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fallowdeer

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Everything posted by fallowdeer

  1. fallowdeer
    Hi James When my aircraft was inspected by the CAA they pored over the fuel system in great detail. As the POH and the build manual contained no information about a four tank system I had free rein on the design. As previously noted lots of pitfalls exist in the operation of a multi tank system so I had created the attached document and included it in the POH. This seemed to alleviate the regulator’s concerns. I frequently start up with all fuel valves off at the manifold looking for the low fuel light to come on after using about 100ml of fuel this testing the system as against the button on the panel which is only a bulb test. From experience in normal cruise I’m able to drain any tank completely with the exception of the R/H inner that the return goes to.
  2. fallowdeer
    I pretty much copied Mark Kyle and IBob. . After 140 hours in nine months, I’m really liking the flexibility of having four individually valved tanks.
  3. fallowdeer
    Each to his own. My opinions based on direct observations and conversations with probably the two most experienced 912 engineers in NZ, one of whom has been selling and servicing 912s for well over twenty years.
  4. fallowdeer
    A 2000hr 912 that had those hours piled on quickly in a flight school while being well maintained is likely to be a better bet than a 12 year old model with 350 hours from what I’ve observed.
  5. fallowdeer
    AC90-89C. Minimum fuel flow for pressurized fuel systems 125% of maximum consumption rate, 150% for gravity. A 912ULS will consume @ 28l/hr full throttle so you need a minimum of over 40l per hour, my build delivered over 60. This test will need to be notated in the logs if your paperwork requirements are similar to that required in NZ, which are basically copied from the US FARs.
  6. fallowdeer
    By crikey reading this thread just makes me so grateful that every one of the thousands of times I’ve hit the starter on a 912 over the last fifteen years or so it’s actually worked…….
  7. fallowdeer
    What are you building Lyndon?
  8. fallowdeer
    Plenty of adverse yaw in a Savannah but the Dynon autopilot I installed in my build performs beautifully.
  9. fallowdeer
    Nah Perry just a few bits that have fallen off in flight over the years if that counts..😁
  10. fallowdeer
    Gidday Bryan I’ve got about 1000hrs in Savannahs, roughly 850 in mine and the rest in six or seven other machines. Every one of them had insufficient trim range to cover the full speed range from 35 to 90 knots. It’d be very tiring to have to hold forward stick in cruise so in my opinion the tab on the elevator should be adjusted so you’re just on the verge of running out of forward trim at maximum cruise power. That way you’ll minimise the rearward stick force you’ll have to exert (As mentioned by IBob) when flying at the other end of the speed spectrum, around 35knts short final on a STOL approach. Peter
  11. fallowdeer
    Gidday Marty A couple of places over here make these for about $1200NZD. Heaps of nice features. Not sure if they have a pattern for a 701, this fits my S perfectly.
  12. fallowdeer
    Pretty sure the TT22 doesn’t have a serial output which you would need to integrate to the Skyview . ( TT 21 doesn’t and they are identical AFAIK except for output power) As has been noted before you can’t just hook up any GPS even though it might be format compatible and expect to be compliant for controlled airspace.
  13. fallowdeer
    Trig manufactures com radios and transponders for Dynon. There are some software differences but large degrees of compatibility. The Skyview system also has serial ports so many other avionics can be “connected.” When I recently installed my Dynon Skyview I integrated the Trig TY91 com radio with the Skyview so it can be controlled from the screen, frequencies tuned from the airport identifier page that sort of thing.
  14. fallowdeer
    Hi Skippy If your Dynon GPS is the SV-GPS-2020 then that meets the mandate for entry to controlled airspace. The previous SV-GPS-250 do not. Depends whether you want to enter controlled airspace or just want TABS level performance.
  15. fallowdeer
    Trig does the talking here. SIL and SDA can be configured for your application be it just TABS or full ADSB out for homebuilt microlight experimental etc. TT21,TN72 and TA50 very popular in NZ for the above aircraft categories. Fully compliant for operations in controlled airspace in NZ. https://trig-avionics.com/product/tn72-gps-receiver/
  16. fallowdeer
    Gidday Christin. Re tracking parts subsequent to sticker removal I took a lot of phone pics of parts. Another technique I found that worked really well for me was to measure the longest dimension of the part to the millimetre and catalogue that . Turned out to be an excellent way to keep track of everything, particularly on parts that very similar to many others.
  17. fallowdeer
    This bearing doesn’t carry any thrust load, only rotational. The bungee suspension in this design absorbs thrust loading up until stops are reached.
  18. fallowdeer
    Heard they’re nearly $70 NZ but look at the price of everything else……. Still, I’m told there are six under construction over here.
  19. fallowdeer
    Hi Mark How much is a kit over your way these days?
  20. fallowdeer
    First flight today…. Took way too long but got there in the end….special thanks to IBob for helping me through some of the tougher bits……
  21. fallowdeer
    Gidday Kogg I can’t imagine flying the latter stages of a STOL approach in a Savannah VG at 60mph or more, it certainly wouldn’t work for me. I’ve got about 800hrs in mine lots of short strips some down to 120 metres in length and one way. For the very late stages of such approaches I favour a low speed, high AOA,high drag powered arrival over the threshold with full flap. Right on the left side of power curve….. Attached one is at 35knts IAS to touchdown aircraft is at about 420kg. I think one thing worth keeping in mind when we discuss indicated speeds on STOL aircraft flying slowly is the huge pitot error at high AOA, what we’re seeing on the dial is a reference point and likely to vary greatly from CAS. Often you’ll here someone say “my plane stalls at x airspeed blah blah” being some ridiculously low speed. An aerodynamicist would be likely to tell them that just ain’t possible if weight, wing area, and coefficient of lift were plugged in….. Hence our IAS in STOL ops is a reference point…. Peter 7817BCB2-2971-47F8-AC3B-3F709CD908BC.MOV
  22. fallowdeer
    Runaway trim? Yet to instruct in or fly a sub 600kg aircraft where fully out of trim can’t be easily managed….
  23. fallowdeer
    Looks a lot more like a Dynon autopilot servo to me..
  24. fallowdeer
    I’m gonna say the tail wheel vs tricycle argument for commercial utility aircraft was lost long ago in favour of the tricycle for multiple reasons. Think Quest Kodiak, PAC 750 XL, even Twin Otter. The list goes on. All aircraft you see world wide on unimproved strips. Next thing we’ll be hearing is “Only real men (women?) fly tail wheels” and the rest of that bs. 95% of what is done these days by the hairy chested 180/185 brigade can be fine just as well much more cheaply by a 182 or 206. Re the jacked up nose leg on the Savannah, yep seen that here a few places. Just great if you want an aircraft where it’s really hard to get the nose wheel off early in your take off roll and just as hard to hold off in the flare and with the greater leverage make it much easier to break……
  25. fallowdeer
    Hi BC0979 Not everyone is on Facebook….. following your thread as I’ve installed larger than standard tures on two Savannahs.
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