Kyle Communications

As a owner builder for a 19 rego aircraft you are now not allowed to submit your own W&B. Now you have to get a Casa WCO (Weight Control Officer) to do it . So the rate seems to be $1200 from chasing this up and thats if you have someone reasonably local to do it. Just another excess cost in my opinion. More red tape regulation again. The system was fine before. I asked the question of the Tech dept at RAA and this is what I got back Hi Mark, Thank you for your enquiry, and I hope your build is going well. Section 10.1 outlines the requirements for aircraft weight and balance, and states that CASA CAO 100.7 is applicable. I would recommend reading the complete CAO for weight and balance, however Section 4 of the CAO outlines weight procedure and who can do the report. (Reports do need to be conducted by a CASA Weight Control Officer or verified weight control authority). Link to CAO 100.7 - https://www.legislation.gov.au/F2015L01127/latest/text 4 Weighing procedure 4.1 Aircraft weighings must be carried out under the control of a weight control officer whose appointment covers the activity, or a person referred to in paragraph 4.1A. Note Subject to compliance with paragraphs 4.1 and 4.7, a person, other than a weight control officer, may carry out the weighing of an aircraft. 4.1A A person may carry out the weighing of aircraft and prepare a weighing summary for aircraft (other than power-assisted sailplanes, powered sailplanes or sailplanes) that are to be certified under regulation 21.190 and 21.195A of CASR for a purpose mentioned in paragraph 21.191 (g), (h) or (j) of CASR if the person: (a) has successfully completed an aircraft weighing procedures course approved by CASA within the last 2 years; and (b) has had practical experience in setting the aircraft up in the levelled or flying position for the purpose of conducting symmetry checks, rigging angles and control surface travels, if applicable; and (c) weighs the aircraft on scales that are approved by CASA or an organisation that has been approved by CASA for the purpose of this subparagraph; and (d) ensures flight tests are conducted in accordance with paragraphs 91.875 (2) (f) to (j) of CASR with the aircraft at maximum and minimum permitted take-off weights and loaded so that it is tested at forward and aft CG limits; and (e) complies with any other condition that CASA deems necessary. 4.2 Aircraft must be weighed on scales that: (a) have an accuracy over the temperature range for which the scales are designed of: (i) ±0.2% of the applied load; or (ii) ±2 kg; whichever is the greater; and (b) are of a type suitable for the purpose. 4.3 A scale mentioned in paragraph 4.2 may be used to weigh an aircraft only if it was calibrated, within the 12 month period ending on the date the scale is used to weigh the aircraft, by: (a) the manufacturer of the scales; or (b) an organisation that is approved by the National Measurement Institute for a purpose that covers the purpose of calibrating the scales; or (c) an organisation using a reference standard in respect of which there is: (i) a valid certificate of calibration (however described) issued by an accredited organisation; or (ii) a valid certificate of verification issued under regulation 13 of the National Measurement Regulations 1999. 4.3A For subparagraph 4.3 (c): (a) a certificate of calibration or verification for a reference standard is valid: (i) during any period of effect stated on the certificate; or (ii) until any date stated on the certificate by which the reference standard must be recalibrated or reverified; (b) accredited organisation, in relation to a certificate of calibration for a reference standard, means an organisation holding an accreditation to calibrate the reference standard issued by: (i) the National Association of Testing Authorities Australia; or (ii) an entity that is a full member of the International Laboratory Accreditation Cooperation. 4.4 Sufficient personnel and equipment, including scales, must be provided to satisfactorily carry out the weighing. 4.5 The empty weight and empty weight CG must be determined from the results of 2 consecutive and independent weighings. The load must be completely removed from the scales between each weighing. 4.6 If the difference between the first 2 weighings exceeds 0.2% of the mean weight or 10 kg, whichever is the greater, further weighings must be performed until the results of 2 consecutive and independent weighings agree within that tolerance. 4.7 The empty weight and empty weight CG must be certified as correct by a weight control officer whose appointment covers the activity, or a person referred to in paragraph 4.1A. Weighing details and the determination of the empty weight and empty weight CG must be entered in an aircraft weighing summary approved by CASA. 4.8 A list of equipment included in the empty weight must be prepared for each aeroplane and rotorcraft.

