bobcharl

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

Getting rather frustrated waiting for this registration to be processed. Mailed the original application on April14. Had a query to which I responded on May 9. I sent an email (not too abrupt I didn't think) last week enquiring of progress and received an email (not too abrupt) advising they "hadn't got to it yet". Is this about par for the course? How have others got on? Bob

Peter, I wonder if Maj. is close to the mark with his avgas suggestion. Refer to the article in the R A Aus magazine June 2010 ( before it was called Sport Pilot) on P.34. In brief, a group of Savs travelling together each had this problem after filling with Avgas. The problem rectified itself after reverting to Mogas. Does anyone know if there is a difference in the Specific Gravity of the two? Bob

Well done Mark. Hope you have better luck second time around (with the first "öther woman" of course) Will be interested to hear more about the pitot, I put mine in the specified location and was not aware that there was any issue with that. Bob

Replies in sequence: Mark, thanks for trying for the rubber. I ended up salvageing the old one and it worked out OK. 80K . Soon as that rego arrives. Keenaviator: Thanks Laurie; Your Jab looks very smart by the way. RA: Yeah, tempting, but as I am a law abiding citizen......... Cheers, Bob

Well, Savannah completed and final inspection done. All passed except for a loose bolt and an altimeter needing recalibration. Both rectified, registration application posted, and I wait, not so patiently, I'm afraid. It will be on display at Natfly this weekend. Will now try to upload a pic of the beast. Cheers,

Hi All, Another update. Windscreen went on fine. Suppose it should when it is an exact replica of the first one Time has arrived to transfer my project to an aerodrome for final assembly and test flying (after the registration process that is)'Temora is the new (temporary)home. The shift went very well with a tandem trailer for the fuselage and a flat bed truck for the wings. All transported well and unloaded without a scratch. Wings and flaperons all installed and is starting to look like an aeroplane, all this as per the pics. Don,t know why this program loads the pics out of sequence sometimes. Now have the fairings from the wing to the windscreen to fit and a few smaller jobs to do and I will be getting close to that final inspection. Cheers Bob

Just to see if I can get a pic to post.This one from a little while ago. Bob

Yeah terryc, Not surprised, I have come up against this a few times. Bob