Pat

There's also carb heat using warm water. Isn't water  that takes no additional power away from the engine better than electric and airbox? 

Please add me to the list - I'll buy one! Thank you! 

GRT support says the EIS4000 can use existing oil/cht sensors. 

Any recommended EGT sensors and where to obtain them in Europe? Thank you! 

2 minutes ago, perrynz said:

Hi Pat. Just to add my two cents worth, as others have mentioned, the hex headed bolts and nuts need to be swapped out with the correct AN hardware. The bolts that are fitted in your plane appear to be stainless steel, and are unlikely to meet the same tensile and shear strength as AN bolts and nuts. Additionally, the threads on aircraft bolts are formed by a rolling process (not cutting) and are therefore much stronger in tension applications. Looks like a great project ahead of you. Cheers. Perry

Thanks, those will be changed. I've been in touch with ICP Italy regarding ordering a set of AN scres/bolts/nuts and have sent more than a few emails the last months... "tecnico" is helpful and always replies "I will forward to sales" but I never get any reply from sales 😕

 

Thanks Bob, can you please elaborate on "the arrangement". Eager to learn. 

Just a little add on: I recently read, contrary to my experience and what I was taught so far (low power = carb heat on) that acc. to physics the low pressure (and subsequently the cold temp in the carb) is highest at high power settings. 

Anyway, is the engine compartment of my Savannah sufficiently warm enough to avoid carb ice? 

8 minutes ago, IBob said:

 

Yes, absolutely, carb ice can be a problem.

Some Rotax equipped aircraft do not have carb heat, but instead take air from under the cowls all the time.
A VG on our airfield does have carb heat, and the XL and S Savannahs all do too.

 

It's probably easiest to post a pic of what you have under the cowl, Pat?

Cheap but nice "upgrade". Velcro doorpanel storage nets from Tasmanian Tiger (10€) added to my Savannah. 

My Savannah Rotax installation does not carb heat. The air cooler inlet scoop and cooling screen is behind the cabin. Is carb ice not a factor? Or why omit carb heat? 

80 hp performs quite well https://www.flysto.net/logs/10dxglyk/departures/0?view=video 

 

Hi,

I purchased a used GRT EIS 4000 for my Rotax 912 80hp. 

It includes connectors, oil pressure and oil temp transducers, however no probes. 

Which probes (from GRT, or also others?) can I fit to the engine? 

Thanks for your help! 

PS: Reason for the GRT EIS 4000 is I have an iLevil AW and it accepts the GRG EIS 4000 data via RS232. 

Thank you, very interesting. 

Does anyone know why some Savs have these additional strut links, and some don't? 

On 12/8/2023 at 6:57 AM, Marty_d said:

What is the part with the crack in the side where you asked if a doubler should be used?  If at all important I would fabricate a new one - doesn't look very big but the rolled edge may give you trouble. 

Intake air scoop on the back/top of the plane. Not a structurally critical part, I think. 

Thank you for pointing out my AD misunderstanding.

ICP says the parts for my plane were manually cut ("hand built") vs. later models that were cut using CNC. 

Thank you all for the helpful replies!

Any suggestions for a paint remover? Is it ok to initially leave the wing strut attachm. plates in place and expose (strip paint off) only the seams? Or better remove the plates and only the strip the paint? 

I will have the nuts and bolts replaced to AN spec. Apart from ICP, is there a good source for these? 

I have emailed ICP regarding the strut to fuselage attachment plates and they replied

"The wing strut attachment are not ICP." 

Not yet sure what to make of that reply. Browsing some fotos of other MXP740/ICP Savannah planes online I found show very similar looking wing attachment plates, however I could be wriong.

There was an AD in 2005 based on a SB from ICP, I saw it somewhere in my plane's records as well. 

Manufacturer's announcement: SERVICE BULLETIN 02-2005 from I.C.P. Srl

Structural failure

Affected series: all

Affected work numbers: all

Occasion:

Accident of an aircraft of the Savannah model in Norway due to breakage of the mounting plate wing main spar to the front strut

Measures:

Checking the condition of the attachment of the front strut to the wings according to the

Service bulletin of the manufacturer.

