JG3

In May I did a flying trip in my Savannah from Kilcoy, SE Qld, across the center to Shark Bay, then around about the Kimberley and Pilbara, then back home across the center. Photos are at: https://picasaweb.google.com/woblywallaby/WestAustraliaTrip?authkey=Gv1sRgCJbzvM23iO6-vgE To get full screen view press F11 on your keyboard. Click on the right arrow at the bottom of the screen to advance the pictures. JG

I've added a home-made lumbar support for the lower back - that's essential. Then a 50mm foam pad under all the seat and extending forward past the front of the base. Don't what grade of foam, just from an old cushion. This helps to spread the load to the backs of the thighs rather than all just on the butt. On long trips I also tuck my camping pillow under the front of all that, to carry even more weight on the thighs. It's crude but works pretty well. I just got back from a 145hr trip around WA. Many 6 and 7 hr days.... Wouldn't have been able to do that if the seating was original. Backside complained some, but then it does carry all the load and doesn't get to see the view..... JG

The Origins of both the 701 and the Savannah aircraft designs We keep hearing the accusation that the ICP Savannah is a rip-off copy of the CH701. Well, that’s not true at all. This is the true story of how it all happened. At Sun’nFun 1983, Chris Heintz and Max Tedesco, who had first met in 1980, started considering the possibility of designing an all-metal ultralight using conventional aircraft construction. At that time most ultralights were very basic tube and fabric construction. First sketches started on scraps of paper and napkins right then, at a Lakeland café, one evening from 6 pm to midnight, with Max’s younger daughter sleeping on a chair… This was followed by six trips from Columbia to Canada by Tedesco, to work on the design with Heintz, and to check the flying characteristics of the plane, Max being a very experienced pilot, and a good test pilot. Several modifications were incorporated to the design following these test flights. That’s a considerable involvement on his part! Max is a very modest man, so when he emphasizes to me that he contributed a lot to that process, I take that to mean a whole lot. So the 701 itself wasn’t designed only by Chris Heitz, it was already very much a joint venture. Now that’s a surprise to all of you, eh!!! But as Max says, “An aircraft design needs only one ‘father’, so Chris took on that roll and Max stayed in the background. At this point we need to introduce Max Tedesco. Born in Colombia, he went to a Technical High School in Italy, studied Mechanical Engineering at MIT, then Aeronautical Engineering at McGill University, specializing in monocoque and semi-monocoque construction. He set up an aircraft factory in Colombia and built a variety of aircraft under license, often modified for agricultural spraying. These are ideal qualifications and experience to work on the design of an aircraft such as the 701. To learn more about Max have a look at http://aeroandina.com/eng/maximo.htm http://www.aeroandina.com/eng/historia.htm When the prototype 701 was flying, Heintz began selling plans and kits from Canada, while Tedesco returned to Colombia and commenced manufacturing ready-to-fly 701s. By 1990, when I first met him at Sun’nFun, Tedesco had built 112 701s for the South American