bobcharl

Hi Jerzy, I remember during construction of my VG-XL that it appeared that the slots to accept the locking bolt were not deep enough to be secure. Your photo seems similar. I recall around that time someone else had trouble with inadvertent disengagement of the flap mechanism, so I decided to file the slots deeper to ensure a more positive engagement. Cannot remember if I widened the slot , but I do remember stretching the spring slightly to hold the bolt a little firmer into the slot. So far so good but it is relatively early days yet- only 80 hrs. to date. Could possibly organize a photo if you feel you need it. Regards, Bob

Been following this thread with interest, because it seems that this cracking must be caused by the side extensions off the main stem which accept the steering rods hammering on the lower bracket during taxi-ing. My interest is because in my installation these side extensions actually clear the bracket by a small amount, perhaps .020 thou. This means that any hammering in my case is occurring on the thrust bearing at the top of the stem. Is this likely to cause problems in that region? Any comments would be greatly appreciated. Bob

Thanks Mark. Bracket looks good. Methinks a retro fit might fill in a fair amount of spare time. Bob

Hi Dan, Sorry to be using Marks thread but didn't know how else to go about it. Can you tell me more about this beefed-up front gear support. Did all VG XL models have it or is it a retro-fit. Is it ICP or is it an after market creation. Any info appreciated. Bob

Hi Guy s, I'm a bit late in responding to your query re roof tinting ; sorry. My experience is same as some other posts, had mine tinted about 2 years ago against advice that it may bubble, and to this point still perfect. I felt at the time that more would be needed so I fitted a blind as in the pics. It is a common household roller blind ( called a "Holland Blind" in some stores) cut to size and shape and fitted as shown. The plastic insert across the front edge I replaced with folded aluminium to give it some rigidity. Can be opened and closed in flight and very effectively breaks the radiant heat. But then I'm not bald! Regards, Bob

No bending, no rod, just rivet it on as per the diagram on the page in your photo. The cover will then go on the outside of the fuselage with the riveted strip inside the fuse. Cleco it first and try it and you will work it out. Regards, Bob

Lyndon, Re your rudder cables and wearing blocks. Note that the rudder cables are left and right specific: they are NOT interchangeable. The difference is in the rear block on the cables where they exit the fuselage. The holes on these will not match if they are interchanged. Take care! Regards, Bob

I like the look of the engine pipe attachment Mark. Is silicon heat transfer compound sold under a trade brand or is it just heat resistant silicon sealant. Regards, Bob

Yeah, yeah Mark, knew there wouldn't be much sympathy from Qld. Seriously though, I like the idea of a sleeve on an engine pipe: I think that the exhaust gasses have lost much of their heat before reaching the muffler. Hi Osteri, I like the look of your system too. Do you remove the "funnel" for summer flying to keep sufficient airflow through the radiator (water cooler)? Regards, Bob

Hi SDQDI, Interesting concept that heated jacket. Might have to investigate before next winter if I can't install a heater that works. I now have 70 hrs on my Sav and am enjoying it immensely. Where I live is only about 28 nm from Grong Grong so would love to have you call in if you are down this way. I only have 400m of landing strip and am not familiar with the performance of a Hornet so you would have to be the judge of its suitability. Regards, Bob

Hi Ron, The only complaint I have about my Sav is the ineffective heater. I too am interested in any improvements that have been made. I suppose we can't expect the Queenslanders to understand our gripe though can we? Regards, Bob

Hi Lyndon, Nice to talk to you this evening Re your query on this thread re drilling holes in the plastic tips, have a look on page 5 of my thread (A Savannah for Southern NSW) and you will see how I located the holes. Mark's idea does make a neat job though. Regards, Bob

Love the look of those adjustable seats. Anyone know if the would retro fit to a VG XL?

