Kyle Communications

The older VDO die because of the block vibrations not the oil hammering. First I have heard of the restrictor for the pressure gauge though. The remote mount I did worked a treat

Hi Mike There is a adaptor that fits into the block for the oil its a 10x1 thread on my engine. It then gives you the sealed type of AN fuel fitting for the raceteck stuff. Its basically just AN style liquid fittings and a teflon braided hose. I got a set for mabels engine and also got exactly the same for the RANS engine Mike Gearon The older analogue senders have a wire wound resistor with a arm that runs across the wire to get the resistance...nothing wrong with them provided they are not pounded by vibration like in the rotax. The arm wears through the fine resistance wire in the sender and it fails because the arm sits almost in the same spot all the time when the pressure is applied by the oil. Dont worry the electron 4-20mA senders fail too just they are 8 times more expensive than the old VDO style ones. Rotax I think is on their 3rd type now due to the failures of the Honeywell sender..thing they have a German one now but they are 400 bucks or so each

Parts came in yesterday for the remote oil pressure sender mount. After 2 failures of senders previously on The Girlfriend I did a remote mounted one on that engine and no more problems after that. even with a VDO style mechanical one which are notorious for failing on the Rotax

Thanks Onetrack... I havent chased it as I still have a heap of it from back in the old days :)..my stuff is probably more than 25 years old and still perfect. It should be in everyones workshop 🙂

Aluminox also was used by the power distribution companies when connecting alu clamps to the copper overhead mains and visa versa..that when I first came across it then used it exclusively in my radio busiess for all antenna assembly...fantastic product..hard to get now though but seach for aluminium jointing compound

The corrogated tubing is very similar to what ICP suppies for their kits now the last couple of years. The difference is the ICP stuff is really thin. This stuff is locally made down at the gold coast and is substantially thicker in wall. I would say at least double the thickness. I dont expect the flow to be any different to be honest. My fuel lines will be the teflon coated rubber injection fuel hose. ICP also use that thin corrgated stuff for the fuel but I am not using it for the fuel The corrogated stuff I have only used for the water and oil. I had a pulsing issuse in the oil pressure which drove me nuts on the girlfiriend. I posted a lot about it on the original savannah build thread. I ended up getting a adjustable oil pressure releif valve and that worked well but a LAME in WA that I know well had the same issue in a Sav and he found it was the curves in the hose from the oil cooler pipes becomming thinner in those bends and causing a restriction so he put a set of the internal springs into those 2 oil pipes to keep the hose the right diameter and that fixed the proplem. So I got the 2 output fittings at a about a 30deg angle coming off the oil cooler to make the bend better and of course the corrogated line doesnt squeeze small at all so this should hopefully stop that issue from happening again

I have been struggling trying to decide where I mount my headset jacks. I asked around and there are a million different solutions that everyone seems to have. I have my fuel switches on the Pax side so I can reach them eaasily..The Girlfriend I had them behind the pilot and the pax respectively and it was a royal PIA. So I decided to fit them on the pax side so I can get to both sets easily. The aileron control rod cover made a nice mount and the jacks need to be isolated from earth so a plastic box mounted with rivnuts does the trick. made up the fuel taps and made a bracket from alu angle..this works much better than the one I made for the girlfiend..no drilling or tapping the manifold..just 2 screw clamps and its held in perfectly. The angle is rivnuted in place its all as solid as rock. While I as at the fitting place I grabbed another manifold and the fittings and this will be my fuel splitter from the pump to the carbs and the return to the tank but also where the plug is on the left the fuel pressure sender will go in there and the lot will sit on top of the engine. Got all the fittings and pipe coming to allow the oil pressure sender to be remote mounted like on the girlfriend..that worked really well. Thought I had got a 22 way connector for all the sensor cables coming back into the aircraft from the engine bay to the RDAC but for the life of me I cant find it. It needs to be more than the std ICP one as I have 4 EGT this time and possibly a oxygen sensor. So tahts my main holdup now is getting another connector..there must be a world wide shortage of bloody connectors..no one has stock it seems. I used a Deutsch one last time and it was a ripper but just not available now..the connectors are very expensive..like over $100. !!!!

