down for free movement but didn't push-pull sideways.... You can see those rivets by peering upward from under the right side of the elevator. There are three rivets in a horizontal row. It wasn't difficult to replace the rivets. Just needed to cut away a small tab of the skin on the underside of the elevator, and needed a close fit right-angle drill to drill out the old rivet cores. Then could just reach in with a slim model riveter. I used 3/16" stainless rivets time, and will be keeping a close watch on them and their supporting structure. Can't figure how those rivets could have felt the stress needed to break them..... But also checked a Zenith 701, which is identical construction, and found one rivet sheared, so it's a common issue. Everyone with Savannah and 701 aircraft need to keep a close eye on those rivets..... I don't know if anyone has informed ICP yet, but there should be an AD in that regard. JG

Toilet paper.

Yes that was us. You don't need to apologize, Ian. Your hospitality was just right, and much appreciated. JG

In April I took friend Tony from Denver, Colorado, on a 24 hr flight in my Savannah, from Kilcoy SE Qld to Innisfail, Longreach, Thargomindah and home. We both have skinny butts and suffered all the way from the pain-in-the-butt that won't go away no matter how much you squirm and try to lift off the seat. I already have lots of extra foam in the seats. After we got back I even looked into butt implant surgery Brazilian Butt Lift Photo Gallery - Miami Plastic & Cosmetic Surgery LOL ......... Then I mentioned the complaint to friend Joe who has ridden motorcycles from Mississippi to Alaska three times, and lots more pain-in-the-butt long rides. He advised that some other long range bikers told him to wear silk underwear instead of cotton, and he tried it and found that a great improvement. Then I passed the word on to Tony, who had just flown his Savannah 1600 miles from Denver to Washington DC and suffered pain-in-the-butt all the way. He couldn't find silk shorts so got some silky smooth polyester instead. Now he reports that the return flight, including two 6hr days, was much more comfortable, and he's sold on the idea. So silky undies are on my shopping list before I go on the next long flight..... JG

That was Dennis Malland, test pilot for Spectrum Beaver in Vancouver, Canada, in the early '80s. He was very skilled and well within his capability and the aircraft's envelope in all those maneuvers. That was an RX35 Beaver. I've flown with him in once, but not in such maneuvers. Sadly, he finally succumbed to a debilitating hereditary nerve disease....... JG

A discrete Area VFR frequency would be very useful, and would settle all the confusion and arguments..... Wouldn't need to be an ATC monitered frequency, just an assigned frequency common to all.

As I remember it, in the early '90s we had a specific 'Area VFR' frequency, for use below 5000ft between airfields. Then it was discontinued..... It was very useful, and I sure wish CASA would reinstate such. I've monitered the Area IFR frequency for years and never once heard a broadcast that applied to me below 5000ft, and never ever felt the need to broadcast anything relevant on that frequency. 126.7 has been far more useful to stay in touch with other traffic in airspace below 5000, but sometimes gets congested by distant CTAFs when flying at 4500. A discrete Area VFR frequency would be very useful, and would settle all the confusion and arguments.....

Interesting question, with lots of complications..... Originally I had intended to buy a used light sport aircraft and get a sport pilot license. Until I found out that you must be a US citizen or green card resident to register an aircraft there..... So instead I decided to use the freedoms of the Part 103 ultralight category, where no license or registration, or even training is required. The catch is that the empty weight of the aircraft must be less than 254 lbs, and max fuel capacity 5 USgal (19 litres)..... It's very difficult to build and equip a good aircraft that light, and so nearly every 'ultralight' flying over there is overweight, but authorities mostly ignore the situation. So I flew a Kolb FireStar, with 503 electric start, brakes and 12 gal fuel tank. Way overweight, (never weighed it, didn't want to know...), would be a legal 95.10 ultralight here. I just flew it on the basis that, it "...looked like an ultralight, sounded like an ultralight, and flew like an ultralight, so lets just pretend it is an ultralight....". Only got challenged once, by a really sour and aggressive character, he asked a lot of questions and took a bunch of photos, then when he went home for lunch and I suspect to consult the internet about this model, I quickly loaded up and split..... If I did get bailed up they could either charge me with flying an overweight ultralight, which usually just brings a slap on the wrist, or they could charge me with flying an unregistered aircraft and having no valid license, which would be really serious..... Americans strongly believe that we should all be left to out own freedoms, provided we don't interfere with anyone else, so if cornered that would be my last ditch defense.... I had intended to get a Sport Pilot license, so jumped thro the hoops for the Transport Security Administration (background check and finger prints for us 'aliens'), took the FAA written exam (93%), and passed a third class medical. But when they insisted on full 20 hrs basic training I balked. I did that 20 hrs basic training 23 years ago, and now have 2700 hrs experience since, 1200 on type for that aircraft, plus endorsements for cross-country, pax, radio, high performance, low performance, nose wheel, tail wheel, two stroke, and human factors. Their 20 hrs is really just basic training and doesn't have any endorsements, not even cross-country, and I had learned all their rules and procedures and air space in the written exam, so their 20 hrs wouldn't have given me anything further. So I carried my RAAus certificate (and my ASIC card to show that I've had background check here as well) and determined to argue my case if should need be. Not legal at all, but a pretty sound case of proven competency. Supposedly ICAO is working on reciprocity of Sport Pilot Licenses, but I don't suppose I'll live long enough to see that..... Never got questioned about it, and probably wouldn't ever be a problem unless I was involved in an accident or incident that attracted attention. I mostly flew out of quiet country airstrips and was careful to stay out of everyone's way. I was quite surprised to meet and hear of so many pilots flying GA aircraft over there who no longer have a valid license or never ever had one...... So, I was taking more risks than just flying over the rugged terrain in an open ultralight..... But sometimes you just have to take some calculated risk to get done whatever you need to do..... Actually, the risk with the most dire consequences was that I couldn't get medical insurance for flying activities..... Regular travel insurance excludes such activity, and even companies that insure high risk sports like base jumping didn't want to know about PIC in an ultralight.... If I had ended up in the outrageous American hospital system in traction with a broken leg, that would clean out my retirement savings..... So I figured that if I could crash near a road and crawl up on it then I'd claim to be 'road kill'....... Such were the trials and tribulations when I just wanted to have some innocent fun! But I got away with it, and now back safe and secure...... JG

