Neil_S

Hi Lyndon, It was Darren who enabled me to change my LSA to Experimental. Darren has two contacts - either his company, [email protected], or his personal one, [email protected]. Mobile is 0408 351 309 Cheers, Neil

Hi David, No worries! Glad to hear it's been of help. Let us know how you get on flying the Savannah and any issues you encounter - we would like to hear! Cheers, Neil

Hi David, Yes, that is correct. I lift off as soon as is practicable to avoid stress on the undercarriage (nosewheel in particular) as I'm usually on a grass strip which can be a bit muddy/rough. It's a recognised technique to utilise ground effect to reduce drag while building up speed. It helps any tendency to climb too soon and risk a takeoff stall. Someone I know did exactly that, ie climbed out of ground effect too soon, and wrecked his plane when it dropped a wing. Fortunately he was OK. However, as I said before, do not try and use full flap on takeoff (I know they do it briefly in STOL competitions) because you will increase drag significantly. I start climbing at around 50kts. I retract flaps when 200ft AGL, and still below 60kts VFE. HTH Cheers, Neil

Hi David, That's an interesting question - I think I can honestly say in the 10 years I have been flying my Savvy I do not recall any true emergency situations! I service the plane (or get it serviced by a LAME) at the appropriate intervals, and have carried out any ADs etc, so I believe it is structurally sound. It has around 800 hours on the VDO. I have explored the envelope over a period and have the following observations which I hope may prove useful to you. I take off with one stage of flap (using full flap on take off is very much discouraged) and rotate at about 35knots. I accelerate in ground effect, then climb out at between 50 and 60 knots - be careful not to exceed the 60knot flap extension speed. Depending on conditions I frequently get a rate of climb of 1300ft/min or so (solo). On turning base I slow to around 50 knots and extend one stage of flap. I turn final and then slow to about 45knots. I hardly ever use full flap as the Savvy doesn't really need it, and if you need to go around then all you need to do is apply some right rudder as you open the throttle. Side slipping is straightforward, and best done without flaps as you can't really know your speed as the pitot is not aligned with the airflow and you may exceed the VFE. When experimenting with slow flight it is also hard to get an accurate straight and level stall speed as the pitot is not aligned with the airflow - I have had an indicated speed of about 22-23 knots, but I'm not sure how accurate that is. On a BFR one time the instructor said it was hard to stall a Savvy so he took control and did a massive skid, which resulted in a wing drop. This demonstrated that you would have to really mishandle the plane to get such a result. When it comes to (simulated) engine failure on takeoff it is very important to get the nose over and pointing to the ground quickly, otherwise you will lose inertia as the Savvy is a draggy plane. You should really feel that rise in your seat as you bring the nose over. For engine out practice I have found the Savvy glides best (furthest) at about 55knots, but that is dependent on weight. For most of the above I would be solo and my plane would be a bit less than 500kg. Empty weight is about 310kg, I weigh about 60kg, and baggage about 10-15kg. I have the extra wing tanks, giving 140 litres total, which would be around 100kg max with unleaded fuel. Most people would be heavier, and of course a passenger would bring me closer to 600kg. I can't think of anything else atm, but please feel free to ask if I have missed anything you want to know. Cheers, Neil

Hi David, OK - so are there any specific areas of flying the Savannah that you want some tips on? I suspect you will already have found the Savannah glides like a brick! Does it have the 100hp or the 80hp Rotax, or something else? Do you want stuff like speed over the fence on landing, flap usage etc? Cheers, Neil

Hi David, Congratulations! I have been flying my Savannah S for over 10 years - it's a really enjoyable plane to fly. The appropriate manuals can be downloaded from ICP's website. What sort of information are you looking for? There are a number of Savannah pilots on this site. If you give us some background information about yourself (how many hours you have, what other planes have you flown, what is your "mission" flying the Savannah e.g. breakfast fly-ins, short hops, long cross country etc) then we should be able to offer relevant advice. Cheers, Neil

I had the suction mount holding my Skyecho fall off the window when facing the sun. IMO they are simply not a reliable way to attach anything. I was fortunate to be able to relocate the mount using zip ties, as in the Savannah there are metal brackets that the zip ties could go around. It works a treat. Hopefully you can do something similar in your plane, Skippy. Cheers, Neil

