Kyle Communications

yes it was a drifter.

Yes thats right Bob. The guy that came up with the idea is a motorbike engineer Ray Corbett. His was a little agricultural as it was all hand made up from parts he could get .....all we did is refine it a bit and make some of the parts easier by CNC production. The 4 test units I have out there which have been on aircraft for 12 months or so...( mainly due to me dragging my feet being too bloody busy this past couple of years) the guys who have them on have not had any issues and never had to carb balance again and love it.

He doesnt have to advertise them...just contact them direct

My big bore retrofit has been done. Complete engine is sitting in the engine frame. It was a 2000 hr 2015 engine from a training aircraft. I had the gearbox rebuilt as per 1000 hr services the engine has all new bearings, lifters,valves,springs,new sprag clutch etc. The cam lobes have also been ground to ensure that the lifters rotate as they should. This is where Edge has had some failures and also std Rotax engines. The video shows the lifters rotating as the engine is turned over. The big bore kit fitted and then the entire engine has been balanced. Rotax engines are NOT balanced from the factory My big bore kit is from the original designer of the big bore kits. Ronnie Smith from Flymlsa in Mississippi. He used to supply edge and Zipper I believe until they both went off and basically copied it to do their own. I met Ronnie at the Rans open day in 2018. He is a Rotax guru he not only has a full rotax rebuild workshop and new sales he also goes all over the USA and Canada doing the Rotax full engine maintenaince courses. What he doesnt know about Rotax engines is not worth knowing 229E5DEC-6700-4389-A1F4-28D239FE52D3.MOV

Yes they will be available soon....there isnt enough hours in a day recently. Too many things going on. Life gets in the way sometimes. I have 12 units pretty much ready to go I had to make some small changes to a couple of the parts. I hope to be able to get more ready over the next coming weeks but will let everyoneknow when ready to go fully

You forgot to say female as well Then its double jepody

Put wings on your wheelchair 🙂

I think you still have to buy it but then claim back the payment from CASA...so just go and buy it now

What is wrong with the radio?..if its a early one the modulation transistor goes but they did a mod later that fixed it

They are actually not a bad radio...the tech that used to work for Xcom is still doing repairs..but some parts are not available so depends on the fault. I can give you his number he is here in Brisbane. Send me a PM

Whats a Xair radio? Xcom can still be fixed..some parts are not available but most are

is this the fashion channel?

From what i know and found out it is what the manufacturer states...LSA is factory built and no mods whatso ever can be done. if you build it then of course it is different. The Group G goes on what the manufacturer says the MTOW is for that aircraft model hence the other MTOW weights on that list. The upshot is if you have a 912 in it and its kit built it will fit in Group G..if you buy a LSA it is only ever 600kg max 1320 lbs) If you have a 915 IS or a Titan etc in it is can not be in Group G

sfGnome The factor for Group G is what the manufacturer states for the MTOW for that model. The RANS S-21 is a good example for this the 912ULS version is 1600 lb 727kg MTOW which fits perfectly The Titan /Rotax 915 IS powered is 1800 lb 820kg MTOW is NOT allowed to be in group G even though its the same airframe Both aircraft are exactly the same except for the engine used Only the Rotax 912 ULS version can be in Group G So if your Sling is under a MTOW of 760kg whether it is a factory built or a amateur /experimental build then it can go in Group G...but if the manufacturer says the MTOW is even 1 more kg over that 760 kg it will not be allowed into Group G. Even if it is a kit it is the MTOW speced for that kit...if you built that kit for VH Experimental then you can actually nominate your MTOW but that is not available for Group G Chris Most 912ULS powered S-21 come out between 380 to 400kg empty weight the heavier end is the nose wheel version With my big bore engine and the Eprop I am expecting a cruise at about 105 kts I have the Titan header tank with my kit and with the main tanks I can get on board 185 litres of fuel so it will have good endurance I flew the only S-21 while in the USA to see it back in 2018 and 2 up with half fuel it was fine...no speed demon but certainly very good so a bit more HP and it would be a dream. We were doing 100mph most of the time easily there was a whirlwind prop on the aircraft. I expect the Eprop to be a lot better. The last day was quite windy about 20kts and it handled the wind really well..surprisingly well certainly far better than my savannah Here is a video of me and the Mrs in that aircraft.