Maybe I should point out that it wasn't really as dark down on the ground as it looks in the photo. The camera set the exposure on the bright sky.... I took off at exactly 0432 EST, legal first light at Kilcoy this morning. JG

Ah so easy after all.... First sunrise 2016, above Lake Somerset, SE Qld. Kilcoy Airfield, New Years dawn 2016. Wishing everyone a great fun flying year ahead. JG

I have photos of 2016 sunrise from 4500ft over Lake Somerset, but don't know how to post them here???? JG

Gday All, Come along for my last flying/roadtrip in the USA. http://jgflyingroadtrip2015.blogspot.com.au/ JG

It still looks complete to me..... What do you find missing?? JG

Thanks for that Rick. Just updated, from my camper van in the USA - amazing technology.... JG

Yep, that's our experience with Mogas as well. I can account for at least 4000 hrs on Mogas, between several friends and myself. Never had an issue and included flying all over the country and filling jerry cans from many bowsers.

Yep, that's our experience with Mogas as well. I can account for at least 4000 hrs on Mogas, between several friends and myself. Never had an issue and included flying all over the country and filling jerry cans from many bowsers.

I keep hearing gossip that Savannahs with slats removed are having greater risk at heavy loads. I've done expensive testing years ago on this subject, and investigated several incidents. The results of all that work can be studied at http://www.stolspeed.com/flight-testing-slats-vs-vgs Later Savannah owners maybe haven't studied this data, but everyone should. Yes, there is a risk in STOL aircraft such as Savannah and Zenith 701, from flyers trying to drag them off the ground at unsafe slow speeds. This is particularly risky with full flaps, as is analysed in the above article. The slower the aircraft lifts off the more the risk, so the Original wing with VGs could be slightly more prone that the 'VG' wing because it can lift-off a couple of knots slower, and of course the model with slats is considerably more so. This not a fault of the configuration of the aircraft, but the technique involved. My Savannah flight manual states, "...For Short Take-Off - full flaps, brakes on, full throttle, stick all the way back...." With this technique the Savannah will immediately rotate and lift-off, with less air speed than is required for the control surfaces to have enough authority. The tremendous torque of that 100hp at full bore causes a torque roll to the left. The flaperons are already at 40 degrees and providing heaps of lift. If the pilot tries to counter that torque roll with stick to the right, then the left flaperon could stall and cause that wing to drop even more, then the instinct is more stick to the right and the wing drops even faster and the drag that side causes the aircraft to yaw to the left and that wing stalls completely and it's all over so close to the ground. I know this to have been the scenario several times..... Not the fault of the wing, but rather technique. Savannah and 701 flyers, please read and study and heed the lessons from that detailed analysis. JG

Thanks heaps for that info. I hadn't realized that the washout would reduce tip vortex drag. In that case I'll keep it at 3 degrees as is. Short enough take-off roll already, and absolutely stable mush instead of a stall. I can adjust the flaperons in flight, but haven't experimented with that yet. Sounds like it will work out really well, reflex for faster cruise speed and deploy for slower landing, just as planned. This is going to be a fun machine. I call it my 'High Clearance Trail Bike'. JG