JG3

I am not sure if the jury strut is part of the 560 upgrade but I know you need added rear fuselage section corner pieces as part of that upgrade.

If it has never been flown I would be getting someone to have a real good look over every part of that aircraft. Someone who knows savannahs very well not just any LAME

And heavier wing root attachments, and most critically, doubled strut to wing spar attachments.

The jury struts are part of the upgrade kit but some didn't bother with them.

I just got back from a beautiful local flight this morning. Never below 1000AGL except on takeoff and landing at the deserted airfield. Didn't touch anything that anyone else had touched or will touch. Isolated all the way...... Just common sense......

Any more feedback from users with experience with both OzR and AvP??

If the hearsay version isn't correct then please tell us the correct version. If the pilot has lost memory then any witnesses need to record their memories (and memory loss is often the result in a traumatic incident especially where there is a head injury). And those memories need to be recorded as soon as possible while they are fresh, and before they become fuzzy and the rough edges polished off.

These STOL capable aircraft are very popular these days, and STOL ops are becoming more popular. We all need to learn all that we can from such incidents in order to help avoid such a situation ourselves. It's an unwritten obligation for fliers to share the details of such incidents so they can be hashed over in hangar talk and we all learn and benefit. I've landed many many times off-field on unprepared ground, often at very remote sites. I enjoy the challenges of the judgement and skill required, and the satisfaction of getting it right. I learned many of those judgments and necessary cautions from reviewing the experiences of others, not from formal training.

It is a mystery how such serious injuries could result from a loss of control on landing such a sturdy and capable aircraft at 30kts. There's a whole lot more to that story..... We need to know what the extenuating circumstances were so that we can try to avoid them for ourselves in future.

These aircraft are very capable for STOL ops, and are a heck of a lot of fun as such.

I long ago named one of my aircraft, my "High Clearance Trail Bike", and I use it as such.....

Seems like a deliberate effort to keep this one quiet......

As I hear it from those who were at the event, it had to do with a "...hey watch this..." attempted STOL landing on a narrow ridge off-field, that went wrong.... There were several witnesses at that event so it would be good to hear more real details so that all of us can learn from it.....

Being so close to Brisbane International there might be a radar track??

The photo on their website illustrates my point exactly.

Using the underside of the wing as reference, I measure an angle of attack with the tailwheel on the ground of only 13°, and that's nowhere near the maximum lift coefficient of that wing.

With nosewheel Savannah allows about 19° before the tail contacts the ground.

I'd match a nosewheel version against that taildragger version any time in a takeoff/landing comp.....

Taildragger configuration doesn't work well on a Savannah or 701. Have to move the main gear forward, and with the tailwheel at the back, the angle of attack that can be pulled on takeoff and landing is less than at present and performance is less good..... With the present gear can rotate more and when landing can hold the nose wheel way off the ground, so that it's landing very much like the best taildragger anyhow.

The cabin structure isn't built to take the load of mains at a point forward of the present strong point, and there's also the question of whether the tail cone could handle the loads of a tailwheel, especially on rough ground.

Bad idea all round, better as it is.....

 

He has bought a 50 something foot power boat, his wife is over the moon now.

 

"...The two most exciting days of boat ownership are the day you buy it and the day you sell it..."

As a former boat owner I heartily agree with that saying.....

Keep flying. The regs are becoming a bit more of a nuisance but not enough to give it away. 

Some dost complain too much.....

Keep in mind this process is equivalent to soldering.

It is not suitable for load bearing structural construction, but is very handy for fabricating components that don't need to carry critical loads. No special equipment needed.

It's not all that difficult if you do the proper procedure: 

- Clean components and filler rod very well.

- Apply heat only to the components rather than the rod, don't get the rod in the flame at all.

- Rub the rod on the components and use the heat from the components to melt the rod.

- Very much like soldering.

Aluminium brazing/soldering test 

Long ago I converted a Beaver ultralight to a twin-engine, 2 x 447's push-pull. 

I had fabricated an extra strong pilot cage, well integrated into the rest of the airframe and landing gear. Mostly MIG welded aluminium, welded steel engine support overhead forward. Some gusseted riveted connections in the tube and fabric airframe. The original Beaver construction was mostly bolted tubing.

