IBob

Skippy, if the airbox drains are after the filter (as they should be) surely air is coming in through them during engine operation? My build has one drain only, small diameter, presumably to reduce the amount of air coming in that way. And as a a separate suggestion: I wonder if what you are seeing is the result of (a small amount of) fuel vapourising in the float bowl then condensing in the air box? It seems very unlikely, but for the miniscule amount you mention (approx 3 drops per minute), whatever is causing it is a minimal. I would be reluctant to be dismantling/swapping bits on a new Rotax engine unless absolutely necessary: they are manufactured to a high spec and usually just bolt in and go flying. Question: are the carb vent pipes to the airbox sloped up, down, or level?

The top pic looks like a Rans S6 Coyote?

And here are the underwing inspection hatches. Again they have a doubler riveted inside. In this case there is no lip and the cover sits on, rather than flush to, the skin, secured by rivnuts and hex head screws.

FWIW, for hatches in the 6061 panel, they supply a doubler with a slightly smaller hole, which rivets inside the skin. This stiffens the edges of the skin, and provides a lip so the cover sits flush to the skin. This is the rear fuselage side hatch, gives access to control cables and used to be where the battery was, you can see the doubler:

And here is a very tidy DIY hatch on a VG, probably a better fit for you. 100mm wide at the midpoint of the sides, 125 from hinge to fastener side. (These are the dimensions of the final hole: note this also has an inner lip, so the cover sits down flush).

Here ya go Marty. This is on the S, 190mm wide x 105mm deep (IF the recessed lip was carried all the way round. Since it's not, 115mm deep at centre). Doesn't need to be that wide, I'd guess it's supplied like that to cater for different engines/mounts.

I'll measure up and take some pics tomorrow, Marty.

.075mm is approx 3thou. .335mm is 13thou.

ICP use Dzus on the cowls (and tail hatch) but Camloc on the oil inspection hatch, and also on the belly hatch. The oil hatch is opened every preflight, and the action of the Camloc maybe lends itself better to those frequent openings?

There's something here I'm not understanding Skippy: 0.075mm is about the diameter of a medium thick human hair. And if you have gone from 0.52mm to 0.075mm, the cross sectional area of the port has been reduced by a factor of 48. I thought you were going for a #15 jet, which is 0.335mm? Maybe take the micrometer/vernier callipers to the oxy cleaner?

That sounds a lot better, Skippy. (I'm guessing you meant 0.275mm, not 0.025mm.) Look forward to hearing what your return rate is!

The standout Normalisation of Deviance has to be Lt Col Bud Holland's behaviour, which finally led to the B52 crash at Fairchild AFB, costing him his life and killing his 3 other crew members: The man had a whole history of pushing the limits..........

OME, in this instance, it aint crap: The subsidised rollout of ADS-B in NZ has been under way for 2 years now. And while the #1 eyeball needs to remain our first defence against midairs, a common experience has been this: our ADS-B is showing us aircraft out there that we haven't seen. And furthermore, even armed with the ADSB-B data on location, height and direction, it can still be helluva hard to see 'em. I was initially reluctant to install the gear, but my view now is that we need all the tools at our disposal. Not convinced? Consider this from a study by Andrews, J.W., Unalerted Air-to-Air Visual Acquisition. 1991, Lincoln Laboratory, Massachusetts Institute of Technology: Lexington, MA. p. 1-21. "In a striking illustration of this point, Andrews performed a study in which unexpected airborne intercepts were deliberately arranged during cross-country flights by 24 general aviation pilots. Pilots were accompanied by a second (safety) pilot, and were asked to call out all sighted traffic as soon as they saw it. Pilots were informed that the aim of the study was to “add to our knowledge concerning how VFR pilots actually fly”, and to “determine how you allocate your work-load resources”. A total of 64 intercept encounters were arranged. Twenty eight of these intercepts were not seen, representing a miss-rate of 43.8%. Because pilots were aware that their performance was being monitored, it is reasonable to assume they were making an active effort to maintain an active and vigilant look-out. Despite these efforts, pilots failed to see another approaching aircraft on more than 40% of occasions."

