Neil_S

Hi Skippy, If you are unsure if your transponder has been connected to a certified GPS (and it sounds like it hasn't) then you can check. With the transponder in STBY mode cycle the FN function button and see if it shows ADSB Monitor mode with GPS coordinates as per the Trig TT22 manual :- "8.8 ADS-B Monitor. The ADS-B Monitor is only available on installations that include an ADS-B position source. The ADS-B Monitor provides a display of the position information that is being transmitted in ADS-B position reports. This can provide confirmation that the correct information is being transmitted, particularly where the GPS source is remote from the transponder. In the event that valid position information is NOT available from the GPS, the latitude and longitude display will be replaced by dashes; if no valid latitude and longitude is shown then ADS-B position information is NOT being transmitted." So if no Lat/Long is displayed then no GPS is connected. As noted previously I run my Skyecho with ADSB IN and OUT along with my Trig TT21 as the Trig is not connected to a GPS. The reason ATC was able to contact you before is because the transponder displays the default squawk code 1200 on their screen with your altitude and ICAO unique identifier. I have had this happen to me (before I had the Skyecho) when ATC warned me about other aircraft in my vicinity at the same altitude. They asked me to "Squawk Ident", so I pressed the IDENT button on the transponder - this causes my paint on their screen to flash, thus confirming they have correctly identified me! When you set up the Skyecho you input the 6 digit hexadecimal ICAO code that is used already in your transponder as it uniquely identifies your plane. You can check this value also on the Trig (if not already written down in your documentation). If you are not confident doing this then I am sure your local avionics guy who calibrates your transponder biennially would check it for you. HTH Cheers, Neil

Hi Skippy, I'm still not sure if you have your Trig actually set up and connected to a certified GPS so ADSB OUT is enabled. By default it isn't. IF it IS set up with ADSB OUT then you would have to disable the ADSB OUT in the Skyecho and just use the ADSB IN with your EFB. This is a big waste of money - you can buy just an ADSB IN device from UAvionix called a PingUSB for about $475 (half that with rebate). This will display ADSB IN on your EFB. IF you don't have ADSB OUT set up on your transponder then the transponder can still be (and should be, as others have pointed out) turned on as it fulfills a different function from the Skyecho (as outlined previously) by communicating your info to ATC when interrogated. The Skyecho will broadcast your position etc to other aircraft equipped with ADSB IN directly. Its signal is not that strong, but it is fine for recreational aircraft, in my opinion, as its range is up to about 40NM according to UAvionix. I think that's if you have it positioned in an ideal location - my experience with my Skyecho in my Savannah is about 25NM, but that's still OK for me as I usually have an aircraft displayed on my AVPlan a long time before I spot it visually. (e.g. If my calculations are correct - if 2 aircraft were each travelling at 120kts directly towards each other if they were 20nm apart they would have 5 minutes before colliding, so that's a reasonable time to take evasive action). HTH Cheers, Neil

Hi Skippy, I have a similar situation - Trig mode S transponder, but they are only ADSB out CAPABLE, which means you would have to hook it up to a certified GPS source before it would be a valid ADSB OUT source. You would also have to get some sort of ADSB IN capability. I looked at doing this but it would have cost thousands as I do not have a certified GPS. Much easier and simpler is to just use the Skyecho as both ADSB OUT and IN (with AVPlan or OzRunways to display the ADSB IN). Note that your S mode transponder has a different capability as it is interrogated by ATC in order to display on their screens. ADSB is a broadcast, and is not interrogated. The Skyecho is currently SIL 1 (integrity level 1) and although I believe ATC could display the info they currently don't as it's not a good enough integrity level. What you need to avoid is having a transponder broadcast ADSB OUT AND have the Skyecho broadcast ADSB OUT as well. So I didn't set up my transponder to use the ADSB OUT capability and just used the full ADSB OUT and IN of the Skyecho with AVPLAN on my Ipad mini. HTH Cheers, Neil

Hi John, Doesn't go to 19 reg from 24 reg - you need to change it to E reg, ie E24-nnnn to put it into Experimental category. Then you can fly with engine "On Condition". Cheers, Neil

My grandma was the same!

Hi BC, My Savannah also needs a few bars of down trim for level flight despite my CG being right in the middle of the MAC range. I've been flying it for about 8 years like that..... Cheers, Neil

Just what evidence do you have of such a libellous accusation??? Out of respect for his wife, brother, and the rest of his family and friends I suggest you limit your comments to facts.

It was $8300 - but still didn't hit the (unknown) reserve.