Had lots of stuff going on in the personal life lately and havent had a lot of time for Mabel. This weekend I have finally managed to complete some important tasks. A couple of weeks ago we got the exhaust system modified so its a nice fit with room for the water circuit and oil..also I dont have to remove the front left header pipe now to change the oil filter During last week the hooks for the springs on the two modified exhaust headers were tigged on also made the stainless rings for the EGT sensors they are also tigged on as well and I have finally fitted the exhaust to its final position. I decided I really like this corrogated stainless flexible hose. it is thicker than the ICP stuff they supply and I feel more comfortable with it. So the water circuit is fitted with it and now the oil circuit. The oil was a bit problematic trying to get hose that fits nicely over the 14.2mm outer diameter of the hose. It needed to be squeezed down to about 13mm to fit the good quaility oil hose I like to use and of course this stuff becomes the joiners. I used a collet chuck set from my CNC machine and used it to crimp down the tube to a size that I can get into the oil hose. It flattens the round ridges to get it to size but I did some tests and it does not affect its strength at all. Got a nice water fitting from Danny's stash pile of stuff so I could get a water temperature sensor in it and that is now fitted. I soldered a silicone wire... the stuff I use for my CDI modules onto the base adaptor so I can just earth that to the engine block so it works properly. Have been wiring the dash and just need to get the headsets run through and fitted to behind the PAX were I will have my fuel switch as like before in the Girlfriend but its a different tank system so only have 2 switches not 4 Concentrating on getting all the wiring from the engine side to the firewall plug then I can wire through to the RDAC and will be almost ready to start the big bore engine

I think its pointless to continue this conversation Oh as you say go back and read the previous posts and you will find the answer to your question

I am always prepared to reliquish my right of way in a circuit..period

Apen I hold to my original comment Your such a expert pilot then that your never wrong and you do everything perfectly correct after what.... less than 200 hrs? I make mistakes too. I have had several close calls there. Infact on this forum a long way back you may even see my posts somewhere where I actually posted them here. One particular one was with a gyro decending on top of me. I thought I was doing everything correctly and had to take drastic evasion late downwind. Either he didnt make a radio call or I didnt hear him earlier in his joining to the circuit. When I heard a call that made me think he must be near me I looked and couldnt see him until I looked above me and he was decending direct on top of me. I had only about 60 hours of time and I put that down to me not taking enough notice of my situational awareness and that taught me a lot more about flying than anything. When I am joining the circuit I am hyper vigilant coming into the circuit and during the circuit now and always am. My mistake was I was not being super vigilant at a time of flight that you need to be

Garfly...perfect video..thankyou the point being "both being DEAD right"

Apen...do you really believe I have any real control over any pilots decisions while flying anywhere. At any specific point in time its the numbskull behind the wheel or the stick that is responsible. If you cant decide that just because you may have the right of way someone else believes they have as well and both of you dont want to make sure you are flying safely then dont fly. Its simple Rules are rules and most people follow them but some dont or wont. Your just going to have to live with it or start a long paper trail to the authorities and see how you get on. Oh I am only one of 10.

Decrease the amount of traffic is the preferred option for me. Commercial training ops has gone out of control to the point it is destroying the runways. The amount of money we have spent just trying to keep the runways operational is crazy. 06/24 has been closed for 6 months due to the damage being so severe that we have had to spend heaps to try to get it back servicable..which hopefully will be towards the end of this summer. Good luck with number 2 anywhere. Pilots dont look at the Ops manual anymore or even learn what they have to or are required to do. They dont seem to give a crap anymore. We have tried to get it better. The only way is to take drastic action which I believe will soon come and that is to ban pilots who do not follow the rules for a period of time. It will be hard to police but it has to start somewhere. This is what I call Airmanship..knowing the rules of the airfield and always making sure you know where everyoine is and allowing for the idiot in the cicuit. There has been a definate reduction in this ethos in the past 12 years I have been flying there. The tug issue ...well I think thats another story that archoms razor would be the solver

No I am not saying that at all but it can happen due to the type of ops done. Mixing so many types of aircraft at the one place can be challenging. But I believe its up to the pilot to make sure he is safe with his operation and that means to take into account everyone elses actions ... Turbs when was the last time you actually went and flew at a airfield let alone a busy airfield. You like to sit there and pontificate all the time but when did you actually participate as PIC

Archerfield has much more commercial aviation...movement though would be sort of similar now maybe a bit less at Ycab

Apen I am not saying its all your fault...but good Airmanship you would have known he was there and made a early choice to delay your circuit or go around. I dont know what you heard or what you saw but to be honest thinking you have the right of way no matter what the circumstances is a false idea. Its no different when driving on the road...I have the right of way and I am going to drive straight into the accident I dont care ...thats what I am saying. You should always be ready to modify any approach or plan at any time. Crying about it after the fact is of course up to you and how you do that is totally up to you and your right but its a bit hard to do when your in a burning hunk of wreckage at the end of the strip. Sorry to be blunt about this but it is 100% up to you to take all factors into consideration before you make any decisions. Sometimes shit happens and well thats the luck of the draw and out of your hands and then its up to the authorites to apportion blame

All I can tell you is the current committee that basically was elected back in 2019 is very different to the one that was there for about 10 years before. We take reports very seriously and have a sub committee called FSAG that look into every single report we get and investigate it and report back. We take this very seriously.