I contacted Reg Brost today and we had a long catchup chat...it was great to have a chat with him again. He doesnt remember either but he only ever got the strut from ICP but he did remember ordering too much at some stage. We think I must have picked it up from him when he was up here in Brisbane..he came up regulary. So I would have met him over the southside and I would have brought them home in my big Iveco van. I can fit 4m lengths inside it. Old age is a bugger not only the body gets slow and tired but so does the memory I would hate to think how much it would cost now as that would have been back in 2017 I think. BTW was speaking to the importer here ordering some VG's and pricing on other parts. The price of a std Sav kit now with analogue guages is about 75k. !!!! My original Sav kit cost me 27k back in 2011

I cant rememebr exactly but when Reg Brost had Aerokits he told me where to get it from...it may have even been Capral alu. It was a long time ago just after I recued Mabel from central NSW. I am sure I sourced it here. It is the same stuff that ICP use so I gather its a generic type I know why the sav also has no dihedral too. You can get a std front and rear strut out of 1 4mtr length of it. Once you go 20mm longer on both struts then you just run out of material. This is with the dihedral now. It ended up raising the underside of the wing around 80mm each side from std It certainly looks better Will take some better pics later this week. I got the new struts on yesterday. Only shows 1 strut on but both are done now The rear strut wing side attachment I got my mate to weld up the drilled holes as they were not in the centre as this aircraft was originally so badly built. You fit the rounded ends to the UC bracket and the rear one you attach it then mark and drill the holes. Now my struts actually do have the bolt holes in the strut in the centre these now are fitted correctly

I have 2 of the original struts currently holding the wings up at their std angle. The dihedral I need for 1.5 deg is to make those main struts 20mm longer which will lift the tips up around 110mm from original. To cut the new strut alu I designed up a profile using Fusion 360 using the canvas option where you take a picture of the profile as straight on as possible. You can import that into Fusion then scale it to the perfect size. This also has the mounting holes in the jig to allow for the correct drilling position in the middle of the strut tube. The jig is reversable so you just turn over the strut align the jig to the end of the tube and drill the holes on the other side. The drill then will go through perfectly through both sides and it is centred. The jig also is made so you can hold it in a vice perfectly aligned straight and level and both sides of the jig allow cutting the tube squarely as you have a side to saw against. Very happy with the way it came out and the ease of how it all went with the jig. Spent a bit of time getting the jig designed and dimensionally perfect but it was worth while. I have the stl file if anyone wants it. For those who are interested the main alu strut length was 2028mm it is now 2048mm long. The same jig is used for the rear strut it will also be 20mm longer than standard but the attachement at the fuselage end is fine and I can use the jig but the wing attachment end is a slight issue as that internal fitting was drilled when the kit was built and this aircraft was built so badly when it was built...see the beginnings of the thread about the original build quality. That I will either have to weld up the holes or try to drill the strut to suit the attachment which are not square. The issue is the outer wing attachment is not at 90deg to the strut like the inners and the main strut outer attachment. The outer rear attachmant is angled so this is drilled when you have attached the wing through the strut alu and of course it was poorly done originally. I would like to get 2 new out rear strut ends but I doubt very much the dealer here would have them. I will ask but dont hold out much hope.

Yes it does help the fuel drain much better and that is a issue with a savannah especially when flying. My new tank setup in Mabel is a bit different to std as well and dihedral will make sure I get better fuel flow from the tanks It does also help flatten out the bumps also it does make turns a bit softer. Tom Cadet who designed the Borabee, he is in Casino has modified his savannah with some dihedral and noted the better flying characteristics that it makes. Tom has designed and flown many aircraft. The beauty is with this is if I dont think its any better I just put back the original strut lengths. The way the wingas attach make this very easy to do.

