Kyle Communications

The obvious answer to why they have a TD is you can get them in and out of a lot more rougher strips than you can with one that has the training wheel 🙂

My S-21 will be Experimental VH rego if the 760kg doesnt come in by the time its ready to fly so this is why I would need the full transponder...well dont NEED it but I like the satellite coverage side of it. The reason is my wife and I will be travelling around all over Australia just doing it in a aircraft instead of a 4WD and there isnt a lot of coverage of ADSB out in the never never. of course I will have a satphone with me but to be able to be tracked 24/7 when out there I believe is a good thing. Its going to cost 4k a year to insure the aircraft and I think $4500 for a piece of gear that everyone knows where I am is just another good way of see and be seen. Yes the SE2 is only 900 bucks and I may very well stay with it anyway when I get to see how it works for me while flying Mabel around while building the S-21. I like to have all my bases covered and if thats what it cost...that is what it costs

I will be running the SE2 in my rebuilt savaanh when it gets flying. Maybe also in the RANS S-21 when it gets flying. The S-21 mission is a lot more than the sav though so I most likely will go with a full blown transponder. This is the one I like..again from Uavionix. It covers even more with the worldwide satellie system monitoring you as well as the normal terrestrial ground coverage https://www.uavionix.com.au/tailbeaconx-exp-tso/

It feels good to be actually accomplishing things again The spray booth is underway. Its a wedding marquee 6m x 3 mtrs its big enough..was only $110 on ebay...One side is atatched to my carport the other side will be ropes to pegs in the ground. The inside at the bottom on the 2 long sides and the rear will have 70x35 wood alog the inside and on the concrete that will allow the legs to be straight and the external cover to be on the outside. it will also allow me to run the plastic sheet on the floor around and up to the side walls. The end at the workshop will have a wooden frame and a intake fan and filter media in it and there will be a outlet at the back again with filter media. I will be able to roll the parts straight from the workshop into the spray booth. Will get the wood tomorrow from bunnings aerospace and should have it ready to cover hopefully by tuesday

That happened to my favourite slope site as well...now full of houses on Mt Mee about 40km north of Brisbane

I know its not our usual stuff but this is pretty incredible 548mph from a RC glider doing what they call dynamic soaring

This is from a few years ago...I think its a ruski version of the 701/savannah..it does have a name but cant remember it

This was always going to be on the cards..its been coming for years realistically. I actually think its a good idea except the original idea was expensive ADSB systems had big knobs on it. CASA did a discussion group about it and I was one of the 83 respondents. Saying it was a good idea but the objection is the cost.They would have to bring the costs down for it to be implemented in any fashion otherwise there wont be too many private aircraft whether GA or RAA flying due to another enormous cost. I admit I did have a heads up a fair while before this discussion group became public with CASA talking to Air Services about allowing lower cost non certified ADSB onto their system. I was thinking they would allow non certified versions of the normal ADSB stuff as we all know its exactly the same but comes with a bit of paper that says its certified so it costs 3 times more than it actually should. I was expecting Garmin and Trigg units etc to be sold at reasonable prices so there would be a takeup of the systems by pretty much all aircraft. if you kept the cost to about the same or less than a radio then I could see it as a working scenario. I would buy one thats for sure The EC devices took me by surprise totally. i wasnt even aware they existed I believe they are a realistic way of getting everyone seen and will make flying safer...even if Ozrunways wont share their data with Avplan to make the sky a safer place. this is one way to overcome it..not totally but pretty close.

Hi Paul Not a lot lately worse luck. Just getting back to it now. Had some skin cancers cut off my left leg. 5 in all. 4 required skin grafts and one was just sliced out and stitched. The others were above the shin bone and went down almost to the bone. I had to stay in bed with my leg up for several weeks but the bottom 2..the largest 2 got infected..thats a story by itself but wont go into that. At one stage I thought I was going to lose my lower leg about 6 inchs up from the foot. Ended up back in hospital for 5 days and then many many weeks on the bed with my leg up on pillows. Anyone who knows me knows I have to be busy and it was killing me especially as I couldnt get on my leg. The upshot is 15 weeks later my leg is finally good enough to be able to stand on regularly now. Its still not fully healed and big holes still in it but progress has been slow but now at a point where this weekend I am back doing some work on it now. i could post some pics here but dont want to gross anyone out 😱 I am getting the spray booth organised this weekend and once erected I have to make a exhaust system for it. Then I can start to paint Mabel and once that done she will go down to the hangar for assembly. The engine is away at the moment getting a big bore kit fitted. New Eprop has arrived for it and the RANS as well. I am also putting in another large storage rack to crib more space as I have 2 aircraft in this shed of mine and its getting crowded with such large parts in here. Worked on getting the twin stick assembly mostly together last night. Almost finished the new throttle mod for both the Rotax engines I have here and finalized the CNC parts for the production versions of the throttle mods and they will be ordered and should be here in about 10 days time. So have to start to get at least 25 or more of those ready to go out. Had to make another quick batch of my replacement CDI modules and have another big batch on the go now. So this past 2 weeks or so has started to get me back into the swing of my usual daily plans. My other leg needs some work done on it with the skin cancers but am holding off on that again and looking at some other methods. The ones on my right leg are no where near as severe as the left leg so thats a blessing and maybe able to do it with Efudex or something like that So expect some more posts soon here Mark

