Jump to content

dan tonner

Members
  • Content Count

    88
  • Joined

  • Last visited

Community Reputation

49 Excellent

About dan tonner

  • Rank
    Well-Known Member

More Information

  • Gender
    male
  • Location
    Nova Scotia
  • Country
    Canada
  1. ".........….the only country I believe that has the extended baggage kit come out as a standard……………….." Hi Mark; I've been following the "Mabel rebuild" with considerable interest. It looks great and appears as if you will have a far finer airplane than the one that appeared on the original designer's blueprints. FWIW: my 2010 Savannah XLVG was the only model offered to North America when I purchased it in 2011; - it, of course, had the extended baggage feature. I believed that as the ICP models underwent manufacturer's modifications over the years, older versions were discontinued (once existing kits were sold off) and another handful of assembly manual pages were added to the documentation package. All the best, Canada Dan
  2. Hello Bob, it is nice to see you back at the build; I have thoroughly enjoyed the precise and astute commentary as your build progressed from day one. It was a treat to meet you and see your project in our visit to NZ in early 2017. If you ever decide to sell, I want to buy it and fly it back home to Nova Scotia as the penultimate Savannah. It is going to be a winner. Your silencer and a few other things with your setupThis may not be much help with the exhaust clearance, but I've attached a few pictures of the pipes I installed on my 2010 XLVG (called a VGW here in Canada). The curve in the your forward pipes appears to be a modified version of what came with my kit - both my forward pipes were (initially) straight from the welded joint to the silencer "ball end". I added a soft "s-curve" to the left-side pipe to be able to remove the oil filter without having to move the pipe. Since these pictures were taken (and 150 hours - or so - of flight time) much has changed - Silicone rubber coolant pipes to and from the radiator, a new proper set of plug wires, a different oil cooler and aft supports for the radiator. Lots of other stuff too - maybe someday we'll have another chance to compare notes. I also had to remove, clean and re-position the coolant nipples but this was because the original installation of my 600-hour 912UL was on a bed mount in an Aeroprakt A22 (Foxbat). I'm sure you're already aware the Loctite is a specialized one for the coolant nipples and it softens up nicely with the application of a little heat. The nipples do not have to be "tight" in the position you want them when using the thread sealant, so, even by shortening the threaded ends by a few mm, you will be able to gain some clearance. Re-bend the pipes? Shorten the coolant nipples? You've got options! (And Mark Kyle and the Aussie never seems to run out of great ideas if we do.) All the trouble and all the effort is forgotten the moment the wheels leave the ground. I suspect it must be like childbirth. The airplane is a true joy - docile, forgiving, responsive and predictable. I've only been flying a few years, but it would have been many more had I had a sample Savannah flight thirty years ago (like the ones I had with Ken in Feilding and Pete in Masterton while in NZ in 2017). All the very best, Canada Dan
  3. Hey Major Tom; Congratulations and a tip pf my hat for a fine looking airplane. I have often heard references to the "RV grin"; the picture of the man in the pax seat (you, I assume) suggests the "Savannah Smile" equally paraphrases our experiences. Fly Safely, Canada Dan
  4. ????? The Rotax 912 series engines all use 45 degree, resistor-type NGK spark plug caps (although I understand they are moving towards a 90 degree cap to make it easier to measure the pull-off force). Rotax specifies resistor-type plug caps for this series of engines although I'll bet they can be sourced elsewhere for a quarter of their price of over US $16.00 each. Rotax calls them "Suppressed Spark Plug Connectors" - perhaps to explain away their usual ridiculously inflated price tag. Fly safely; CanadaDan
  5. If the aircraft flew properly without the VGs and with slats, the issue appears related to the altered lift characteristics and/or airflow changes resulting from removal of the slats (I have assumed the slats were removed) and the addition of VGs. JG (John Gilpin) - an active contributor to this group - was a pioneer with this modification to the Savannah aircraft. I suggest you address an inquiry directly to him. You may have seen these articles - certainly a good place to start... http://www.stolspeed.com/slats-v-s-vgs; http://www.stolspeed.com/id/26; StolSpeed Aerodynamics - Performance Enhancement for Light Aircraft (the latter two links connect to JG) Wish I could offer more. Fly safely. CanadaDan