Major milestone today. Mabel has wings. Now she is starting to look like a proper aircraft. Had 3 of the guys give me a hand this morning and we fitted the wings. I was pretty happy with the fit. The RH wing I needed to shave about 1 mm off some of the trailing edge spar stock to get it to fit the rear bolt up against the bracket. The LH wing was a just perfect fit..no room though but it fitted fine. I have the original main wing struts just holding the wings at the moment as I have all new strut material to make up some slightly longer ones that will give me about 1.5 deg dihedral. Dihedral makes the sav fly a lot better in the bumps it also looks better too Now she is back in a hangar I can work regularly on her. Hoping to have her in the air by the end of this year

The std savannah seats are pretty thin. The back needs to be thin due to the way the seat back panel is and I am pretty tall so dont want to be pushed any further forward. I have used the originals as you can see in the previous post but the std seat base for this model which was a 2011 one the bases are curved and the thin seat went into it and after an hour or so you got a sore bum. You will see I totally changed the seat base and mounting to be a little like the sliding seat base on the later models but I changed it as well. The base is very flat and I planned to put a thick foam base into it. I made up the seat cushion from varying grades of foam as advised by a upholsterer who is in our areoclub. Fiona is also one of the ARO for our airfield. She also looks a=fter our Mogas bowser..she does enormous work for our club. Once I got the size and shape I wanted she upholstered th base inserts and they turned out great. The std sav seats then velcro to the base. The seats are way more comfortable now and it does not adjust my preferred seating position.Really pleased with how they came out

This thread is alive again. Its had a long hiatis due to too many things going on in my life. Land subdivisions here and buying a new property. to put a house and hangar on at a Airpark airstrip, demolishing our house here in Burpengary in late october and moving 2 houses into the big shed here while we have been waiting for the house build company to get their finger out and finally this week they have started the new build. So Mabel had to be taken out to a mates place last October to be stored as there was no room here in my big shed or in my hangar which has another aircraft in it that I bought in partnership with a mate. I have been working on going through it to get it ready to fly. So I havent done any work on Mabel since then. Another mate george in the hangar next door to mine has almost finished his new Savannah build but he owns 2 hangars back to back. He was now not needing his Dtreak Shado and decided to pull it apart and he offered me the section in his hangar so I gratefully accepted and I have now moved Mabel from my mates place over to Georges's hangar so now I can get some work done. I have more time now abeit travelling to and from to the farm to get a few things finished around the place so we can sell it as we are getting too old to look after 125 acres now and this is why we decided to get into a airpark Red tape and council incompetance in trying to get this house built is just crazy..We signed the new build contract for the house in Burpengary back in December and its only just starting now. The new site at the airpark we are now fighting with the council with their red tape and money grabbing tactics as well....this is why yoiu cant get anything built in this country. The amount of this red, blue, back and pink rainbow tape is just out of control no wonder we are turning into a thrird world economy I need to stop whinging about it...but it is so frustrating Anyway after my rant ..I have just got back from a week at the farm working and will be working on getting the wings on Mabel. I will be putting some dihedral on this one. The engine has been run and the tail feathers are on..just need to put the rudder on get the wings on and the new struts cut and fitted. A few more things done then get her ready to fly So will post some more as I get it done Some pics of Mabel in the new hangar and the Mrs apparently went to the airfield and got me towing Mabel there. I didnt know she was there..she was spying on my with the Find My app on the Iphone...cant get away with anything anymore. The Mabel song was done by my mate Danny used a AI song maker. It was just a audio file but I grabbed it and put some pics to it. Its a pretty good song. He wrote the words and the AI did the voice and the music. The world is getting crazy now Mabel song.mp4 IMG_1018 (1).mov