market, and had introduced in 1989, the first 80% ready kit as a world exclusive. In those days, Zenair used to assemble a 701 during the week of Sun’nFun and fly it at the end of the air show. I noticed that the quick-build kit that we assembled at Sun’nFun in 1990 was one of those made in Colombia, not Canada.... Max is an innovative and experimental engineer, and couldn’t help seeking improvements to the 701. Any designer will know that a first prototype can almost always be improved, and evolution leads to better and better results. The 701 prototype had lots of aspects that could be improved (and it still does....) Max was never satisfied with the cutaway over the cabin and the inverted airfoil horizontal stabilizer. So Max redesigned the 701 to become the first MXP 740 in October 1992, with a longer wing, and a different cockpit construction to accommodate the carry-through centre wing section instead of the cut-away. Also, a different tail section, with a symmetrical horizontal stabilizer instead of the inverted airfoil of the 701, larger elevator, and conventional rudder on a fixed vertical stabilizer. In Kitplanes Magazine December 1997 there’s a photograph of Chris and Max in Colombia looking over an MXP 640, Max’s derivation of the 601 which was completed in November 92. This was a month after the first 740, so Chris saw and experienced the 740 at that time. Chris had a chance to incorporate those mods, but chose to stay with the original 701, while Max went on to produce the much improved 740’s. Max was exporting 740’s to an agent in Italy for the European market, and had shipped 142 ready-made aircraft there. Little did he realize that the agent had set up a factory nearby, which became ICP, and who then disassembled a 740 and copied it into a CNC machine, pretty much rivet hole by rivet hole! It was this rip-off copy that became the Savannah. SO THAT’S THE TRUE STORY OF HOW THE SAVANNAH CAME TO BE! Credit where credit is due, eh........ Full credit must go to Max Tedesco! He designed a great aircraft, for which others are now reaping the benefit...... Max couldn’t find any protection from patent law, and so his company ended up in bankruptcy and he lost his house as well........ Then, how about the twisted irony that, when BRM in Portugal copied the Savannah, ICP tried to sue them! I’m told that lawsuit failed, and so it should have..... .................................................................................................................... But the sad story doesn’t end there at all........ It’s way too long for a forum posting so read it at http://www.stolspeed.com/origins-701-savannah -There’s a whole lot more about how Max’s other designs have been ripped off in Eastern Europe, and at home.... -Remember the “Patriot” that was going to be Zenith’s LSA entry?? That was designed and built by Max and company. -To see what one of Max’s other designs can do, have a look at https://www.youtube.com/watch?v=T0_DGNKlzXs -Find out about the ‘Guardian’ aircraft that Max has been asked to supply for US law enforcement. -See the new designs Max has coming out in the spring. - The story’s not over for this man, who’s a brilliant designer, but who doesn’t do much for self-promotion..... His work sure deserves to be better known and recognized! More at http://www.stolspeed.com/origins-701-savannah John Gilpin