Ok dont get confused with VH rego and Experimental VH rego etc. RAA normal is 600kg Max as the MTOW as by the manufacturer. Those older jabs were allowed to fly in the 600kg even though the MTOW was higher....that now is no longer allowed except for those grandfathered ones. The rules now are 600kg for RAA MTOW 760kg Group G MTOW..the 45kt stall speed is now revoked anything else is either VH Experimental or VH if factory built S-21 If the spec sheet says the 915 IS is 1800 lb MTOW it can NOT go into Group G as the max weight is 820kg it can only be VH Experimental if a kit or VH normal if factory built This is why I went for the 912ULS Rotax..but mine has a big bore so its basically a 914 in HP If you wanted to and I cant see why it would not be legal as the base is a 912 ULS engine is get a Edge perfomance engine with the 140hp or more and fit that...the manufacturer spec says 912 Rotax...so whatever HP you can get from that will/should be allowed. Randy told me the reason was the 100 HP on the std 912ULS limited the MTOW with climb performance etc. If you happen to ue that engine and bolt on a bit more HP then I cant see any reason why you cant put it in group G...I am looking at doing a turbo for my big bore 912 so who knows. But the factory states the 915 IS is 1800 lb so will not be allowed Group G Mark

I have some Microair circuits I can send...send me your email

As far as transactions go try to use a Forex company like Tasman FX I use them all the time. They give great rates and also they are very very good finding banks. The bank RANS uses in the USA is a little non descript one with about 4 branches so can be difficult to get transfers done to. Use a Forex company its easier. A US$5000 deposit is required until the balance is due for delivery so thats eaisly managed....be very aware of freight costs and how you are going to get it in..best way is to try to get others in the container with you preferablky from RANS..ask Michelle if she knows of any then consolidate the shipment....mine I did like that and organised it through my freight company we use at work and it was very seamless. Rob Fox has just done for for another group of RANS customers..landed a couple of months ago now and I tacked on a nosewheel conversion kit for my TD one that I got in. Insureand on TD now is getting crazy so I opted to get the nosewheel kit in so I can pick and choose my bank balance for insurance

Hi Chris You will need to get onto Randy as the 2 weight limits for the S-21 were horsepower limited My S-21 is Rotax powered although it does have a big bore kit but no appreciated difference in engine weight. I am limited to 1600 lb (727 kg) MTOW with the Rotax 912ULS or 914. So this fits in the Group G category. The Titan powered versions are 1800lb which is 820kg so will not be allowed in Group G The 915 IS is a different kettle of fish..it is a lot heavier than the 912ULS also of course more horsepower so Randy will nominate the MTOW as the manufacturer and you are stuck with what he says it will be and that will determine whether you can put it in Group G Mark

Hi Steve Glad to see you have got it flying. Its a real joy to see something that you have made take flight Now get your licence so you can really enjoy the creation you have made 🙂 Mark

Turbs Group G is no different it is 2 POB thats it. The extra training is realistically to get used to flying a heavier aircraft...literally no different to upgrading to a RPL..just need to get the hours up and or signed off on type Maintenaince is realistically no different either. Just the weight of the aircraft is going up KISS

Flightrite...if you build it they will come....oh sorry wrong line 🙂 Its really no different for Group G...factory builts are supposed to be L2 or LAME serviced ..of course mandatory for a aircraft being used for training. Not so for private flying and not online Build your own then totally different kettle of fish. I prefer to build. If you buy a GA aircraft say a C152 then the expectation will be the same servicing regeim...its only the licencing of the pilot really that changes and that is really only type ability to fly them

Beyond me..although in my RC modelling days when you balanced a model it was always somewhere around that when you lifted it up with your fingers. There would be some calc to do with centre of pressure and moment but I am sure you could find it on the net somewhere. I just go on the manufacturers chart and do the plots. Iprefer to balance a bit more to the tail as it just makes the aircraft fly better but of course you must be well aware of this when loading it up

RAA just did a update on the 760kg..so maybe all underway by the end of the year

Common issue with the Microair..they wander off frequency internally..the VCO inside is crap....the radio has been a very bad one..just badly designed I refused to look at them after being bitten so many times...repair retune them...3 to 6 months later same issues

On my flap bracket I made the notches a little deeper so the lever doesnt jump out