Yep, oil was quite cold, how do I fix this? Run up? (Sorry for all the questions btw)
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Ask all you need! A cold engine explains the shut downs. Typically an aircraft engine needs about 2 minutes to warm up. Differs with engine and weather too (Alaska takes longer than the Sahara…and altitude matters).
IRL you would typically use about 2000RPM to warm up to about 70-80c, and after that 2500RPM to about 100c…ready to rev up.
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Thanks! I feel like I ask to many question sometimes, but I know the community and my fellow bush pilots are especially helpful and kind!
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Well, next time I’ll hang on to Marge’s ankles & make sure she is wearing her chamois jersey. Hang her out across the windshield, then 1 long slow drag across the screen should clear it.
H
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Hey guys, I just found a great place to practice waterskiing, here’s the coordinates. 38.954006, -120.100777
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Can also try in Sitka (PASI). Runway is practically IN the water.
Ill add it to the list!
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FYI…I updated the writeup in Flightsim.to to include the various Water Ski tips given here.
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Just spent an hour doing landings in a park in Inverness that would have had me in deep deep doodoo with the local constabulary. 9 kt wind at my 10 o’clock kept my feet active but allowed for some amazingly fun landings.
13kt ground speed at touchdown. You don’t see that often in most planes, but it’s a day in the park (literally) for the Savage Carbon. 
This plane feels alive in the air like few other in the sim. It’s a masterpiece and gets better with every update.
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(Also, if you enjoy this thing as much as I do and you haven’t tipped @GotGravel, you should consider it. I’d gladly pay $40-plane type money for a model this good. 
)
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First Water Ski videos are popping up…by Kevin Lewis:
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Water skiing is so nice…
Headwind is not a friend while doing this, it reduce the speed relative to water. It’s better with no wind or little tailwind. Now I do my water ski from the cockpit. However no wind at all gives glassy water and this is dangerous because you can’t really see when you are about to touch the surface, with very little wind and very little waves, you know when it’s going to happen. I find it working from 40kt to 70kt (both ends are dangerous), 60 kt flap 1 or 2 seem to work best. I was able to trim an infinite water ski with 60 kt flap 1.
Another fun thing: gently coming from the land, you can try stopping your cub in the water, the plane will crash if the rear wheel enter the water but it is OK to stop with the rear wheel right at the beach. And from there, I dare you do something new: a water takeoff as if you had been caught by high tides with no other way to exit the shoreline !
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You seem to have it worked out @PierrePhot68…nice! Yes glassy water (zero wind) is a no-go for water skiing, in the real world too. No sense of depth. Too much wind and you got waves. A few knots is nice.
By the way…your beach take-off challenge gives the term “Propwash” a new meaning 
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Engine shuts down sometimes if I nose down skiing. Ctrl-e sorts it
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Question about real flights. Always use full thrust for takeoff? If the runway is long, can the engine be saved? Use less rhrust? Are there any techniques?
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Completely depends on the plane and scenario. In case of the SC…which has a very high power to weight ratio…unless you do a short STOL takeoff you could go easy on the engine and easily reach the skies at 5000/5200 RPM and still do it in seconds.
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If i understand correctly, the technique of reducing traction on take-off is used when certain conditions are met: lane length, weight, weather, etc.?
Yes, all that is taken into consideration, and is planned in pre-flight. If you’re at gross weight, full power and get airborne as soon as possible. Reduced power takeoffs can be used on a long runway to save engine wear, but most of the time pilots will use full rated power, because the engine can take it, at least for a short period of time, and the idea is to get airborne quickly. If you have an engine problem on takeoff, you want to diagnose it ASAP, having as much runway and overrun left as possible, hopefully enough for an aborted takeoff. Now in the sim, as in real life, engine problems usually are not going to happen, but that doesn’t mean they are never going to happen. In real life you should plan for various emergencies, should they arise. It makes you a better and safer pilot, and this is all brought about in training. By the same token, you should think of these things in the sim also, unless you just want to be a gamer, which is OK if that is what you want. That is the great thing about simulations, everyone can get what they want out of it.
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Max speed acording to zlin is 185kph
Yo can see here the cockpit from a real one
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The real one has a Rotax 912S which develops 100hp @5800 rpm. GotGravel has installed a 165hp modified Rotax from Edge Performance. It’s as close to the actual real world numbers as he can make it.
The real world Zlin Cub has a Vne of 205 kph (128 mph/111 kts.), which it can only achieve in a steep dive. Our cruising speed is higher than the Zlin’s Vne. GotGravel has strengthened and lightened the frame using carbon fiber to account for the higher hp and increased speed. So the Savage Carbon’s airspeed indicator is in knots, period. It is a performance improvement over the standard Zlin Cub to try to make an improved bush plane that you can take to extremes in the backcountry. The only thing comparable between the Zlin Cub and the Savage Carbon Cub is the shape.
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