The Origins of both the 701 and the Savannah aircraft designs We keep hearing the accusation that the ICP Savannah is a rip-off copy of the CH701. Well, that’s not true at all. This is the true story of how it all happened. At Sun’nFun 1983, Chris Heintz and Max Tedesco, who had first met in 1980, started considering the possibility of designing an all-metal ultralight using conventional aircraft construction. At that time most ultralights were very basic tube and fabric construction. First sketches started on scraps of paper and napkins right then, at a Lakeland café, one evening from 6 pm to midnight, with Max’s younger daughter sleeping on a chair… This was followed by six trips from Columbia to Canada by Tedesco, to work on the design with Heintz, and to check the flying characteristics of the plane, Max being a very experienced pilot, and a good test pilot. Several modifications were incorporated to the design following these test flights. That’s a considerable involvement on his part! Max is a very modest man, so when he emphasizes to me that he contributed a lot to that process, I take that to mean a whole lot. So the 701 itself wasn’t designed only by Chris Heitz, it was already very much a joint venture. Now that’s a surprise to all of you, eh!!! But as Max says, “An aircraft design needs only one ‘father’, so Chris took on that roll and Max stayed in the background. At this point we need to introduce Max Tedesco. Born in Colombia, he went to a Technical High School in Italy, studied Mechanical Engineering at MIT, then Aeronautical Engineering at McGill University, specializing in monocoque and semi-monocoque construction. He set up an aircraft factory in Colombia and built a variety of aircraft under license, often modified for agricultural spraying. These are ideal qualifications and experience to work on the design of an aircraft such as the 701. To learn more about Max have a look at http://aeroandina.com/eng/maximo.htm http://www.aeroandina.com/eng/historia.htm When the prototype 701 was flying, Heintz began selling plans and kits from Canada, while Tedesco returned to Colombia and commenced manufacturing ready-to-fly 701s. By 1990, when I first met him at Sun’nFun, Tedesco had built 112 701s for the South American market, and had introduced in 1989, the first 80% ready kit as a world exclusive. In those days, Zenair used to assemble a 701 during the week of Sun’nFun and fly it at the end of the air show. I noticed that the quick-build kit that we assembled at Sun’nFun in 1990 was one of those made in Colombia, not Canada.... Max is an innovative and experimental engineer, and couldn’t help seeking improvements to the 701. Any designer will know that a first prototype can almost always be improved, and evolution leads to better and better results. The 701 prototype had lots of aspects that could be improved (and it still does....) Max was never satisfied with the cutaway over the cabin and the inverted airfoil horizontal stabilizer. So Max redesigned the 701 to become the first MXP 740 in October 1992, with a longer wing, and a different cockpit construction to accommodate the carry-through centre wing section instead of the cut-away. Also, a different tail section, with a symmetrical horizontal stabilizer instead of the inverted airfoil of the 701, larger elevator, and conventional rudder on a fixed vertical stabilizer. In Kitplanes Magazine December 1997 there’s a photograph of Chris and Max in Colombia looking over an MXP 640, Max’s derivation of the 601 which was completed in November 92. This was a month after the first 740, so Chris saw and experienced the 740 at that time. Chris had a chance to incorporate those mods, but chose to stay with the original 701, while Max went on to produce the much improved 740’s. Max was exporting 740’s to an agent in Italy for the European market, and had shipped 142 ready-made aircraft there. Little did he realize that the agent had set up a factory nearby, which became ICP, and who then disassembled a 740 and copied it into a CNC machine, pretty much rivet hole by rivet hole! It was this rip-off copy that became the Savannah. SO THAT’S THE TRUE STORY OF HOW THE SAVANNAH CAME TO BE! Credit where credit is due, eh........ Full credit must go to Max Tedesco! He designed a great aircraft, for which others are now reaping the benefit...... Max couldn’t find any protection from patent law, and so his company ended up in bankruptcy and he lost his house as well........ Then, how about the twisted irony that, when BRM in Portugal copied the Savannah, ICP tried to sue them! I’m told that lawsuit failed, and so it should have..... .................................................................................................................... But the sad story doesn’t end there at all........ It’s way too long for a forum posting so read it at http://www.stolspeed.com/origins-701-savannah -There’s a whole lot more about how Max’s other designs have been ripped off in Eastern Europe, and at home.... -Remember the “Patriot” that was going to be Zenith’s LSA entry?? That was designed and built by Max and company. -To see what one of Max’s other designs can do, have a look at https://www.youtube.com/watch?v=T0_DGNKlzXs -Find out about the ‘Guardian’ aircraft that Max has been asked to supply for US law enforcement. -See the new designs Max has coming out in the spring. - The story’s not over for this man, who’s a brilliant designer, but who doesn’t do much for self-promotion..... His work sure deserves to be better known and recognized! More at http://www.stolspeed.com/origins-701-savannah John Gilpin