If you get your feet wet, you're probably doing something wrong.........)

Natalia, this is principally an Australian website, though with a scattering of members and contributors from all over the world. If you are looking to charter, you could contact aero clubs and the like and ask who can provide that sort of service.

Indeed. Lent a whole new meaning to 'scaring the pants of 'em'..........)

A friend of mine lived next door to a Hughes 500 chopper pilot of some repute, and reported that he would take lady friends up and do daring things for a bit, then land and they would go indoors for a long time............)

They still fly those things???? I lived in Ano Voula to the east of Athens at the beginning of the '70s, when the US NATO presence shared one end of the main airport. And two F4s would take off every day, fly the Med borders and return on finals over where I lived. The sound was really odd as they neared touchdown in the distance: a series of what sounded like loud moans, which I guess was the power being buttoned on and off???

Skippy, I'll be really interested to see what return flow you get, once you have had the opportunity to measure that. I have seen the figure of 2L/hr bandied about a fair bit, but have never been able to discover where that came from. And I suspect the return flow on my Sav is significantly higher than that.

Right, well according to this chart (which agrees with your #35 being just over 0.5mm) what you are looking for is #15 or #20: https://www.allensperformance.co.uk/carb-kit/jet-size-chart/

I don't think the people proposing here to stick variously modified pins or needles in the hole have looked at just how small 0.35mm is: I spent many minutes with grades of emery paper cutting a taper onto the tiniest needle I could find in order to try and measure the jets in the above pic. As a comparison: a standard fine dressmaker's pin in 0.6mm in diameter.

This seems to be going round and round. 1. I think you can be confident that what is required is a 0.35mm jet or orifice. 2. As noted above, I measured a spare in the splitter block as supplied with my Savannah kit, and concluded that mine is over 0.35mm but not as big as 0.4mm. This works fine in my aircraft. 3. If you're really stuck, I can send you one from that block (there are two, identical, the other is used to hook up the pressure gauge.) HOWEVER: the orifice is drilled into the end of a threaded spigot, and you would have to identify the thread and have something to screw it into. That, or rework it to fit into whatever you have there. See pic below. 4. A further possibility might be to contact https://www.munichmotorcycles.com.au I recently had a very useful conversation with M61A1 here and he recommended them for carburettor jetting.

Enormous tail fin.............

Hi again Gary, you're absolutely right: you will mount the wings, then attach the flaperons to the wings, bolting them to the pivot arrangements at the fuselage, which are connected to the control rods that go down to the main flaperon crank. You will drill and bolt the inner to the outer flaperons to give washout on the outer flaperons, as per the manual. At this stage your flaperons are all assembled and functional from the stick. With the stick centered, then hard left, then hard right, you will check the flaperon deflection, using the big gauge supplied with the kit, which just sits on top of the wing. If adjustment is required, you will extend or shorten the control rods by screwing an end out or in. And you will also use the same gauge to check flaperon deflection when half and full flaps are engaged. You'll find it very straightforward once you get to it. A word on the flaperon-to-wing pivot points (4 per side). These use little bushes, bolts and washers, and should be set up like a wheel bearing: nipped up so just slightly tight, then backed off just enough to allow free movement. This keeps the assembly snug between the washers on either side, and holds the pivot bolt straight, greatly reducing wear of the bush.

Hi Gary, and welcome. Great to see another S coming together, and looks like you're well into it! Yep, this can be a big site to find your way around. A couple of good options: 1. Go to Forums, scroll down there and you will find one of the forums with all different types of aircraft named, including Savannah. Lots of Savannah stuff there OR use the search function at the top of the screen. I found this site invaluable during my build, had an old laptop on the bench so that I could access pics and info from other builders, also post queries. Lots of folk here happy to pitch in. And you can PM (Private Message) using the envelope on the left of the screen if you just want to message to someone here rather than making a general public post. Keep us posted on your progress, and be sure to post pic when you get air under the wheels.