fallowdeer

Hi Trackley Couple pics of the oil level inspection panel we put in my VG. Made pretty much as described in the link above. Very worthwhile and I recommend you do this. Just because you can check oil level easily this way hardly precludes you taking off your cowl as often as you wish for a full inspection in my opinion. Peter

Hi Trackley I made an oil filler check panel for my VG. Was really worthwhile. I'll be down the hangar today and take some pics. Peter

I've found mine handy, put a Ram mounting ball on to hold my IPad. Peter

Alternative filters may work just fine, I don't know enough to make an informed decision. Over here there is about a thirty dollar difference between a Rotax one and one from Repco. So I figure that over the fifty hours I changeout an extra 60 cents per flight hour won't break the bank. Peter

"I know that photos can be deceptive but I have to say I would have wanted to be on the ground long before I got to the third photo in that group." Hi Geoff Yes, I thought a while before I posted those pics. We were no lower than 800ft agl all the way over flat terrain with a constant supply of suitable landing spots for a Savannah VG. The odd thicker rain shower to divert around but you will note the edges of blue sky we were working towards in both pics. Nowhere ever close to losing a discernible horizon and ground reference. A world of difference between operating in reduced visibility basically under an overcast such as here to mixing it up in cloud and mist to the deck in hill country. Would be nice to operate only ever in CAVU but on the other side of the coin some experience in inclement wx flying (within limits of course) could well be useful one day? Whilst it's not in the microlight syllabus here low level bad wx flying was part of the PPL syllabus way back when I flew GA. Slowed down 70 odd knots, half flap etc. Peter

Headed to a fly in on Sunday, took off right on MCT. Wanted to head west over the ranges ( 5000ft ) but there was a fair bit over cloud covering them so headed north looking for a gap though Des and Simone in the Tecnam found a way over and down. The wax here from the west stacks up against the hills. Murray in the C150 and Nicola and I in the Savannah VG found a way through at a low spot and headed into the NW. 50knts ground speed through the drizzle and low cloud is a little too slow even for a Savannah driver! 2.05 later we had cover the 130 nm, 58 other planes, all no doubt suckered in by what had been a good forecast. Time came to head home, wx no better pretty constant drizzle and a bit of time detouring around some of the murkier bits but at least 100knts ground speed. From a few pireps and some other research knew the gap in the ranges was clear so then it was into the lee of the mountains and a clear run home for a welcome wine! Home base Yay!!

In calendar years 2014 and 2015 Cessna sold 298 Skyhawk 172s. Cirrus sold 547 SR22 and SR22T models. There are a lot of Cirrus aircraft out there.

Go Bob. Very inspiring!

Coulson still operate the two surviving Martins. One was at Oshkosh this year.

My top rudder bushing was very worn at 270 hrs.

Hi Steve I sourced my tyres and tubes from Desser Rubber in the states. Their service was great. Even with freight and GST etc it was heaps cheaper than I could have got them here in NZ. Peter

Hi Xavier I have the same combo on my VG. Replaced the previous spatted 15/600 x 6. Drilled out the old fork about 15mm lower. Did new weight and balance, added a fair bit of weight but Cof G change was negligible, only a few millimetres. Overall the improvement fantastic, able to get in and out of places that were impossible previously. Before and after pics. Peter

Hi all Interested in what everyone's Savannah weighs. Redid mine after changing tyres to 21/800 mains and 600/6 nosewheel, now weighs 305kg giving me 255kg useful load. Peter

I.C.P. Srl Savannah™VG FLIGHT MANUAL Pag. 14 Issue 1/Revision 03 ICP Srl – S.P.16 km 15,150 14022 Castelnuovo Don Bosco (AT) Jan.2012 Tel. 011.9927503 Fax 011.9927266 1.9 CABIN Two large lateral doors allow an easy indipendent access to the cabin. They are hinged with two hinges on the upper edge of the doors. They may be locked by a key handle located in the lower edge and by a latch in the front edge. The doors may be removed unscrewing the hinges, if so desired (flying in hot regions or to take pictures). The doors MUST NOT be opened in flight. WARNING: Is very important to verify that the latch in the front edge of the door is locked before taking off. 1.10 CABIN FEATURES AND UPHOLSTERY The cabin arrangement features two canvas covered side-by-side seats. 1.11 VENTILATION The cabin’s ventilation is provided by an opening between the doors and the upper part of the cabin door frame. A dynamic air scoop intended to extract the cabin air is installed at the top of the baggage compartment. Cabin ventilation may be improved by using two rotating air scoops in the doors windows. It is important to achieve an efficient cabin ventilation to prevent windshield condensation in high humidity, low temperature weather conditions. 1.12 CABIN HEATING On the upper right side of the instrument panel there is a push-pull control. Pull it for hot ventilation in the cockpit. The outlet may be opened by a rotating panel on the cockpit glare shield. The air is heated by a heat exchanger located around the muffler 1.13 INSTRUMENT PANEL ATTENTION: The installed instruments are not certified according to any aeronautical regulations. Dangerous flight conditions should be avoided at all times. Do not consider the values given by the instruments as an absolute value. As standard equipment the following instruments are fitted: Each aircraft may have different instrument configuration according to customers request.

Way to go Bob. Can't wait to see your bird go together. (And Perry's as well) Soon my old VG will be the ugly duckling in residence!! Peter

Hi Hasse While that gravel bar is quite long not all of it is usable because of the varying size of the rocks. The usable portion is about 150 m. The great thing about the Savannah is that although we all know nose wheel aircraft a aren't the best for off airfield ops you can get the nose wheel off the ground at very slow speeds. I also don't go to full power till rolling at least 10-15knts to hopefully minimise the chances of bringing smaller stones and debris through the propellor. On this occasion I was light too, probably about 420kg. Good fun. Peter

Local flight a few minutes from home, found a gravel bar that looked OK. A few low passes down to 20 feet, there was a long enough stretch with stones small enough to land on so in I went. Usable strip length about 150m. Fishing rod as cargo next time!

Hi Phil God to see another member a bit closer than across the ditch. There are about half a dozen from the Wairarapa on here, local club has three Tecnams and there are a few privately owned micro lights with a couple more under construction. Great place to fly over the hill here, plenty of strips and great airspace as you would know. Peter

Hi everyone. I'm interested to hear what USB kit is being used to charge IPads onboard. Spruce shows a huge range price wise here, with some claims that a simple 12V USB charger is adequate and others with a very pricy ($600 USD) and fancy 12V to 5V converter integrated. Thanks Peter

Taking off from Poolburn airstrip, central Otago NZ February 2016. 2700amsl. Nice country

Trip from Masterton to D'urville Island. Nothing from the air, just a few destination pics. Mate took his C150. About 100 nm from home. Public strip, about 700m, great day. Came back at 9000ft Peter

Just mucking around home this morning in the Savannah VG

Hi Mark Yes, I've never used full flap for takeoff, see no need and don't intend to try. And yes, with full flap and slowed right up for the shortest strips it's all about rudder, getting into the shorter spots I find three or four knots off the target over the threshold can make a huge difference when you're looking at the fence or whatever at the other end..... Peter