  6. Hello Hugh. I was a member of the Jazirah Aviation Club, located in the emirate of Ras Al Khaimah in the United Arab Emirates - in fact, I learned to fly there. The original club aircraft were Jet Fox airplanes similar to the one you pictured. The club had two of these listed for sale and I believe at least one of them was still listed when I left the UAE for home (Canada) in 2011. I believe the club would be able to provide the information you are seeking. The club website and contact information is below and there is a "Contact Us" link on the site. Good luck. Canada Dan Jazirah Aviation Club
  7. (Let me finish what I was saying without hitting "enter") ....simply means: "the attachment of the strut brace" MAJOR TOM: 451/452 rivet to the underside of each wing at the third rib and form the upper mount for the strut brace. gotta love that manual.... Canada Dan
  8. Hello Eightyknots; For anyone living in another galaxy, it is clear: "the attacks of the strutbreaker" simply means: "the attachment
  9. Hello Lyndon; I've been following your build with interest for some time - takes me back to my trials and tribulations of building my VGXL in 2012 - 2013. With regards to the plastic instruments: my kit came with the plastic VDO gauges for both Temperature and RPM. VDO make spin-on mounting collars for these plastic gauges and they are relatively cheap to buy and solve the "spindly-legs" problem and the risk of cracking the gauge body by over tightening. The gauge bodies are already threaded toaccept the spin-on collars VDO was easy to deals with and shipping was prompt. All the best, fly safely; Canada Dan
  10. Thanks Rankamateur; I had read here somewhere about the heavier spring under the flap lever button and have already done that. I am installing Mark's modified flap brackets to improve the lever positioning as well. I will reinforce the base of the new brackets with lengths of 3/4" extruded aluminum angle. I'll post a picture or two when finished. Eightyknots: The airplane has been repaired and has flown about 30 hours since. I'm still working on an intermittent engine misfire that began last fall just before winter layup; I plan to be flying again shortly. All the best, fly safely, Canada Dan
  11. Hi Bob; Remember my build was an XL VG but I do recall an issue with one of the SS strut-to-fuselage fitting during my build. Essentially, the bolt and rivet holes in the fitting that attach to the left and right sides of the cabin frame all aligned perfectly; BUT, of the 5 bolt holes (2 front side, 3 rear side) in the "fingers" that reach into the tunnel, the two front side holes - on the left side strut-to-fuselage fitting only - did not line up with the holes in the channel. (The right side strut-to-fuselage fitting caused no grief and all 11 bolt holes aligned properly.) The two fittings (left and right side) did not look like mirror images of one another - the two bolt holes in the front "finger" on the left side fitting were not centered in the finger; the bolt holes in the "fingers" of the right side fitting were centered. To correct the issue, I bolted the strut fitting to the side of the fuselage, marked the hole alignment using the holes in the mainspring channel, then removed the strut fitting, re-drilled the holes and used epoxy to fill the original holes. (pictures attached) This may not be the issue you are facing, but it did indicate to me that the strut-to-fuselage fittings on my build did not live up to the same tolerances to which the rest of the components were blessed. Perhaps that part is still not sorted - the fittings appear to be individually fabricated and perhaps are not up to CNC tolerances. All the best to you, Leigh and Peter; you each contributed great memories of a wonderful New Zealand visit. We're back home and excited about the Nova Scotia Spring. Perhaps someday, should you visit my neck of the woods, we can return your warm hospitality. Dan
  12. Thanks Major Tom; I didn't know such a tool existed - I'm looking into adding a pair or to to my shopbox. All the best; Fly safely, Canada Dan
  13. The "Tundra Tires" tires that came with my 2010 XLVG Savannah kit are the ones pictured below; they look like the same ones on the Texas Sav. Mine are 800 x 6 Carlisle Golf Cart tires. They are 4-ply and are clearly marked "Not for highway use". (But OK for airplanes???) So far, they've been fine. Knock on wood. Canada Dan
  14. I am interested in those "electronics pliers" Major Tom. Am I correct to assume these were used to snip off one side or the other of the solid rivets? Did you have to modify them I never was too happy with the trailing edge rivets on the wings, flaperons, rudder or trim tabs when I built my own Sav but after seeing what's possible with the right squeezer, the proper rivets and fitted rivet sets, (thank you IBob) I'm about ready to give it another go. The issue that's been keeping me at bay is how to remove the installed solid rivets without damaging the skins by grinding off the heads or elongating the holes with a skating drill bit.
  15. A little late, perhaps, but these images, from Scott Thrash in Texas and posted in the Savannah Owners Facebook site, sure caught my eye. Canada Dan
×