pitfield

Has anybody ever used these Aussie products? I'm thinking they might be an ideal way to carry extra fuel but would very much like to hear from somebody who has previously used the product. Thanks. YAK52: TurtlePac - Fuel and water bladder tanks for boats and aircraft - underwater salvage lift bags Regards, Chip Pitfield Toronto, Canada

I'm considering the purchase of one of two almost identical kit aircraft. Both kits and both 912UL engines are mid-90's vintage. The first kit was not completed until late 2008 and now has about 100 hours on the airframe and engine. The second kit was built considerably earlier and now has about 750 hours on the airframe and engine. Both engines appear to function equally well. And while both engines are well within the TBO hours as specified by Rotax, both are now beyond their mandatory 15-year overhaul date. Questions: 1. Would the 15-year time limitation cause you concern given the relatively low times on the engines; 2. Would you be troubled by the unknown storage history of the very low time engine that has only been running for about 100 hours (but appears OK); 3. Am I an idiot for even considering purchasing aircraft with engines that are beyond TBO limitations? Please be frank with your views. You guys have been hugely helpful and insightful in the past and I very much appreciate your assistance. Best wishes, Chip

I know there's somebody down under that has the experience to provide me with advice, so 'thanks' in advance. I'm considering the purchase of a short-tail Rans S7 with an 80hp 912. I've never flown an S7 and I've only flown behind the 100hp 912 (in a bunch of different aircraft). Does anybody know what kind of performance difference will exist between the current S7 and the earlier short-tail version? And I'd love to hear opinions concerning the suitability of the 80hp 912 in such an aircraft. I'm presuming that I'd like the current S7 as I have flown the Savage Classic a fair bit and it's a great aircraft that at first glance doesn't appear to be hugely different; all of this has been behind the 100hp Rotax and I'm a little leery about dropping down in power. Thanks, guys. Chip Canada

please note that the email address is... chip {underscore} [email protected] Thanks very much for any assistance. I know it's short notice and Monday is a holiday. Regards, Chip

I'm arriving in Sydney early Monday morning. I'm an ultralight student pilot here in Canada, and I'd like to find a flight school in Sydney that will give me a 2-hour instructional flight in the Sydney area on Monday. I'm training in an Evektor Sportstar, and would prefer to fly a Jab. If that's not possible, I'll do it in anything. It's more sightseeing than instructional. I'd really just like to get a taste of Aussie flying and see the sights. I'd be grateful if somebody would give me a recommendation suggesting who I should contact for such a flight. My email address is [email protected]. Please excuse me if I don't reply immediately as I may be in the air. Regards, Chip

Flew a cross-country today in a Sportstar with a Dynon EFIS and in-panel Garmin. The Sportstar bubble canopy may aggravate visibility because it is so bright, but the Dynon was just about impossible to read during all aspects of the flight. The Garmin was great regardless of our position relative to the sun, but the Dynon was sufficiently difficult to read that I'm inclined to knock Dynon off my list of potential panel choices. Has anybody had a similar experience with glass panels?

I'd be grateful if anybody with 914 experience would provide their views on 914 reliability. I'd love the extra horsepower but the 914 seems to suffer reputationally because of reliability issues. Thanks.

Leaning towards a Bush Caddy It's all-metal, made here in Canada, and seems perfectly suited for the kind of flying we can do in Canada. I've not yet flown one, but I visited the factory and it's an impressive operation. I saw a completed fuselage and wings which are just a few days away from final assembly at a local airfield. The interior is manufactured and installed by a local company that does work on business aircraft; it's the best I've seen on this class of aircraft. Wing chord is about five feet, which is certainly the largest I've seen. I like the all-metal construction, and I like the fact that the manufacturer is relatively local. The R80 has a huge wing, gets off the ground in about 200 feet, and cruises at 95 or 100 mph, which is plenty for me. There is an exceptional amount of baggage space, and the aircraft has a lengthy history of operation in the Canadian north (hence my concern about the Jab in cold weather). I believe you guys have a few R80s and would expect the owners are very pleased. I probably can't fly one until the spring, so a final decision isn't imminent. There are other potential candidates, but none of them have a fleet in Canada which slows me down a bit. Thanks very much to all of you for your responses. I can't recall how I stumbled onto your forums, but this is far and away the most useful and instructive resource I've found. And I've researched the entire subject to exhaustion. Best regards, Chip

I'm a few months away from deciding which powerplant I'm going to purchase. I've decided against the 914 because I've heard too many concerns expressed about reliablity and the uncertainty of mechanical expertise away from major centres (i.e. in the boonies). So it's either the 100hp Rotax or the 115 hp Jabiru. I know it weighs more, but I think the incremental power might be helpful coming off water. I'd very much appreciate hearing divergent opinions, and I'd like to hear comments from anybody that has operated the Jab in colder temps (i.e. minus 10C to 15C). Thanks to you all.

Thanks to all of you for your assistance. It's a great thing to have a resource like this and I'm very grateful to those who make it possible.

I'm now training in a Sportstar (which I very much enjoy). The aircraft has split flaps, and I am not convinced that split flaps provide much lift enhancement. There's no question that they're effective drag enhancers, but because they don't affect the chord or shape of the top surface of the wing, I don't understand how they can have a significant impact upon wing lift. My tentative conclusion is that using flaps on takeoff is of negligible benefit. Would somebody kindly explain why I'm right or wrong? Thanks & best wishes. Chip

750 I think I'm learning that the 750 probably needs the power of the 914. It's a bit draggier and certainly won't have 701-like STOL capability with a 912 (and probably also not with the 914). Thanks

John, thanks for your reply ... I'm located in Toronto, Canada, so I'm guessing the planes you know of are probably impractical for a Canadian. I have decided that if I must choose between a 701 and a Savannah I will opt for the Savannah. I am hoping, however, that I can shift my choice to a 750 v the Savannah VGW (both 'wide bodies'). I'd hope to use a Rotax 914 and have an aircraft with more space and almost the same STOL characteristics. The 750 kit has been substantially simplified, so i suspect but have not verified that the buildtime for a 750 kit is now more competitive with the Savannah. I have certainly concluded, however, that I'll end up choosing between two very strong choices. I'm not sure that I'd regret either choice. Our financial world has blown to pieces over here, so what I thought was an imminent decision is now probably four months away. What a world. I thank you very much for your assistance and counsel.

Thanks to both of you I am either going to buy used or pay a pro to make the aircraft for me; I have a fairly accurate appreciation of my weaknesses; a long term, highly-precise project upon which my life will ultimately be dependent is not playing to my strengths. The purpose of my posts was to solicit opinions from pilots who have, perhaps, wrestled with the same choice. Beauty and utility is clearly in the eye of the beholder, but it strikes me that the 701 forums I've visited all contain lengthy discussions concerning 'nit's and 'issues' with 701s. I don't see the same discussions about Savannahs, perhaps because there are fewer flying. All comments, opinions and insights are therefore gratefully received. Thanks to all.

I am wrestling with the choice betwen these two aircraft. Some of you undoubtedly wrestled with the same decision, and I'd be very grateful if you'd reply and explain how you reached your final decision. I am not intending to build it myself, so ease of construction is a secondary issue for me. Thanks very much.

I'm wrestling with choosing between these two aircraft. Some of you may have struggled with the same issue. I'd appreciate hearing how you ended up choosing the Savannah over the Zenith. I am NOT intending to build the aircraft myself, so ease of building is a secondary consideration, although I recognize that the more challenging kit will lead to higher end cost. Thanks. I appreciate your help.