erd72

Ok wait and see, we will probably one for testing within 3 weeks...

Hello,

Does any have already tested or have some information about the new termignoni exhaust (volume mluffler for example) ?  Will be serial for each savannah and ventura from november..

o thank you, there is a company in france which makes one with a muffler under the airframe (SILENCIEUX Echappement Avion SCAI TECH SILENCER) but I would like to keep the muffler under the engine. I will send some pictures and dimension to CKT exhaust in england to ask them if they have any solution...

I use an e-props for last 800 h on my savannah, still completly satisfied (performance and ageing) !

Hello, I did a last evolution on my savannah, fitting an injection system with a lambda control. testing in progress...

Next step will be changing the electronic ignition for programmable one, and trying to find a good and efficient exhaust, does anybody knows one we can fit easily to change the ICP's one ?

Thank you !

Hi Kyle,

Really sad this to read that... I just had a look on the post concerning Rick...

Thank you for the ball link description.

I have been asked to show my throttle setup so here it is.I used standard GA type throttle controls with solid wire (can push and pull) connected to the throttle torque tube crank on the firewall (drilled an extra hole). From there to the carb connection I used 1/4" CrMo tube tapped out (left hand thread one end) and spherical bearings at each end. This removes the cable problem from the equation and super easy carb balancing.

Most everybody asks "What about the motor movement on startup?" You would think it affects it but I haven't experienced it, it runs extremly smooth and rarely needs adjusting for sync. One installation has over 600 hrs no probs. I also add that this was not my idea. I saw it on a web page ages ago, University of Hawaii Engineering or something. They (students) built a CH701 and didn't like the cables either, so used the rods. I've copied the idea on 3 or 4 aircraft, no probs. Use it if you like, don't if you don't.

 

Cheers

 

Rick

 

[ATTACH]26656[/ATTACH] [ATTACH]26657[/ATTACH]

Savannah carb balance is really instable, i would like to convert like you done. Is it possible to have drawing detail or Spherical bearings reference you use ? Did you make some modification on the Throttle linkage (Diameter hole or other)?

THanks in advance for your Help !

Eric

Check this out, this has proven to be a very successful addition to my plane.Xeccon Spiker 1210 - Mtbr.com

It is totally independent of the aircraft power and systems.

 

I recharge the battery pack every 2-3 months after using it weekly but only in strobe mode and within 5-10 nautical miles depending on circuit traffic.

 

I have received a lot of positive feedback from people flying with me of its effectivenesss and has encouraged others to buy the same or similar item.

 

I bought mine after a lot of research and speaking with local top bike shop owners.

 

Important to note that I suggest to buy the widest angle of beam and of course the high lumens rating you can afford.

 

I have a video of light operation but the file is to large to send, so PM me and I will email it to you.

 

See and be Seen.

Interesting !

Like some others i think that the original light is heavy and useless. I would like to replace this by a strobe and landing light like the one Xeccon, but without creating new wirring. Do you think that it could be connected directly to the original landing light wiring ? (I imagine not).

Somebody knows any simple solution to replace the landing light on this way ?

Eric

Did you ever have success with the negative flap idea?

I did not have the success expeced, probably for 2 reasons, too much negative angle, and too much drag with big wheels, but a friend achieve + 10 km/h with negative flap. But the rotax need to keep around 5100 /5200 rev/min to achieve this result.

Hi richard,

When you will be close to choose your equipement, and if you would like to try the MGL Iefis lite, i have one in my savannah.

60 microns is a really low thickness, that's true for cars painted by 6 axles robots, but for a sav it is much better, without any doubt at least twice for the factory savannah... And the color and the paint (powder / liquid / epoxy and so on) have a direct weight impact.

The 7 to 10 kg comes from a comparison between 3 different sav (not painted / painted gray / painted blue by the owner) with similar equipment (radio + tx Funkverk, std dashboard, junckers parachute and 8x6 tires).

For a polished aluminium finish I have seen this:Stewart Systems. EverShield Protective Finish

 

but can't seem to buy it anywhere.

 

What type of licence do you need for the CS-LSA in France? It would be so much better for all if we could harmonise across the world...

But You cannot take off from a private field like an ultra Light, and also lsa are certified aircraft.

Regarding paint Weight it seems to be between 7 and 10 kg for a sav

There are some lovely pictures there and I love the aluminium finish, my doubt is the amount of polishing to achieve and maintain that.The weight of that prop is incredible, I will certainly put that on my list.

