JerzyGeorge

It is hard to accept that very experienced pilot could not quickly identify problem with wrong trim and correct it in split second, Also trim could not be strong enough when adrenaline is pumping to negate rudder control ( in my opinion) But I do not know all the facts. Did he indicate over the radio the nature of the problem?

Good morning, Disc bolts could be lock-wired or use medium strength locktite I used both and found locktite acceptable. Keep in mind that you need to undo those bolts when you take a wheel off ( for a puncture or bearing repair) Regards George

One very frustrated pilot I really feel for him

I am very sad, I met Sandra at Wynyard club and talked to her many times , something went horribly wrong RIP

Good morning, I am not sure at what stage of building process you are at , I have been flying Savannah VG and S for a while 4 years and 550 hours Doing my own maintenance ( most of it) I have a few comments. If you are interested please send me an email to [email protected] Recently got my website going you are welome to have a look www.worldbeneathmywings.com Regards George

Yes it is very interesting, I did read all answers and found them very useful. Perhaps more time should be spent during initial training on turbulence. I developed my own technique to deal with turbulence. Never fly in yellow arc in rough weather, I always slow down before flying into turbulence , developed skills to predict rough ride, I look for hills and valleys and wind direction, also thermal activities in summer time. I never stress airframe with big movement of the controls , quite often I do not resist or fight turbulence I let the a/c to fly with the turbulence and then gentle bring it back to my original course. Some times it does not look right for others but my control surfaces are not stressed and the whole airframe does not take punishment. Of course this is when I can afford it i.e. with plenty AGL. Generally speaking I keep distance ( horizontal and vertical ) from turbulence generators and fly slower than in nice weather. If I could not follow these rules I treat my control movements under control ( gentle) and do not cause unnecessary airframe stress. The only exception is landing in rough air , I keep my speed higher then usual to be fully in control with small movements of control surfaces and take advantage of good engine power if I need. of course build your own method of dealing with turbulence suited to your skills and A/C you fly. George

I did fly over the spot they went down in my Savannah in clear skies , Did not descend onto steep valley where the place is fearing rotor from the mountains , looked down from high above and hair stood up at the back of my neck imagining what was it like in bad weather and poor visibility, Did two orbits and flew back to Tumut quickly happy to leave tiger country behind my tail

Good day What modification did you do apart from paperwork? I am considering upgrade to 600 kg of my Savannah S but could not understand the idea of two little pieces slipped in between wing struts brackets I do not like the as per ICP instructions required drilling two holes in existing brackets to fix new bits. In my opinion it will create weak point. Also will make inspection of the brackets more difficult. Any opinions will be appreciated George

Congratulations Liam Great achievement and result of hard work and commitments, Not many young people can do it , You are one exceptional young man, Yes young man , because it requires strong character to achieve what you have just done. About future flying , keep going at least every fortnight go flying . I am afraid you may keep at least two jobs to keep money flowing. Have a respect for weather , be very thorough with flight preparations, and focus on improving your skills. Exchange your experience with other pilots. Always keep speed safe margin in the circuit, do not bleed the speed to low Do not hesitate to go around if approach is not right, ( few times I landed on my third approach). Just a couple of aviation sayings: 1. Aviate, Navigate, Communicate, 2. A pilot who has 500 hrs thinks he knows everything Pilot who has 1000 hrs knows what he does not know Pilot who has 3000 hrs knows that he would never know everything Safe flying and happy landings George

than ks guys , I like the new fitting with orings , have you got dimensions , I am prepared to do it tat way to solve annoying problem. I took today original fitting out and could not believe that someone could design it that way , It has to leak sooner or later . Total disaster and needs to be modify during construction . I wonder how many Savannahs suffer from this problem? George

Good Dy All My Savannah developed fuel leak from fuel yank fittings It does not leak from loose rubber hoses It leaks from bad seal between fuel tanks wall and hose fittings. What is the best way of fixing it ??? I pull;ed off the wing skins from under the tanks already but need to find the reliable way to seal it I would appreciate any suggestions George

Thank you guys for a lot of quality information George

Good day, I would appreciate any comments on fuel management while flying Savannah with long range tanks. I can see fuel level in inner tanks , but how can I guess level in outer tanks?? Also having return fuel line to inner tank is a risk of overfilling this tank while full Regards George

Perhapps Jabiru or Topaz or Svannah

Any suggestions recommendation of different manufacturer of fl uel pump or perhaps supplier of the old style?? Perhaps old design was better than a new one???