IBob

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.

RFGuy they're actually air manifolds for the likes of spray shops, come in a variety of sizes from China. So available from outfits selling spray gear etc. Or here are some from China: https://www.aliexpress.com/w/wholesale-air-manifold.html?catId=0&initiative_id=SB_20230114151204&SearchText=air%2Bmanifold&spm=a2g0o.home.1000002.0&dida=y

Yep, as I found trying to measure my jet size. We had suggestions like 'stick a pin in it' (the hole is too small and the taper on a pin and even a small needle is far too abrupt to get any accurate reading) and 'file a taper' (anyone here ever tried filing a round taper on a 0.4mm needle?).......

Nice to see someone come up with figures from practical testing. The figure of 2L/hr gets bandied around a lot, but I have never been able to find where it comes from. And I have suspected my own return flow is higher than that while observing it raising the level in a valved off near-full tank while in flight.

Skippy, I used a very fine sewing needle, then tapered it by hand, then inserted it in the (slightly recessed) aluminium 'jet', marking the place with my thumbnail, then extracted it and used vernier callipers. Easy to write, but in practise not so easy to be confident of an exact measurement. Which is why I wrote 0.38 - 0.4mm I have remeasured a number of times now, I would say it is around the lower figure. ( But I do know it is bigger than 0.35mm, as I have a wire of that size, and it fits with some additional wiggle room.) If so, then your current jet at 0.5mm is 42% larger in cross section than mine. And if the recommended jet size is 0.35mm, your current jet is over twice that size. So, yes, I agree that the next step is to source and fit a 0.35mm jet. To answer your question: mine is not a jet, as such. It comes as part of the ICP Savannah kit and is a fuel coupling or spigot, with the end blanked (probably not fully drilled out) and the hole drilled in the end. Possibly manufactured in house. If you get really stuck, I can send you one, though you would need to figure out thread size and how to mount it. However, it would probably be easier and also better to source a genuine 0.35mm jet, if you can. As you say, reducing the jet size may well sort your problem. If not THEN might be a time to check whether it is poor pressure or a poor reading.

Skippy, I have misinformed you: I just remeasured the return jet/s on my (spare) fuel splitter, using a fine needle cut to a long taper with emery paper and vernier callipers: I am seeing a measure of approx 0.38 - 0.4mm, certainly not the 0.5mm I previously estimated.

There was a reference earlier to other owners having similar problems and just 'learning to live with it.' It did not say if these were other owners with glass cockpits, but if so I would begin to suspect either the equipment or the way it is being installed. And while I can see the logic in keeping the fuel lines out of the cockpit, where possible, I am not sure about siting the fuel pressure transducer/sender in the engine bay. Quiet simply, if there is any pressure (over static pressure) in the engine bay in flight, that additional pressure will be subtracted from the fuel pressure reading.

Skippy, Alan recently posted to his thread 'CHT sensor Temperature versus original below sparkplug thermocouple' regarding the amount of trouble and expense he went to, only to discover that his instrumentation was not reading correctly: he was chasing false hi temperature indications. It seems to me you may be in a similar position, in that we are still not sure whether you have poor fuel pressure, or just poor fuel pressure readings. You stated early on that the aircraft has never shown any signs of fuel starvation. You may install a smaller return line jet, but I doubt this is your problem. If at all possible, I would beg/borrow/steal a steam gauge, hook it up temporarily, and establish which it is. Because if it is something wrong with the readings, you could be mucking around forever with fuel system components without seeing any improvement.

Skippy, I am confused by (part of) this: EG: the drill size chart I am looking at has a 56 drill as .046" or 1.18mm So clearly we are looking at different standards/charts. BUT The main thing here is that you have been able to find something that fits in the jet, and that you can then measure with your micrometer. I can only add that, if your jet is 0.5mm, then it is approximately the same size as the one I have fitted (may be exactly the same size, but I have no exact fit to measure). I hope that is of help.

Sounds like you need to get the V callipers/micrometer out and measure...um....what you are poking in there? Based on your reported flow (which must be a constant if the pressure is) I would guess your jet is just under 1mm.

Skippy, so #54- #55 is 54 -55 thou. (or 1.3 - 1.4mm) Which is huge. My jet (see above), is approx 20 thou. (or 0.5mm)

Hi Skippy, following this with interest. Here is a pic of the (spare) return jet setup from my aircraft. (It as 2 identical jets, the second one goes to the fuel pressure gauge). My measure of the hole is a best guess: I can get a .35mm strand of wire into the hole, but certainly not 2 strands. I would guess the hole is 0.5mm I should add that this is mounted where the fuel line splits to the two carbs, and works fine for me: I have had vapour lock after short shutdowns: I always use the booster pump pre-start, and with vapour it runs fast for 5 to 15secs before settling down once the vapour is gone, at which point I get a fuel pressure reading. (Obviously, vapour will pass through the jet much faster than liquid.)

rgmwa it's not something I would fit, but then we do not have the distances that you have in Australia: it may be a different matter if I was over there. As for making some use of your red cube: with many instruments, I think it is change that you are interested in. So even where there is an offset, as with the Rotax fuel return, you will still have a reading that it normally sits at in, say cruise, or climb. With that in mind (or marked) you can then be looking for change. Aside from that, if you are able to access the return line easily (it is accessible in the Savannah) you could establish the return rate at a set pressure, so arriving at an actual fuel burn rate.

They need to sweep the sand off that aircraft carrier..........)