Dates and deadlines:

The measure must be carried out before the next start.

I didn’t intend to post the pictures of the rubber grommets for brake/fuel lines and gas caps but since they’re there I might as well ask: Any source to buy replacements? 

Curious for your advice on the below pictures.

What could be the reason for this different, longer bolt? 
 

Should I secure these bolts with loctite? 
What is a suitable grease for the bolts that hold moving parts (ailerons, flaps, elevator, rudder)? 

Any concerns for the strut attachment plates? 
 

Repair ideas for this one? Rivet a doubler s sheet? 
 

Where do you buy these camlocks? 

BRS cover is made of thin plywood. Any recommendations for a more suitable material? Plastic? Thin sheet aluminum? 
 

Thanks for the help! 

Pat 

6 minutes ago, turboplanner said:

The race car structure is not just based on a helmet; that's component 1.

Component 2 is a roll cage or structure designed to prevent collapse or intrusion towards the driver.

Component 3 is a safety harnes which restrains the driver from coming into any contact with the roll cage/structure.

The helmet then only has to protect against flying objects.

Above a certain G force, even with this in place, a driver can die from the brain hitting the skull in big G Force car impacts, i.e. drivers have died without a mark on them in Toyota Land Cruisers fitted with bull bars due to the sudden stop.

 

You haven't told us what the application is that requires a helmet; just that you want to feel safer in normal operations, or high risk operation such as crop spraying. Aircraft operations are different to race/road cars.

 

There's a very good thread on it on this site if you want to do some searching.

 

 

Thanks for the explanation, appreciated! I still don't understand how the gopro ended up in the driver's skull? 
Anyway, excellent point raised about objects within the helmet, thank you!

I'll do some searching for the helmet thread. Application is indeed I want to feel safer in normal operations (= in my flying gardenshed ultralight plane). Thank you!

On 28/5/2023 at 2:29 AM, turboplanner said:

Problem is any object inside the helmet shell becomes embedded in your skull. Same with objects on the outside like cameras. There was a NASCAR crash a few years ago, looked fairly routine, but the car had a camera mounted in the roll cage and it took more than 7 hours to get him out. Specialist brain surgeons were called and operated on him to extract the camera.

Not sure I understand. The camera was mounted in the car. The driver wore a helmet. He hit the camera with the helmet, and it protruded into his brain? Must have been a really crappy helmet? Formula 1 helmets are bullet proof...

8 hours ago, Old Koreelah said:

Pat if you have limited means and some skills, build your own. I bolted my DC headset to a fibreglass bicycle helmet.

Interesting, do you have some pictures or a build log? Thanks

Any lesser known brands out there besides the usual (expensive) suspects? 

13 hours ago, IBob said:

Hi Pat. Lots of good Savannah info here.
And no shortage of opinions, either!

Not sure why removal of slats would require structural reinforcement, will be interested to hear what you find out.

Here is a machine translated article I found. According to the article, removing slats and adding VGs required structural modifications. 

For lack of a better category, posting this here.
Is there a helmet that is suitable for flying that allows wearing typical headsets underneath (i.e. the headset is not fixed integrated into the helmet)? 

Thank you!

20 minutes ago, Marty_d said:

Welcome Pat!  Good to see another plane with slats (I'm building a Zenith CH701, very similar to the slatted Sav).

Thanks. I am getting conflicting info regarding removing the Slats in lieu of VGs. Local distributor says structural reinforcements required...  I'm aware and in touch with the expert from down under who is also a member here. 

6 hours ago, onetrack said:

One can't help but be awed by the European Alpine scenery - but the restrictions as to finding a satisfactory area for a forced landing, must be a real concern!

One has to think about it, yes. It's not too bad in good VMC if one follows the valleys and keeps some height margin. If one would really be able to pull off a forced landing in spite of all the cables, obstacles, uneven topography etc.. is another story and greatly depends on the exact location it would be required. You can see the flight in 3D here

There are published "GAFOR" routes with weather forecast and so called "reference altitudes" (highest elevation +/- 600meters laterally) along the valleys and passes.