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Kyle Communications

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About Kyle Communications

  • Rank
    Well-known member
  • Birthday 23/05/1959

Information

  • Aircraft
    ICP Savannah VG XL/ S and Rans S21 Outbound
  • Location
    Burpengary East
  • Country
    Australia

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  1. 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
  2. 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
  3. 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
  4. 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
  5. 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 th
  6. 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
  7. 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
  8. 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
  9. My reference point even when I was doing GA back then is your shoulder when coming on downwind..then it doesnt really matter does it...I never pick reference points other than where the end of the strip is and what terrain is around in front of my path. I find doing angular approaches in windy conditions is far worse than my curved approach. I also get the centreline of the runway much easier. Dont get me wrong sometimes you have to do the angular approach but why do it when you dont have to. its much less stressfull. So long as you CAN do it and practice it occasionally...who cares..whatever
  10. The slower curved turn to final from base there is much less chance of slipping. its easier to keep the aircraft in balance all the time...nothhing too abrupt in the landing phase. Most spin in of the final turn are caused by harsh angular approaches and pushing to get the aircraft around. I can do that too and do sometimes but my preferred approach is also the curved one..and yes always better visibility
  11. I was taught in RAA back 10 years ago that the slow curved constant turn from base to final is the best and also this gives you time to line up. Once lined up you mainly use throttle and rudder for the approach and landing. Ailerons to be used as minimal as possible. In crosswinds I do pretty much exactly the same but keep the into wind wing low as required. Works very well. When i was doing GA in the mid 90's they only taught crab...I hated it. I much prefer this method as there is very little chance of slipping the final turn. I have landed in a 30kt crosswind using the wing down method and
  12. No you cant..The centre pin is a flexible plate which is a single pole switch. The best would be to remove the switch and replace with a bigger one or just remove the connector and solder direct to the centre pcb pad
  13. The connector is a MHF-SW20 so seeing they dont make the antenna clip for it They only make special hold in male connector for testing also can look at taking off the 20 if we can then putting on a 23. The 23 tails are easily available
  14. Yes thats what we are looking at doing..either remove the connector and solder direct but depending on the multilayer pcb that maybe easier said than done. Need to keep the cap there . Havent got back to it due to my leg and too many other projects likethe new throttle and I am flat out building more CDI modules and also some work stuff. We went to order the latest and greatest unit pcb I did for work and they came back and one of the chips I used is now marked EOL..so now have to test and redesign the main micro pcb. Bloody chip manufacturers. They have good stable chips then decide to get ri
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