My Savannahs have always been adjusted by feel. Not very scientific but practical. I recently did a few hours in a factory built pretty new sav at a flying school. What a terrible aircraft to fly to what I was used to in my aircraft. I thought it may have just been me and not being in the pilot seat for a while. My mate who used to fly my sav also did a few hrs in this same aircraft for his BFR as well. I asked him if he thought the aircraft was crap to fly and not like mine was. He looked at me and said..yep..I thought it may have just been me. So we both compared notes and yes he hated it as well. I setup my aircraft by making the cables the tensions I thought would be fine. I never used a gauge. Its pretty easy to do when using your brain. The complaints we both had on this training school aircraft was the rudder was way too tight and the same with the ailerons. The ailerons the bolts in the hinges were too tight..the bushes were rotating and not the bolts inside the bushes rotating. This is a mistake made by a lot of builders. The bushes need to be fixed in the hangers and never rotate. The elevator wasnt too bad but the stick was adjusted way too far forward it wasnt a natural position. I am a tall guy and it was a little bit of a strect for me. It was quite uncomfortable. The cables should not be like guitar strings. The tension needs to be enough so there is no slop in the system The cable needs to be a little firm in tension not tight. I tried the cables on the rudders on the training aircraft and they were very tight by feel at the rudder. Couldnt really try the elevator cables unless I climbed into the hole of death but the elevator is pretty heavy compared to the rudder so the tension could be a bit more and it wouldnt be that noticable. But having the nosewheel rods and the rudder cables all connected to the same point it was just way to tight. Yes there is a manual to go by but sometimes common sense is a better solution Mark

Different strokes for different folks Skippy....who gives a crap about what you think...he obviously wanted and likes it.

Displays & Traffic Warning Systems – f.u.n.k.e. AVIONICS GmbH WWW.FUNKEAVIONICS.DE They only have a TM-250 on the website

Do you have a link to this device...if its std 1090 adsb it should work..sort of like a TCAS

John are you based at Gympie Airport?

Trevor has recovered surprising well. Still lots or rehab he has to do and its a little difficult for him to walk. He has only just been allowed home in the past 2 weeks but we are all amazed at how far he has come as most of us didnt hold out much haope after more than 80% burns. Trevor is a very tough nut. His partner kept us informed every week on his progress in hospital. There was a lot of ups and deep downs but he has survived thank god although he does of course have some life changing issues now.

You can get good quality caps from Element14 or RS components make sure though you get a 50V or 63V rated one to be on the safe side. Do not fit a 25V one and it needs to be at least the 22,000 uF capacity

Capacitors do "wear out". age and the constant pounding of the pulsed DC they are trying to smooth takes its toll. usually replace the capacitor every 5 to 8 years or so depends on usage but age also plays a part in the capacitor ability to filter the DC

Thats the rate but you dont get that rate when looking at the news or XE.com, you can never get that rate. I use a Forex company to get the best rate but a bank transfer you lose 1 or 2% sometimes even more. The worst of course is paypal. Good Forex companines are about .3 to .8% on transfers. No VAT on outgoing but of course GST here on the cost of goods PLUS the cost of freight

Yes about 3500 and 4500 euro from memory for the 2 or 3 blade props. Usually double the euro and that will be roughly the sell price

Just some info for the RV crowd and others of course but I have had several RV guys now chase me for these new props ..Seems there are a lot of RV guys who want to change props Looks like GA can have a foot in the door now Eprop have released their Ascalon range of props for 100 to 270hp direct drive engines like Lycoming and Continental You may have seen the chicken throwing incident video 🙂 They will be coming in 2 and 3 blade configs and currently 74 and 76 inch diameters but other diameters will be coming soon. Speaking to them tonight I also got a update on the jabiru props. Looks like they will have 2 and 3 blade props available for the 4 and 6 cyclinder engines.They are going through their last testing and should then be making the production molds so some hope on the horizon for a better solution for the Jab engines

Yes still making them when I get a chance. I make them in smallish batches. I have none in stock at the moment will be a few weeks.

That was the prop I had bought for my S21. He managed to break his original Eprop dropping the noseleg into a deep wet hole one day. He has more hp so apparently he still had enough ground clearance to fit my larger prop as it was the only prop I had here. Its a 190cm because my engine will be close to 120hp. Although Eprop now are recommending going to a 4 blade if your 115hp or more rather than using a bigger 3 blade

Mike you been looking at Tony's aircraft..he did it himself. Seems to be going well. Did you head up Townsville way or was he down your way

Looks like the russians are trying their hand at copying the Rotax now NAIS‑2026: UDC Unveils M105 Piston Engine for Light Aircraft – RuAviation RUAVIA.SU Against this backdrop, United Engine Corporation (UDC) unveiled the new M105 piston engine at NAIS‑2026. The public demonstration signals the transition from