Xavier. This does seem to be a common problem with many Savs, and while there are various theories as to the cause I don't think there has been a definitive answer. My homebuilt VG XL did the same thing, and I had expected it so when doing the last of the painting I made and painted a trim tab, very similar in dimensions to Ricks in post #2 with a row of holes to facilitate bending as used on the rudder trim tab, just to have on hand. After a few flights I was annoyed as you are by the "heavy" wing so fitted the trim tab, a few more flights to get it set and WOW, the difference is stunning. A few comments on some of the above posts. I agree that fixed tabs are not the most desireable bits of gear. they look bad and probably fix the effect rather than the cause. But hey, they work. I know that Maj has had much more experience than I, but if he is suggesting (and I am not sure he is ) that the flaperon actuation rods be adjusted to raise or lower a flaperon, proceed with caution.This will only have the effect of changing the position of both flaperons when in the neutral position as measured by the jig supplied in the kit by ICP. Because the flaperons are responsible for some lift, altering their common position would have an effect on the longitudinal balance in flight. As this was getting way ahead of my skill levels, I left it well alone. Rotax618, I am intrigued by those longer strut ends. I have done the 600kg mod but still using the same strut ends. Tell me more. Regards, Bob

Just an update on where I'm at on this one. I have tried various prop settings and have settled for the moment on one which is 2 deg coarser than where I started. Performance is as follows: Commencement of T/O run 5100 rpm' Climb -- 50 Kts IAS 5200 rpm 1200 fpm 26.5" mp Cruise---- 84 Kts IAS 5100 rpm 23"mp WOT Straight and level 5800 rpm 94 Kts IAS 26.5"mp I have no definitive measurement but I feel I have extended my takeoff run a few metres, I have certainly lost 200 fpm in the climb, but have gained 4 kts in cruise. WOT is higher than I expected. All considered its a compromise that I am satisfied with. A few more revs ( hence power) on takeoff and climb would be nice, but that would be at the expense of cruise speed. An in-flight adjustable prop would be handy, but for a small benefit the price is way too high for me. And as Maj so correctly said, "its a STOL wing after all". Thanks to all for your comments. Bob

The standard Savannah fuel system allows this to happen with fullish tanks and parking/taxiing on unlevel ground. It can be rectified to a large degree by re plumbing the system with taps to select an individual tank as well as preventing any flow of fuel from tank to tank. However, be aware that this adds a little more complexity to the system and additional cockpit checks to include the extra tap/taps must be made (e.g. before takeoff etc.)Re the vent lines. check that the bottom ends are cut at a 45 deg angle facing forward, not rearward the way the manual shows. This provides some measure of tank pressurisation. Don't extend them too far below the lower wing skin to minimize the tendency for them to sweep back. In flight, I would have thought that flying in a slipping configuration ( kick the ball away from the overflowing tank) for a few moments would rectify the problem. Good luck, Bob

Hi Mark, Have you by any chance posted a pic of your ipad mount in any of the 43 other pages. Would be interested in seeing it and knowing where you got it. Happy flying, Bob

Yeah Mark, I have been a bit tardy with my posts haven't I? Still delighted with my Savvy. To comment on the issues I mentioned way back: 1) The oil cooler just needed a bit more blanking off and now reaches just over 100 deg on climb and settles to a bit under 100 on cruise. 2)I got a bit cheeky with the elevator trim linkages. I made a new pivot arm that goes between the two adjustable rods and put the centre pivot hole a little off centre to increase the range of movement of the tab, then re-set it. It did increase the overall range of movement, a bit more would be better but I am reluctant to go any further because every increase is increasing the load on the servo. 3) To sort the aileron imbalance it was suggested to me that a bungee fitted to the linkage inside the fuselage might be the way to go. I wasn't too keen on that and have opted for a trim tab on the RH flaperon, just like the factory one on the rudder. A couple of trials to get it set right and it does the job beautifully. I flew off the first five hours within 5nm of Temora as I was required, then the remaining 20 hrs within a triangle bounded by Wagga , Narrandera and Temora, also as required. Coincidently I happen to live within that triangle so Savvy was able to come home to my landing strip after the initial 5 hrs, and be hangared about 50m from my back door. It doesn't come much better! I have now completed the 25 hrs and have taken my first passenger aloft,( the long suffering missus, who does not like flying unless there is a passport involved) and to my pleasure she "didn't dislike" the experience. It was very pleasing to do the 25 hourly service and finding everything under the cowls looking just the same as when I completed the build. I suppose they should too shouldn't they? I have not done any trips away yet, but have joined the local aero club and am looking forward to some of the flying trips away that they organize. All in all, just loving it. Merry Christmas and a happy New Year to all, Bob.

