IBob

Maybe ask JG at Stolspeed if anyone has put VGs on a 601HDS?

Absolutely. I'm one of those. And while I'm glad I did the build...one of life's special experiences...my energies went into that instead of flying. Go flying, Baz!

But you're only working two of those at any time?

Blueadventures, the standard keyswitch setup in the Savannah does two things: 1. Turned to On, it provides power to the various instrumentation.* 2. Turned further, it also operates the starter solenoid, with the usual spring return to position 1. *I opted to fit a separate switch for power to radio and transponder, allowing me to switch them on after engine start, and off before shutdown.

Not for too long, we hope..........)

The Savannah has separate 'mags' switches: not part of the keyswitch.

Interested to know........why?

As I recall, the RAT is not armed to deploy until the aircraft is in flight mode...that is, when the weight comes off the undercarriage. It looks as though that is when the RAT deployed: as soon as the wheels left the ground. Which would indicate that the condition/s to cause the RAT to deploy were present at time of rotation.

It's a slab-sided aircraft, I find I like layouts that reduce that slab-sided appearance. Most schemes don't do that, and some even emphasise it. For me, ZK-JUG works well:

Hi Marty, I started off colouring in side and top elevations, as you have. But I have seen aircraft where it looked okay on paper, but really didn't work on the aircraft. I think part of the problem is that we almost never get to view the aircraft directly side on, or directly from above. What we get instead is all sorts of 3/4 views, (typically from just below wing height in the case of the 701 or Savannah). What I did in the end was search my aircraft type on line and study all the pics for colour layouts that I found I liked. Once I had arrived at a layout (in my case a very simple one), I then sorted out the colour. I'm not good at visualising these things: I found this a much better way to come at it.

On that same subject: we are taught that the way to do a good visual scan is in successive short overlapping visual sectors, rather than in a continuous sweep. There is endless flying footage on YouTube etc. I don't know that I have ever seen a pilot there scanning in sectors, and more often than not they don't even appear to be doing any sort of sweep....

Yes. Following a double fatal midair here, we got a detailed look (during preparation for the proposed court case) at the limitations of 'see and avoid': Notably the closing speeds vs the considerable amount of time typically required to first spot the aircraft, then register the danger, then react to it, then for evasive action to actually take effect. Also a study carried out years ago in the US: the pilots were told it was to provide data on how they managed their various inflight workloads, but they were also instructed, in passing, to call out any other traffic they may see. Flights were then arranged, unbeknown to the pilots, with a number of traffic intercepts.....not collision stuff, but quite close enough to see. On average they missed seeing 40% of that traffic.

FWIW flocking is now a thing in the skydive world: opening extremely high then flying around in a big mob formation.......

That is a 912 UL, with a lower compression ratio. I never tried, but I'm doubtful I could pull a 912 ULS over that briskly. Still, I stand corrected!

Okay, that's a revelation!