No, there was no mention of any problems, and I did talk with a couple of the pilots. They were friendly, and told me that Cambridge is open to RAAus aircraft, which I didn't know before. The weather was not the best when I got there, and the voluntary ranger invited me to camp over in the hikers hut. Didn't seem to be any problems...... I reckon just fly in when you're ready. Park up by the toilet at the eastern end, that's right out of their way. Good fun to watch them plant those loaded Islanders right on the end of that strip that's just big enough for them. I live by the old adage, "It's usually easier to seek forgiveness than permission....." JG

The 'tiger country' in the SW, along the west coast, and even up in the interior mountains, isn't as bad as you might think. Usually some 'heath' country around, low shrubby bush, looks like it would be a fairly well cushioned quick stop..... Probably damaged landing gear and bent aircraft but survivable. Would need a helicopter to get out tho, as no vehicle tracks at all.... The worst area is Franklin River - tall timber and steep gorges.... JG

Crossing Bass Strait Planning for crossing Bass Strait isn’t all that difficult. There’s a well-worn track from island to island, with the longest over water stretch 32nm. At 8500ft and with an 8:1 glide ratio, that’s 11nm, say 10 with a margin, so that leaves only 12nm out of reach of land. Yarram is the best airfield to start from. It’s closest to the Strait, and has NextG coverage to study the weather, very important. There’s excellent facilities there, with an open clubhouse with tea/coffee, microwave, (surely you have some tinned food along....), a bunk room, and even a comfy lounge with TV. Might need to wait there and watch the weather until it’s really OK. With mobile coverage and iPhone or equivalent these days you can get really excellent weather information. You can phone ahead to AWIS at Flinders for local conditions there. If cloud base is below 3000ft, glide distance is much reduced and there’s a chance of no radio to Melbourne..... Of course you don’t go over cloud, eh, I certainly don’t. I was sure glad I went under the thickening cloud that I encountered at Deal on the return trip – there were absolutely no holes left anywhere when I got to the mainland.... At 2500ft I didn’t have radio direct with Melbourne so no sked, but other aircraft could relay if had to do a distress call – not as comfortable as I’d like next time..... The weather can be unsuitable for days at a time so patience required..... The problem is getting both ends right at the same time; this is a transition zone between mainland and island weather influences. A long time Tassie pilot with thousands of hours of fish-spotting experience, reckons that March/April is the best time for flying Tassie – often a big high right over the whole area. It’s 98nm from Yarram to Flinders Island, with three islands along the way. Yarram to Cliffy 23nm, another 20nm to Hogan, another 23nm to Deal, and then the longest stretch 32nm to Flinders Is, with several small rocky outcrops across that last portion. I’ve had a look at Cliffy and Hogan, and they have flat shrubby areas suitable for ditching – they’ll be a lot rougher than they look from the air, so probably wreck the landing gear and bend the aircraft, but dry and survivable. Deal has a good airstrip to service the lighthouse, but it’s to be used for emergency only. Killiecrankie, right at the north end of Flinders has an excellent strip, a good place to land and ‘water the grass’ in celebration. From Flinders to Tassie is island hopping with only short bits of water, and good airstrips on Cape Barron, Preservation and Swan Islands. I enter Cliffy, Hogan, Deal and Killiecrankie in the GPS as waypoints, and then always have the next in line as a ‘Direct To’ with the distance to run on the GPS, and keep in mind the distance back to the one just left behind. Then I can always know which is the closest, in order to continue or turn back. That also keeps right to mind the best location information for the sked, or to call in case of a ditching.... Far easier for someone on the other end of the radio to remember and visualize, for example, “....On track from Hogan to Deal, 10.4nm to run....”, instead of a jumble of Lat and Long coordinates. There’s basic information in the back of the ERSA for ‘Bass Strait Crossings’. Setting up a sked with Melbourne Centre is certainly recommended. When you call on the area frequency, Melbourne will probably ask you to come back on another frequency such as 130.3, and set a time for you to respond. Be aware that that time will be in UTC, so be ready to think in UTC. For the return trip, Lady Barron Grass on Flinders is the best strip to wait and watch weather. It’s right next to town with a shop and pub and NextG service, camping permitted, and a welcoming owner. You can phone AWIS at Latrobe Valley for conditions over there – maybe not quite the same conditions as the coast at Yarram but it’s the nearest. I doubt that Killiecrankie has mobile coverage. So it’s quite doable, with a bit of planning. JG

Here are some photos of the flight I did around Tasmania in January. It was a good place to be while Qld was being flooded..... But more than that, Tassie is a great adventure - so different from the rest of Australia. Spectacular rugged coastline, spectacular mountains and lakes, gentle cozy farmland. Lots of 'tiger country' but worth it. I'd far rather be over rough country than cold water.......... I really hate getting into that 'life' jacket to cross the Strait, but it's sure worth it once over there. It's not as far across the water as most think. The longest passage is 32 nm from Deal Island to Killicranky at the north end of Flinders Island, and that's with good airstrips both ends. Deal is only to used in emergency, but good to know it's there. http://picasaweb.google.com/woblywallaby/TasmaniaFlight2011?authkey=Gv1sRgCN-Iy_GcsdCFGQ# JG ps- When the album comes on screen just click on 'Slideshow', then click on the right-facing arrow at the bottom of the screen to move to the next photo.