Later, when extending a landing approach to avoid turbulence behind trees, caught the landing gear on a SWR line and tripped and hit the ground vertical nose down, REALLY HARD! 

That pilot cage and really good belts protected me really well so only got a broken ankle.

Later examination showed that almost every bolted joint broke out of the tubing.....

Some gusseted and riveted joints ripped loose but many survived even when distorted......

But not one of the many welded joints failed. NOT ONE, despite some being grossly mangled and distorted.....

Welding aluminium anneals the adjoining metal, so that metal becomes even more ductile, and bends and twists without fracturing, absorbing a lot of the energy. That was vividly demonstrated in this case, and saved my butt.....

So I have a lot of faith in welded aluminium, and have since built another ultralight with the airframe all MIG welded and an extremely strong pilot cage. Of course the wing with it's necessary flexing isn't welded, just standard ultralight ladder frame construction.

Mount Beauty

Airstrip next to town in spectacularly beautiful scenery. A very pleasant walk through a park into town.

Cootamundra has a grassy shaded area, and right beside the town, easy walk.

Leeton has fine shaded camping area but long way from any town......

Can you reveal the make of the aircraft??

I've been through that lane and would consider it one of the best and easiest to navigate anywhere. Just keep the railroad on your left, both ways, and you have good separation. No need to be hunting for other landmarks to navigate or watching an iPad, just watch straight ahead for any oncoming traffic not following the 'keep to the right' rule when in a lane.... As I remember it, enough open paddocks most of the way.

I've also been through that VFR coastal lane, and that's not at all suitable for recreational aircraft pilots even with transponders. That lane runs right across the final approach to the Williamstown runway, where heavy and fast aircraft are coming and going frequently. They and their controllers know their procedures really well and are very quick and precise and abrupt in their communications. Not a good place for amateurs, even with some training.....

This conversation has really drifted....

The lane issue should to be moved to it's own heading elsewhere in the forum, and kept alive because it is important.

Witness quoted by Channel 9 - "This bloke is in trouble and the wings folded up and he just spiraled to the ground."

Big open clean paddock below..... 

There's more to this story than the lane issue.....

Yeh, I have one as well. Never been really used.  Works great in a demo, but useless on an aircraft due to room to swing it. Must be thousands of them unused in workshops, after getting hooked on a demo at an airshow or country fair. Just carry a couple of spare Triton hose clamps, excellent quality.

Very lucky fella. no fire.....

Plenty come with just the 2 airfilters on the carbs. 

 

This means they are using hot internal air and won't make as much power as a cold air fed engine. Whether it is a realistically quantifiable difference is debatable. 

 

Often just having the filters means you don't need a de ice carb heat system. 

 

I have a Savannah with an airbox. I did lots of comparison testing of power with outside air vs inside cowl air. Temp difference usually 3-4 degrees. Couldn't tell any difference at all.... So long ago removed the scat hose from outside and just run on inside cowl air. I reckon that the slightly warmer air will avoid any carb icing - if Bing carbs are actually prone to icing..... 1600 hrs now never a problem. The airbox now just makes a good support to tie the carbs together and prevent any vibration, and gets in the way when I need access to the back of the engine......

Hi Bill, I used the clear blue type fuel line on my son's racing Kart for six years all good. I liked it so much that I fitted it on my 582 pre mix Thruster, less than a year later during a pre flight there was a split, not good. Maybe it was a bad $hit brand but I was not prepared to risk it again, black rubber Gates style hose for me now.  

 

There was blue fuel line that stayed flexible and lasted nearly forever. Then a look-alike came on the market that crumbles in no time..... Can't tell the difference when new. Go for Gates or similar quality automotive black rubber.

The high nose position is not to be considered weird. It's what you must do to reach the limits of the wing. . Nev

 

Exactly correct. Increasing AofA means increasing lift coefficient. It's the ability of the Savannah wing to attain this high AofA without suddenly letting go that makes it such a dependable STOL aircraft.

For those who haven't seen these yet, here are detailed and very thorough flight testing of different wing configurations on a Savannah:

https://www.stolspeed.com/flight-testing-slats-vs-vgs