Its like when you are driving..maybe its a older generation thing..you treat everyone else on the road like an idiot. Car driving is only 2 dimensional so you really are driving with your eyes and you drive to what you see. Flying of course is 3 dimensional but you have the advantage of a additional sensor...hearing. So you take those inputs and use them to create a mental picture of what is around you. You then take any action required whether you are in the circuit of not to take any evasion action necessary to keep yourself safe whether you think you have right of way or not. If someone wants to cut in front of you or not. Right of way in the circuit is about 10% of what take into consideration. 90% is keeping you and everyone else safe because that 3rd dimension is the bit that will kill you every time. I dont care who it is or what it is my priority is to make sure I can come back home to my loved ones. So my spidey senses are at max when I fly but my job is to keep me and pax and anyone else safe no matter what the situation is...that is airmanship

Airmanship

Since I have been on the committee I have never seen any reports about tug ops..before that I can not comment. As far as the tug aircraft being next to you well that goes to how you fly. The tug ops are very standard and well known. They use the far left outside the runway area on the grass next to the trees. The tugs do a very short circuit and always have. Many times I have come in with the tug landing off to my left. You obviously didnt hear the tug radio calls and adjust your circuit or approach accordingly. I would put this down to your inexperience. The tug pilots at Ycab have much more experience than you or me in circuits and landings. Its up to you to maintain your own clearances by situational awareness by your eyes and the radio calls. I have no doubt he would have called before you and knowing how they operate then it would be up to you to maintain your own clearance that makes you comfortable. Thats called airmanship. This is my opinion and in no way reflects the Ycab committee opinions

Radio is a big problem at Ycab for all the reasons mentioned before. Redcliffe is on a different freq and I reckon at least half of the aircraft call on the redcliffe freq when they are transiting our airspace. CASA flatly refused the freq change. The issue is pilots NOT reading the Ops manual and letting it sink in. If Caloundra were on their own frequency that would make 3 different radio frequencies within maybe 35 nm. Thats fine provided everyone sticks to the 10nm radius and actually changes to the frequency they are supposed to be on but it seems 50% of the pilots cant seem to do that and you play kamakazi regularly especially around Toorbul and Donny brook as both Caloundra and Redcliffe aircraft use that as a transit all the time. It all goes to education but the issue I see is most of the offenders dont seem to care for abiding by strict ops rules in others airspace or even their own. As I said Airmanship has gone down the toilet. APen How about you go back and read what I said. ...Since I have been on the committe since Dec 2019 (sorry it seemed longer due to all the other reports and jobs we do on the committee with the 4hr meeting every month) There has NOT been one complaint about tug operations. I have not missed one committee meeting so thats about 30 meetings I have attended. Plenty of other reports of near misses and stupidity and complaints by other pilots though in that time plus noise complaints. People may not realise it but Ycab has around 200 plus landings and takeoffs a day and I can confirm those numbers as I record every single radio transmission at the airfield as a log

I will take that to the next meeting..its a good idea

All the pots are no good..it only runs at full power you cant adjust it. Its about 14 years old now. I didnt have it for a long time my mate had it but he hadnt used it for about 2 years and when i got it back it had these issues. it is a good tig. But I dont have the time to go through it so just bought a new one. I will get to having a look at it when I get the time. But I have a lot of tig work to do on these throttle kits so needed to just make it happen

Well everyone who flys at Ycab flys with the gliders as they stay out of the way of aircraft flying the main circuit pattern. They fly a different pattern. I have been flying there since 2010 and I have only been on the committee since xmas 2019 so I can tell you since then there is not one report about any tug operations. Considering they fly a lot of ops 3 days a week and in the busy times like fri,sat and sundays also changing ends and runways when the wind changes. This may tell you something I can only tell you what I see and what is reported. I have my own opinions on the subject and it was a major discussion about airmanship at the last meeting in fact and what we can do to try to get things back on track.