Hi Danny, I learnt to fly at 54 and got my Nav endorsement about a year later. I am now 70+, so you are definitely not too old. As some others have suggested it would seem a good idea to do the Nav stuff a small step at a time. Having an understanding instructor would be a definite advantage - one who would be happy letting you gradually build up your proportion of a cross country flight, including doing the planning, while he/she does the rest. If you are like me you would probably have felt a bit overwhelmed the first time you flew a circuit - I certainly was! I remember thinking there was just so much going on I wouldn't ever be able to do it all myself. Looking back now it seems almost laughable - flying a circuit these days is just a regular event, a bit like driving that car today that seemed pretty difficult at 16! Obviously the choice to carry on is up to you, but I think it would be sad to give up something as amazing as flying a plane unless you really have to. Most people would feel totally overwhelmed at the prospect of building their own plane - but you have done just that! The process of building a plane would probably have been doing a few hours a day, week after week, month after month, maybe learning a new skill here and there, probably getting a bit disheartened a few times, but carrying on and eventually achieving the amazing outcome of having built your own plane! Very few people can say they have done that. You have plenty of time to make your decision - you're a young bloke compared to most of us on this site 🙂 Cheers, Neil

You would have thought so, but if you are contemplating flying into Barwon Heads : "*** Missed approaches are calculated as a landing and a $10 fee will apply, multiple missed approaches will also be apportioned up to $25 per hour (whichever is greater)" Sad and unsafe IMO.....

Hi Baz, Until you do cross country flying you don't really need anything sophisticated. At the point you start to plan cross country flights I believe it is best to learn using charts, pen and paper, and E6B, so you learn from first principles what is involved, and why. It will help you learn about magnetic variation, the difference between heading and track, selecting a route avoiding "tiger country" underneath you, and avoiding Restricted Areas, etc. Once you are familiar with the above then use of an EFB makes planning a lot easier. Personally I fly with an iPad Mini on a kneeboard using AVPlan, and a paper plan on a kneeboard on the other leg where I have radio frequencies, hemispherical levels, airport flyover heights, and I can jot down notes and keep my fuel log. The EFB also shows the ADSB-IN information from my Skyecho - very useful for situational awareness about other traffic. The EFB highlights upcoming ATC zones and if you are at a level where you will go into active airspace. It also shows active Danger Areas, and Restricted Areas in red etc. I believe the EFB complements the paper plan and charts, and of course there is no hardware or software to fail with paper charts so they are the ultimate backup. I used to work in IT so I know it is not a matter of IF but WHEN a failure will occur. I have been flying in hot weather when the iPad overheated and went blank. No big deal, I just moved it out of direct sunlight for a while, but it reinforced that having a backup was a good idea. HTH - good luck with your training. Cheers, Neil

When I was working at Heathrow the IRA also attempted to mortar the airport from just outside the perimeter fence - once from the back of a van in a hotel carpark to the north and once from an area used by plane spotters to the east. Cheers, Neil

I have had one for over 5 years and never been asked to show it on the few occasions I have flown into a Security Controlled airport. However, the recent doubling of cost to over $500 means I shall not renew it when my current one expires. I often go to Point Cook for RAAF museum events and CASA seminars , but despite being a military airport the ASIC is NOT ACCEPTED as ID there, instead they want a driver's licence. A driver's licence is only ONE form of id you have to supply in order to get an ASIC. Bloody farcical.