Thanks for all the info everyone. I am convinced I need some fine tuning to achieve a better balance between climb and cruise. Will make some alterations over the next few weeks and post the results. Re the throttle spring, breakage of the spring would put that carb at the mercy of whatever linkage is used. It is only if the linkage breaks/disconnects the spring the gives full throttle. Cheers, Bob

I have set the prop pitch on my Sav XL VG to achieve 5200 RPM at full power, stationary, in still air. However, at cruise at 5000 RPM I am only utilising manifold pressure of 23 in. I am tempted to increase the pitch to get nearer the 26in./5000RPM stated in the Rotax manual, but am concerned at reducing the 5200 figure and possibly creating an overload situation on take-off and climb. It presently climbs like a rat up a rope so I am prepared to lose a bit of climb performance in order to improve cruise performance. What sort of manifold pressure/RPM are you guys out there running, and what cruise speed is being achieved? I have no intention of turning my Sav into a pylon racer, but if I have 3in. of manifold pressure to play with, an extra few knots would be nice. What think you all? Regards, Bob

Congratulations Hadyn. It really is a special moment when that aircraft that you have built yourself takes flight. Hope you get lots of enjoyment from it in the future. Bob

Thanks for the oil temp comments. I share UL's thoughts on getting it over 100c to boil off vapours. Other than that I have a fair amount of faith in multi-grade oils, within reason of course. SDQDI, I like the idea of an in-flight adjustable mechanism to control airflow through the cooler. Would be helpful on those descents too. Does anyone know of any website where I might get some ideas? Bob.

IT FLIES!! IT FLIES!! Yes it really does. Put the test pilot on board and turned him loose yesterday morning and he spent almost an hour putting it through it's paces. In the arvo it was my turn and that was just a wonderful experience. Worth all the waiting. Most striking feature is the short ground run on takeoff. Of course we found a few things which need some adjustment. 1) Oil temp only rose to 70 deg. so I have blanked off a portion of the oil cooler and tried it today but still only 90 deg. so still more to be done there. 2) Elevator trim tab needed the linkage adjusting to provide a bit more nose up trim. It really requires the full range of the servo to give the necessary nose-up and nose-down trim. 3) In hands off mode it has a tendency to drop the left wing. Its very slight but its always that wing. While flying you are hardly conscious of applying any right stick. Don't know if it is worth doing anything with at this stage. Any feedback on these issues welcome. Despite the above, which is no more than expected , I am getting an absolute buzz out of flying it. I just can't wait to get the 25 hours done and then to go somewhere. Regards, Bob

Hadyn, Posted reply on my thread before looking at yours. How's that for being self-centred? Beautiful looking aeroplane. I can understand the pride you would be feeling right now. Are you going to test fly it yourself? Bob

Hadyn, Thanks for getting me into gear. My registration arrived a week before I was scheduled to spend 6 weeks in WA. Phoned my test pilot only to find him flying OS the next day. Have just arrived home from WA and planned on this Thursday for a test flight, but the forecast is for strong gusty winds turning to rain on Friday so it is all canned until next week. Sometimes it seems like I wasn't meant to get it airborne! Will be doing a post when it happens. Bob