Hi, It's probably listed as unairworthy as the engine has not been run since before COVID. Engine was running On Condition at 2300 hours. Cheers, Neil

Hi folks, Not mine, but if anyone is interested there is a Gazelle for sale at Penfield by auction on Thursday August 8th. 1996 Skyfox Gazelle CA25N Ultralight 2 Seater Aircraft Auction (0001-3029867) | Grays Australia WWW.GRAYS.COM Cheers, Neil

Hi Danny, I also fly a Savannah and my local airfield has all circuits to the west, so depending on the wind direction I may fly either a left or right hand circuit. So, as IBob says, just stick with it and you will not be fussed by right hand circuits. Personally I find it an advantage as it means I am happy with either, so landing at a different airfield with a RH circuit is no drama. In fact I have found many airfields in Victoria seem to have RH circuits either for noise abatement or terrain avoidance, so it's definitely an advantage to have such experience. Cheers, Neil

Hi Skippy, Easier to see. The fuel can dry very quickly and it's sometimes hard to see exactly where it was on the stick. Keeping a finger on the end of the tube until read is just more precise. Cheers, Neil

In addition, when departing the circuit please do NOT say " departing for the training area" - those of us not familiar with your airfield and training area will have no clue what direction the training area may be from the airfield. Give a bearing instead, eg "departing the circuit on crosswind tracking north-east on climb to 3500" Cheers, Neil

Hi IBob, I have some narrow plastic tubing I bought from an aquarium shop - I was thinking just use zipties to attach a length to my wooden dipstick. Cheers, Neil

That is really neat! I might try and put one like that together.... Comes under the "why didn't I think of that" heading 🙂 Cheers, Neil

Hi guys, After many years trying to find something that worked I came across the wonderful strap wrench. Available at Bunnings in multiple sizes for <$15. Works a treat! Cheers, Neil

Hi Luke, No - no parachute. Cheers, Neil

My Savvy S with standard steam gauges, long range tanks, carpet, adjustable seats, centre stick, manual flaps and 15x6.00-6 tyres is 310.5 kgs. Cheers, Neil

Hi Kogg, I have a Savannah S with the normal 15" x 6.00 x 6 tyres. Had it for about 9 years. I normally only use 1 stage of flaps for landing as it still lands plenty short. I am light and flying solo usually the plane would be about 500kg (1100 lbs) I approach at about 50 knots (57.5 mph). As you are aware, the plane is draggy and those big tyres of yours would just make it more so. I reduce to about 45knots (52 mph) on flaring and touch down at about 40 knots (46mph), nose high to keep the wheel off the ground for as long as possible. In gusty conditions I do a flapless landing slightly faster. I prefer using the one stage of flap as it also means I don't have to reconfigure for a go around. My hangar mate has a Savvy VG with slightly larger tyres than mine (maybe 18"), but smaller than yours. I'm pretty sure he always does a flapless landing. If I feel the plane descending a bit too rapidly just before touchdown I add a bit of power to cushion the touchdown. My home strip is about 1200m grass, so we don't really need to land short, although I am usually stopped in about 200 - 300m anyway. Hope this helps! Cheers, Neil

I agree - and made that exact suggestion of UNICOM to RAAus after my arrival on Friday. There should have been a nominated runway that people could hear about 10nm out so they could plan their approach accordingly. Particularly if wind was light (as it was on Friday). Hopefully this has been taken on board. As I was on downwind for 22 I saw an aircraft taking off from 04, presumably because a) it was more convenient for them with less taxiing/bactracking from the terminal area, and b) the wind was light. Cheers, Neil

Me too.

Hi Skippy, Yeh - the front-mounted distributor was a pain on earlier models - my mate used to spray everything with WD-40! Later models like mine had a cover, which seemed to do the trick. Cheers, Neil

Hi FlyingBaz, I also spoke to an avionics guy a while ago about setting up the ADSB OUT on my Trig 21 transponder. He also said I would need a certified GPS source (my Garmin Aera 500 is not certified apparently). I think he mentioned the Garmin 335 too. It would therefore cost thousands, including his labour, to buy and to hook it up. He said to just get the Skyecho, which I did, and was able to claim the government rebate with no issues at all. Total cost was about $450 (it was a while ago). Cheers, Neil

Hi Skippy, I used to own a Mini in the UK. Absolutely loved it. Could park anywhere and with the low CG could sling it round corners in narrow country lanes with ease. The only drawback was changing the oil filter - I have small fingers but I still used to lose the skin on my knuckles every time. Hate the newer BMW "Mini" - total crap. Cheers, Neil

According to retiring RAAus Ops Mgr Jill Bailey last week they are hoping for CTA access for appropriately equipped RAAus aircraft late 2025 or early 2026....... They wanted to get 760kg stuff done first.