IBob

If something went wrong with the aircraft..........let us hope not, but if.........whoever has those recordings is sitting on dynamite............(

If there's a loud hissing too, it probably means your coffee is ready???

Question: who has possession of the flight recorders, and who gets to extract and analyse the data? Okay, that's 2 questions.......

This has K thermocouple temperature/voltage tables. You may be able to check at ambient with a good voltmeter: https://www.thermocoupleinfo.com/type-k-thermocouple.htm

I don't have much experience of other aircraft, but it seems to me the Savannah, basic as it is, is very well thought out in various ways. A credit to the original designers of the Zenith 701 and those who have developed and modified it since.

Hi Mark, I'm pretty sure that ICP made a similar adjustment to the stick pivot point. I think the problem emerged with the adjustable seats, not only can we sit further forward, but we are now sitting higher. My kit was dated Dec 2014. Here is a pic of my ICP handle, and beside it the ICP bracket that came with my kit. And the full flap position appears to have their stick vertical.

So far as I know, not yet, Skippy. But, given his history of providing solutions and improvements..................

I bought the excellent Kyle Communications 3 position brackets (above) and fitted this:

Skippy, it's not so much strength as the position of the flap handle now that we have adjustable seats that some of us have set forward. The earlier Savannahs had fixed seating, fully back, so it wouldn't have been an issue. As for how much flaps: the Savannah is pretty much a STOL aircraft if you want it to be. So it depends whether you're STOLing or not...........)

Interesting! 2030: I'll set my alarm (by the rocking chair......)

Someone has been trying to sell a couple of these here for a while. NZ$50 or 60K each, with very much to be done......

They're not shouldered...and it's a sh*t of a job. I cleaned the old sealant out of the thread in the head using a shotgun cleaning brush and acetone (I think that's right?) And initially I misread the manual and used the wrong sealant......so I did it twice. I don't know why Rotax don't do the same as the upper elbows, which just clamp down onto an o-ring, but I expect there's a reason...........(

There are online models for calculating the flow. Yes, the joints seem a bit clumsy, but they are a very simple, economical and reliable way to do the join. And the 'rubber' end may serve to buffer vibration. It's not too hard to support or secure it all to avoid major vibration.

aviatorpl I have messaged you.

Hi PeterB, ICP who manufacture the Savannah have been supplying the metal hose with their kits since 2014, perhaps earlier. So far as I know there have been no problems with it, and I would think we would have heard if there was. As you can see in the pic, it is terminated with short lengths of 'rubber' hose. It certainly allows for a very compact installation.

I wouldn't conflate the service style with the product. My position would be that you're wanting to buy a good product to do the job reliably: if that comes via a less polished sales outlet, yes that's pesky, but does that effect the product?

Yep, it's a nono..........but can happen......

Curious. I asked because, thinking of the various Rotax powered aircraft at our airfield, I'm not aware of any having that failure. No doubt there will be a limit to the design output: I see 13.5A quoted. There is also a potential problem (no pun intended) with turning off the master switch with the engine still running, in which case the DC output spikes. Or that's my understanding, hence the fitting of the external capacitor, to take the edge off that. Will that damage the regulator, or is that principally to protect avionics etc?

Is it a common problem, though???

I would just go with the sheet metal: a simple job with material at hand and quickly shaped to bring the switch up to the right height.

Skippy, when you say 'extra careful grounding', presumably that includes the metal body of the regulator? I ask because I'm aware of one that appeared to fail (it hadn't) because the body wasn't well grounded.

sfG I cut a little disk to fit in the top of the tube (from one of the 6061 offcuts), with a little tab on each side going down into the tube, riveted these in place. Drilled hole for switch. It may have been raised in the centre to get the switch high enough, can't recall. Was a quick job.

Yep, horses go nuts with parachutes overhead. As do sheep: I had my legs taken out from under me by one just as my feet touched the ground. Nothing broken but it was like being hit by a small woolly train. I also once saw a fox running in panicked circles......

For anyone interested in the (nonstandard) 0.75 to 10.75bar bizzo, here is Dynon digging into it: https://forum.flydynon.com/threads/rotax-oil-pressure-pn-456180-definition-wrong.11767/ The final lines state Rotax 456180 is a standard 0 to 10bar unit, confirmed by Dynon physical testing. Which makes every sense.

I believe Rotax went away from the VDO unit as they are prone to failure: I have seen several replaced, and I don't get around that much. Pressure transducers or transmitters with 4-20mA output are a long standing industrial standard. Part of the benefit is that they return an accurate value regardless of how long the connecting wire is, which Voltage outputs don't (4mA anywhere in the loop will be 4mA, but 5v out there can be a lot less back here due to resistance of the wiring. However, that will not be a factor in light aircraft installations. I believe Rotax went looking for a more reliable replacement, and these industrial standards proved to be it.) They come in a number of standard ranges, one of which is 0 to 10bar. I don't think I've ever come across 0.75 to 10.75bar. That surprises me a bit and I don't understand why they would be 'nonstandard': typical ranges would be 0-10, 0-15, 0-25 etc, always round numbers. My Heavy Maintenance manual states 0 to 10bar and mentions either replacing the pump cover or recutting for a M10 x 1 thread (!) if upgrading sensor type. However this section of my manual may not be the latest version. There will be lots of 0-10bar sensors out there, but it will be a bit of a punt as to which will prove reliable in the Rotax environment of temperature, vibration and possibly pulsing pressure from the pump. If going that way, I would definitely be inclined to stick with the Rotax recommended unit. That or go with what you've got and reconfigure the EIS.