Well of course you need enough clearance under the aircraft..the VHF and UHF on mine were about 300 back from the firwall on the floor...plenty of clearance

The ADSB will come up on your Ipad overlayed on what ever program you use ....if you use one Jack

Most put their transponder antenna under the aircraft...where in my opinion all antennas should be for aircraft at 10,000 ft or below anyway...but being so small the TR antenna can go dead centre of any large flat area which should even out the pattern a bit more. My VHF was under the nose of the sav and so was my UHF...you dont want to talk to the jet jocks at FL30 you talk to us plebs below FL10

I think the SE2 is a fantastic value for money for what it does...as I said to be even far better than it is now a extenal antenna connection would improve it out of sight

The SE2 lets Airservices know where you are and what height and speed...realistically thats all they care about TCAS is only aircraft to aircraft so as far as they are concered its up to the pilots in that mode

Airservices and CASA know exactly how many are out...its pretty much no good if you dont get your hex code from CASA of course. So you are "on the system" and id'd. Even when running a EC device you realistically will pop up on the air services system but more likely you will come up on FlightAware and FR24..this data is pushed to most of the EFB anyway. Its a far better system than mode A or C

The SE2 needs to have a external antenna connection..this will greatly increase your see and be seen position. The GPS can still be inside the SE2 and mounted in the cockpit as it will get well enough GPS signal. 20watts into a external antenna mounted on the outside of the aircraft will dramatically improve its local performance

https://shop.raa.asn.au/accessories?p=2

That price from RAA is pretty good. Its a chinese one badged for RAA US$55 from Alibaba... https://www.alibaba.com/product-detail/Flight-instrument-carbon-monoxide-detector-safety_62435246848.html

Dust yourself off and each time you drive past give her the bird. Just go and find another place for at least a few flights and test the water. Truth be known your probably better off...dont let that experience leave a bad taste in your mouth...find somewhere and give them a go

Your pitot is telling you lies. If you are at full throttle on climb doing 30kts indicated ...the AOA would be very steep and you would be like a helicopter on its way down not going up

Stall of 27kts at 450kg not 600kg. The savannah can stall at 27 kts too...at 450kg but 30 kts at 600kg with full flap

Yenn on downwind to get myself positioned to the strip for the run downwind I use my shoulder as a guide..it will be different for everyone I suppose but right from my gliding days until now thats the way I do it. once i am abeam the end of the runway I totally pull the throttle and then hit the trim to slow down then flaps at the right speed then a nice curved turn at about 20 to 25deg of bank in a decending turn to final. Regulating my speed. I cant explain it any further...my shoulder is a reference point I use...the strip is not hidden or online with my shoulder its so long as I can see the strip above my shoulder and I remain in the approved circuit area...

OME you wanted some figures. Savannaj VG XL what I do Downwind usually around 65-70 kts at the end of the runway I move the trim to bring the nose up to wash off speed then once dow to 52kts I lower the flaps then start my rounded turn to final. I keep the aircraft at 50 to 52kts all the way through the turn until lined up then pull the nose slightly to wash off the speed to around 45 kts for decent then start a slow roundout to wash off the excess speed and touchdown about 38 kts or a little less depending on the headwind. Weight of the aircraft can vary but empty mine is 325kg..usuall no more than 70 litres fuel onboard as that is both inner tanks full and me at 107kg so flying weight at around with both tanks full is around 482kg Flying at 600kg with a pax pretty much all the same maybe a couple of kts faster on final but 52kts is fine for the turn..sink is a little faster but not much but that has more to do with aircraft type

Exactly..my shoulder is the reference I use for any airstrip to get me at the right distance out for downwind and of course the conditions dictate where I turn base and final..again though I tend to use my should as the fixed reference and adjust my look angle..hope that makes sense. All I know is it works for me. Maybe not others but it was taught to me in my glider days which was my first 80 hrs of flying fullsize aircraft..its sort of stuck throgh GA and RAA because it just works...for me

Mind you thinking about it my approach was no different when I learnt to fly gliders in the mid 1980's...always a curved approach to final...I just think its easier and simpler to do it that way. Aiming points and references were the same..use your shoulder on downwind and depending on the aircraft it would depend on how far you went downwind. I find I pull the throttle back to idle at the end of the runway then continue on until my height drops and do my curverd turn and line up and I am at the perfect height for a snodger of a landing...sometimes 🙂 ....its just what I do