RichTee

Folks - I would strongly recommend you get in the practice of dipping ALL tanks AFTER any significant flights ( say 1h30min) - if the tank levels aren't what you expected then start asking questions to better understand what is happening in your fuel system- its certainly given us cause to scratch our heads !!!

Sorry for the lack of info. My understanding is that tests have shown that the pilot had suffered a heart attack mid-air and died prior to impact. The accident report will, if history is anything to go by, take some time to come out but I will post it here when it does come out.

Not that i am aware of...unless the admin of this site made an arrangement with the admin of that site. Due to the fire - it is unlikely that a definitive cause will be found for some time - but the avcom safety forum encourages speculation and there are some great aviators who chip in with comments & thoughts so the speculation can be of great value.

Indeed John was the agent/dealer and had built "over 100" in his factory. Apart from being a very well liked individual.....JW was an extremely capable pilot and I think that when the report is out showing his hrs on type - it will show that he had perhaps the most hrs on type worldwide....save perhaps a pilot or 2 working for ICP. I would encourage anyone who wishes to know more to follow the Academy & Flight Safety forum on www.avcom.co.za - where this accident is being discussed. Regards, Rich

I write to advise that a Savannah S went missing on Wed afternoon in the East London area of South Africa. It is with a very heavy heart that news has just come in that the aircraft wreckage has just been found. The pilot was the Savannah agent for Southern Africa - John Waterson and a passenger (Gerald whom I believe worked for him). John was a very experienced and careful pilot who knew the Savannah better than anyone....indeed I believe he was their most prolific agent. He had sold many many into South Africa and he had sold 17 Savannah's into Zimbabwe alone - 15 of which he built. We await more news as to the possible cause but I can advise that this was apparently a "test flight" on a plane he had recently built. John was a true gentleman with a great sense of humour and he was always keen to help-out a fellow aviator. He will sorely missed by the community - you did not stay a customer for long - you soon became friends. I can not imagine the devastation this must bring to his wife and young family who are in our thoughts and prayers for a long time to come. A very tragic loss. RIP JW.

My appologies for going "quiet"...herewith some pics from flying this weekend in Mana Pools National Park under the trust Flying For Wildlife (www.flyingforwildlife.org)...

Dear All, Right....the AMO had noted a slight drop of compression on #3 cylinder (still within limits)...and suspected that the fuel was coming through the right hand carb and into that cylinder...washing off the oil and resulting in lower compression. He used the bore-scope and was able to SEE the fuel (at rest) Hi Mike, Thanks for that...just wondering...would the fuel in the 6ltr collector tank not expand back up the pipe to the inner tanks (which are vented) ? Considering that the Savannah main fuel tap is between the 6ltr tank and the carbs...and its an open system between the 6lt tank and the inner wing tanks. Regards, Richard

Hi rhtrudder, Funny you should mention that but we noted evidence of fuel having been in the air box too.....I had omitted that from my posting ...sorry it was a critical point. When this is all said & done I'm quite keen to open a debate on the wisdom of having the fuel tap locked on. Cheers, Rich

Hi, Yes....we have been arguing that point here too...but looking at the picture below I recon fuel CAN flow into the manifolds then into the cylinders through an open valve...have a look at the level of the over-flow pipe and the level of the manifold:-

Hi Farley, You are 100% right....there are (from my research) 3 possible reasons....which may be interlinked...for instance problem #2 could lead to a deterioration of the carb components such that problem #3 becomes the "issue". Like-wise the thinning of the oil could CAUSE excessive wear leading to problem #1. 1. Rings are shot (compression tests will reveal this) 2. Diesel (or other non combustible contaminants) in the fuel 3. Snag with the carb(s) leaking fuel...at rest..through the manifold. Then...if the engine stopped with the intake value open on the 1st cylinder after the carb with an issue one could see fuel leaking into the cylinder...past the rings and into the oil. In the high wing Savannah where the POH stipulates leaving the fuel tap ON...this means the needle is effectively working as the fuel shut-off....something the ROTAX manual says is not standard. Anyway the jury is still out for us as the AMO has not managed to check her out this week. His plan is to bore-scope and see whats going on...then inspect the carbs etc. Interestingly we KNOW our fuel has 3% diesel contamination. So option #2 jumps to the top suspect...However we note that since the oil was changed (when we 1st noticed this)....she did 4 hrs (that is 80 odd ltrs = 2.4lts of diesel) and there was NO CHANGE to the oil level. Then a 5th hr was done...and 3 days later the oil was up by an estimated 500 to 750ml. This would then support suspect #3 being the issue....since if it was contamination one would have seen a linear increase. Considering the same fuel source has been used for all 5 hrs. Will update you all once we know more. Cheers, Rich

Hey JerzyGeorge, You did not mention where this was.....I ask as ours syndicate (in Zim) is going through this exact issue at the moment....our 912ULS making oil in our Savannah S. Is this another case...or are we the ones you are referring to ? I will share our story shortly once we know a little more as our AMO (who is a v good!) is working on her at this very minute. Fuel assay results indicated 3% diesel contamination in our fuel. As part of our pre-flight we always pull a sample from the gascolater...check color, look for water and sniff....with this level of contamination it is /was impossible to see/smell. Have a look at this thread:- http://www.manualslib.com/manual/846518/Rotax-914-Series.html?page=105 Regards, Rich

Hi Jerzy, I'll take some photos later this week and get them too you. I agree be very careful with the material used. We got a registered guru (AMO) to do it for us - he used the approved GA insulating material. Can I ask you to send me some pics of your carb sheilds. Many thanks, Rich

Dear All, Herewith some more pics for those not on FaceBook....thanks for all the Bookface "Likes" and comments !!!

Hi Jerzy, Have a look at my thread http://www.recreationalflying.com/threads/fuel-ambient-temp.142031/ Your snag may be due to other factors (as suggested by other responses)....but I have certainly seen high temps leading to dropping fuel pressure & increased fuel flow. With us at no time did the 912ULS cough or show any signs of being unhappy BUT at 300ft doing anti-poaching work, watching one's fuel pressure drop and fuel flow increase sure gets one's attention !!!! In our case its was / is definitely ambient temp with a few other factors thrown in. Our thoughts on the matter are that: 1. MAKE SURE your lagging on the exhaust manifolds and pipes are adequate and intact. 2. Make sure you don't have any leaking welds on your exhaust system....we had 4 small holes at various points, hidden by lagging. VERY scary 3. We are considering drip trays / heat shields (see http://contrails.free.fr/temp/912_installation_3.pdf) 4. If ambient temps are going to be high then AVGAS is the way to go. 5. Set limits on temp above which we don't fly .....not due to density altitude / PA issues but rather because the fuel system is not happy. Hope this helps, Rich

Hi Old Man Emu, Thanks for the info....will download those PDFs and have a read. My main concern (in this thread) is the fuel system with high ambient temps. The performance was just fine (operating from a low strip at 1,500 agl...so density alt was fine)....but a vapor issue at 200-300 ft agl would not be fun !!! I like your Coolgardie Safe....was discussing this am...and we recon we will fly the morning session...leave the airie with low fuel in her...and only fill the tanks again for the afternoon session just before flying...and ensure its from a cool source. That should help. We are also looking to switch to AvGas during the hotter months. Cheers, Rich