I am really interested in moulding carbon and other composites and my first thought when I saw the cowl was to make a mould from it and have a go. I will certainly let you know if I succeed.

 

If only the Euro zone would agree to up the limit to MTOW of 600kg for ULMs life would be sooo much easier!

CArbon and cowl made of carbon are a good solution to save weight, thansk to let me know how it progess.

For sure everybody would like to have a MTOW of 600 kg in france but you know this categoty already exist CS--LSA, but it is not the same rules...

Hi Richard,

To save weight, the fastest and cheapest is to use an e-props propeller instead of a duc swirl or flash (if you do not have already a propeller)

Helices E-PROPS : DURANDAL 100 pour Rotax 912S 914

Mine is à 100 M, as i remember the weight is under 3 kg and the saving is around 4 kg

Without painting, i know a savannah s under 290 kg with parachute

This one : Construction de mon Savannah S

You can follow the construction with many pictures

Regarding your proposal "Carbon fibre engine cowl, wing tips, tail and fin tips." it is a good way, if somebody would like to creat this parts, i already know few guys interested to buy thisese carbon components

Hi richard,

Nice project ! Just when you will choose colours, keep in your mind that some colours needs more paint weight to cover. And as you know in France the TO Weight do not exceed 472,5 kg with parachute... And also empty weight close to 304 Kg...

Not easy to achieve...

For building the savannah, this link could help

Construction de mon Savannah S

This guy made a good job and light savannah...

Mine is a factory built

Presentation Eric from France

If you need my mobile phone to have contact let me know

Dear all,I need to make up a wiring harness and dont have access to a Savannah at the moment. If I mount the Trig headers centrally at the top of the dash how long a cable would I need to then mount the remote transmitter modules in the space behind where the seats join the tail section? I dont need to be too precise.

 

Thanks in advance

 

Richard

A+

Few landings in south of france in august

Frejus

Just 308 kg is pretty impressive considering that it includes large wheels and a 'chute! What kind of engine do you have on your S?

Rotax 912 S, the gain with the propeller was at least 4 kg.

My Savannah S empty is 308 kg painted with safety parachute, tx, Radio, Efis, e props propeller with carbon spacer, 21 inches tyres with beringer rim, Li FE PO4 battery.

Video of the cirrus long island

Probably some of you Know this video, from 1:10 taliking about brs and a inside view of an mcr ul under parachute

in Flap 0, savannah have still Flaps' drag.

So it doesn't mean that i will have ten deg negative. The design of the 2 first is + 10 ° at the handle, the 3 rd one is 12 ° but at the handle, I need to check the value at the flaps.

Yes, i know one who made this kind of modification with sucess

I don't often use full flaps for takeoff BUT when I do it is mainly for the familiarisation of the feeling of high drag and lowered climb performance (I have electric flaps so bumping and dumping flaps to 'bounce her off' isn't an option for me) and I think everyone should practice it (unless of course the Poh says not to!) as it gives you a better appreciation of how that extra drag affects the plane which could come in handy if you are doing a precautionary landing in a short strip and need to do a late go around.

I don't need often full flaps to take off with the savannah, but I also think it is important to make some test, in the following video i made ( beginning and particularly at 2.12 mn), you can see that with the motor torque the sav loose the take off axle at low speed due to the engine torque effect i think (probably depend also of the propeller pitch). I means that at very LOW speed, the stabiliser drift do not receive enought wind, so you cannot compensate the drift.

With the full flaps, there are much drag, i think the best way to have a short take off is, 0 flaps, short rolling, then progressively full flaps without locking, then progressively first flap.

Hello Eric; beautiful videos and a handsome airplane.Regarding your flap position comments: You might wish to check out Mark Kyle's thread (Kyle Communications). On page 20 of his build thread you'll find some discussion and some design work he has done with the flap lever support plates. Engaging full flaps with the stock setup requires a forearm and wrist motion to pull the lever straight back towards the pilot's crotch. Mark has been able to incline the lever further forward in all positions with repositioned slots, detents and the lever pivot point. No other modifications are needed other than fabrication of new flap lever support plates.

Fly Safely,

 

CanadaDan

The topic of the new plates is to creat a 3 dr position with more flaps to have less rolling (i expect close around 25 m with a short final 60 km/h, no wind, no breaks) in landing and more drag (first position from the right on 3 rd design plate). The "no flap" position in reality is close to negative flap position, to increase the cruising (i expect more than 10 Km/h)