Having watched that video multiple times, I'm inclined to believe his claim that the elevator jammed. He was unable to round out at all before the first contact, and unable to raise the nose at all before the second contact. The aircraft never got anywhere near a stall angle of attack. When the ground is looming up like that, the tendency is to haul back on the stick to raise the nose, but no sign of that at all. I reckon all he might have been able to do is a short burst of power just before final impact in order to flatten the attitude and take the weight more on the mains. Easy to say now after the fact, but not so easy in the heat of the moment...... I've had a jammed stick in a Savannah, but in my case it was on take off. The bottom end of the stick only clears the floor by about 8mm, and a ballpoint pen had jammed under there. In my case a strong heave on the stick crushed the plastic pen. If it had happened on a landing round out, and been a harder object under there........ Now I've made a flexible boot around the bottom of the stick so stray objects can't get under there. JG

G'day Ryan I am presently in Tasmania on a flying tour in my Savannah. So only have the iPhone. The Savannah and 701 cruise exactly the same. The Savannah is more STOL capable and climbs better. Detailed comparisons are in my website at http://www.stolspeed.com JG

Yes, Arkaroola is VERY aircraft friendly, and both premium unleaded and avgas fuel.

Excellent sharing of build info. It will benefit everyone. Just one point to watch - lexan or any polycarbonate is destroyed instantly by fuel. JG

I think you'd run into all sorts of complications in taking your own aircraft over there. Even Canadian home-built aircraft flying into the USA have problems. But have a think about the possibility of buying a used aircraft over there, flying your trip and then ship it back here. With the exchange rate and the state of the US economy, there's some real bargains in used aircraft at present. Could do your trip and pay for itself with the higher value back here. Quite a few aircraft being brought over for profit at present. There can be lots of snags in dealing with all those authorities and shipping companies, but if you do your homework properly it could be possible.... You'd need a PPL, and find out how the Homeland Security system (similar to ASIC) would work for a 'foreigner'. Been tempted myself......... JG

Here are some excellent photos posted by an American friend flying a Rans S7. Come along for the ride. http://picasaweb.google.com/griffthewordsmith/GriffSUSTripFall2010# JG

Have a look at this one. Very well proven, and very versatile. Krucker Manufacturing JG

Not so in my experience. I did thousands of idle power glide approach touch-and- goes in the 1000 hrs that I flew a Rotax 447. Never a problem. JG

I double those comments on the South Grafton Fly In. Not a great turn-out, considering the number of suitable aircraft within striking distance. the rest of you really do need to make the effort next year, and join in the fun! The more the merrier! Always welcome new BS to add to the pile...... See ya there next year. JG

Unfortunately I don't think they allow aircraft on Somerset Dam...... But do drop in to Kilcoy airfield and show us your Cheetah. Sunday is the day most of us are out there. 0429 943 508 for local info on the day. JG

Also Heck Field (Jacobs Well). We have a very welcome invitation to come and stay in their new upstairs accommodation. Call Roger Porter 3807 0790 or resident caretaker Clive 0403 038 239.

Listen carefully and determine if the revs really do drop the at much on each ignition. For some unknown reason, sometimes the gauge shows more drop on one side than the other, but the true rev drop is the same. Something to do with wiring........

Yes, definitely spray. Aerosol cans are ideal - it's only a small area and the enamel paint adheres well.

That's a Brolga prop, and this is how I had mine painted for years. No problems. Just clean the blades thoroughly with turps then scrub with a jex pad and paint. Keep the paint as thin as possible. Balance by spraying more coats of clear laquer on the lightest blade. If you've already tried ArmorAll then the paint won't stick at all......

I was just sent this link from a friend in USA who knows this company well. They make carburetor boots and other rubber parts for Rotax engines. Apparently it's a much superior rubber compound than the original. Also stainless exhaust springs. Rotax Parts Sale Carburetor Socket Boot Intake Vibration Isolators

Get Avtours quote by all means, then before you commit, talk to a couple of travel agents, you'll be amazed at the difference!