I always carry some "comfort bags" in my plane in a readily accessible location. They're available from Chemist Warehouse and others for a few bucks. Have been used on two occasions by passengers and were very good. A 3 pack costs $2.44 - a worthwhile investment to avoid cleaning and a smell that lingers for ever. Buy MyTravelPro Travel Sickness Bags 3 Pack online at Chemist Warehouse WWW.CHEMISTWAREHOUSE.COM.AU Buy MyTravelPro Travel Sickness Bags 3 Pack Online at Chemist Warehouse

Yes - something I forgot to mention - when checking the tension on the rudder cables on my Savannah I press down on the tail so the nosewheel is in the air. As the rudder pedals are also connected to the nosewheel for steering the tension is different when the nosewheel is on the ground. The tensions quoted are the ones you want in the air, and so lifting the nosewheel is required to get that correct. I was surprised how much difference it made (can't remember the figures exactly but it was a few lbs IIRC). Cheers, Neil

Hi sfG, I bought a second hand Pacific Scientific T60-1001-C8-1A tensiometer on eBay for a few hundred dollars and have it calibrated by Northside Calibrations in Narangba QLD when I need to use it. Works out cheaper than buying a new one (which would need to be calibrated after a year anyway). According to the most recent Savannah S Maintenance manual (Revision 11 June 2024) the tension for the elevator cable should be 18-24lbs (9-12kg) and the rudder cables 11-15 lbs (5-7kg). Note that recent manuals have a reduced tension for the rudder cables, older manuals (eg the original 2015) had it at 18-24 lbs, a significant reduction. HTH, Neil

Yes - they were known as Bristol Freighter in the UK. They used to fly out of Southend Airport in Essex across the channel to France and Belgium. I remember them flying over my house as a kid. Cheers, Neil

Agreed. I learnt at 54 and with work and the Melbourne weather the elapsed time was about a year before I went for my ticket. Then about another 6 months for PAX and Cross Country endorsements. In hindsight it was good because I got to fly in all 4 seasons that Melbourne throws at you (not necessarily in one day!). It was also good to learn in an area that has Controlled Airspace (our airfield was under the Melbourne Airport 2500ft step) as it taught me from day one to be aware of both my altitude and location so I didn't bust Tullamarine airspace. Cheers, Neil

Me too! Even my grandkids call me out on it now 😄

I have used Howard Instruments for VDO tacho repairs too. They did a good job and charged a reasonable price. (Their shop is an Aladdin's Cave of instruments old and new!) Cheers, Neil

Hi SFG, Happened to my mate a number of years ago (throttle cable broke, I believe, and Rotax went to full, as it should). As Facthunter says, keep going. When at your destination (or a suitable airfield en route) conduct a circuit and then when certain of making the runway cut the engine and glide in to land. That's what my mate did and landed without any dramas. Cheers, Neil

Toilet beer?? Sounds disgusting (although I did have the misfortune to once drink Watneys Red Barrel in the UK many years ago....) Cheers, Neil

I love the way the Channel 7 reporter said the pilot was "going to do loops" - I think she meant "circuits"...... Cheers, Neil

Hi Skip, "Ah! the defence of the fence sitter." - another attempt at a snide remark (and you wonder why I think you are rude!) I will continue to "sit on the fence" as I will try and attend the event at Parkes, and will try and attend if it changes in future to Narromine/Temora, as I obviously do not hold the same negative opinion as you. If everyone bar me thinks Parkes is so crap then presumably I will be the only one there. If that's the case I will tip my hat in deference to you. I have no intention of writing to RAAus as you are clearly the one who has such vehement anti-Parkes views. I continue to be interested as to why it is not to be held at Narromine/Temora, or anywhere else - so let us all know what they say. Cheers

Hi Blueadventures, I saw them on sale in Aldi yesterday, but everything I read about fires in enclosed cockpits says to use Halotron or Halocarbon - both replacements for Halon. They all caution against anything else such as powder, as you won't be able to see anything after expelling powder, or CO2 as it can corrode. But what my research has found is that even small Halotron or Halocarbon extinguishers cost a small fortune - at least $5-600, with others over $1K! So something tells me the Aldi/Autobahn jobbies above are NOT Halotron/Halocarbon-based! As noted by others, probably good for use on the ground though 🙂 Cheers, Neil

Hi Skip, Yes - this is a forum where matters can be aired, but as none of us had anything to do with the organisation of the event what is the point of moaning to us, and asking why Narromine/Temora was not chosen when answers to all of your gripes can be answered by the organisers themselves? I attended several of the Temora Natflys and enjoyed them, so I'd be happy for it to be located there again, but I don't know why it wasn't selected for 2024. So let us know why when you contact the organisers - we'd all be interested to find out. Cheers.