Kyle Communications

WEEEEELL it is semantics really. A relay is still a electromagnet coil and so is a solenoid. The solenoid is a much larger device designed to switch a much larger load and it does have a core that moves internally. The relay is pretty much exactly the same but in a smaller footprint and designed to handle a lot less current but it does the same thing. The relay though does tend to have a "switch" as contacts being NO and NC but there are exceptions where there is only one set of contacts which are NO similar to a solenoid. so it could be semantics or it could be definition..either way they both do the same thing. Yes you could have a solenoid working off a master switch in the aircraft that does isolate the battery. I have seen plenty of "solenoids" fail in my work life and to be honest I dont think I have ever seen a properly rated isolation switch fail. It is a peronal choice I suppose which way you want to go. To me I like the big manual switch right where it can be accessed from the pilot position.

When referring to a Master in a aircraft it usually means the main electric buss for the internal DC for the aircraft. Not the whole system for the aircraft including battery. I believe what you wanted was a isolation switch. I will always have a isolation switch for the very reasons you give above, That really is a given. The master is not that. It is just wordings I suppose and it all just means take accepted practices for making safe the whole electrical system in the aircraft. How far you want to go with that is up to the builder...and the rules of course. There is no requirement for a isolation switch in any aircraft...but it just makes good sense because if a fault like that occurrs you cant just get out of the vehicle at 7000 ft...unless you got a parachute on 🙂

The SSR I posted is NOT for the starter motor to use it is only for the MASTER..which is for the internal DC for aircraft. The starter has a usual generic solenoid/relay to take the many hundreds of amps at start. I would never use it to switch starter motor current. Semantics of wether it is a solenoid or a relay is nit picking words...we all know what it is and what it does

I always use continuous rated switches....none of this 20 sec stuff as they never cut the mustard. 100 to 200 amps continuous..same as this solid state relay its apparently 100 amps continuous Max Surge 260 amps for a short time..heaps of overkill for a master but solid state DC switches are a bit hard to get This mob below also sell Tefzel wire...it all mainly supplied for race cars on this site. But its local here in brisbane 12-24V 100A Solid State Relay WWW.NRTAUTOMOTIVE.COM.AU Solid state relays (SSR) have no moving parts, eliminating failures normally associated with conventional mechanical switching relays. Rated up to 100A, this SSR provides faster switching time, improved...

I have been reading through this thread and to be honest there are a lot of misconceptions here. RFGuy is correct on everything. Always have a isolator switch direct from the battery terminal somewhere as first port of call for isolation. Put that in the negative lead to isolate the return path from anywhere on the frame of the aircraft. This switch needs to be able to pass the 100 to 200 amps that the starter motor requires.... A regulator is a regulator but yes there are older style linear regs and later switching regs but all really need a large capacitor to ensure the electrical buss has filtered flat DC to all the electronics or electrical equipment that requires DC. The capacitor is just a big filter thats all. Diodes are usually 600V PIV in most regulators so highly unlikely of any breakdown if the alternator goes open. Most regulators and especially the genuine Rotax one usually fail internally by heated spade terminals or pcb failures due to being under designed to take the amount of current through those terminals for a long time. This higher current causes heat because ALL connections have some resistance which will create heat and over time this resistance gets higher and then the heat becomes more and so on until there is a failure. Its a good idea to have a master relay..this is usually a solenoid style but those contacts can still weld together..there are some new solid state DC relay ones good for 100 amps that look really good and I am actually going to use these in my next 2 aircraft instead of the older solenoid style type. DC buss needs to be clean..the only way to clean the lumps off the "rectified AC" this stops the noise and buzzing etc in your radio and also much better for any EFIS style equipment

Just beg borrow or steal flatbed trailer. Its easy enough. I bought Mabel from western mid NSW and bought her all the way to north of Brisbane on a trailer. Wasnt a drama at all. Just took her this week down to the hangar for final assembly when I can get a chance to work on her.She has been a long project to totally rebuild from scratch IMG_3311.mov

Well I jumped through the hoops and have now got the class. 5 medical....was all pretty easy with the online course and quizz and it literally came in 30 sec after paying. I had to email my medical certificate to Avmed so will see what comes of that. Mark

hahahha I may as well have I think. But all that tech hasnt caught up with me yet I think its called paying for the sins of my youth 🙂

yes there is although its on a Kitfox not a speed machine. This is the only one I know of They have a hydraulic module they think its better than electric but they do have a config 3 version that is electric They have a manual version coming but it is for the 912 IS and the 915 IS...i think because the hole in the gearbox maybe different https://aircraft.e-props.fr/GL_CS/#tit04

They told me exactly what I just said above. IF you have all the required endorsements and qualifications and the aircraft is fitted out correctly with all the right gear you apparently are able to. It was a surprise to me as I was always told...by others I must adnit that you needed a "certified" aircraft ..like a factory built etc used for training

yes apparently so...I was told this just recently when I was discussing it with shall we say...someone who knows..and they make the rules

Make sure he sets WOT at 5500. A manual IFA would be great i think but Eprop only do the Glorieus which is hydraulic with a controller. Realistically for our sort of high wing aircraft its a expensive option for not a huge difference. If you had a fast machine like a Blackshape well then yes you will get a super top end speed but our aircraft have too much drag

You can fly RAA into CTA if you aircraft is equipped with the right gear and you have the appropriate endorsements...apparently you always have been able to..the issue was of course it can be a RAA aircraft but you needed a RPL or a PPL to do it with the assosiated equipment on board

Mike I would have thought you would have seen the guys that put it at 5800..that is for IFA props NOT ground adjustable. Eprop also have specifically designed their props to work on Rotax engines with gearboxes and also their slightly different ratios. I cant seem to convince the old guys that 5800 is NOT where you should place any ground adjustable prop on a Rotax with a gearbox. Just think about it. Yes it maybe a little better at takeoff with the fine pitch but as soon as you want cruise if you set the pitch to 5800 at WOT then when you bring it back to cruise you will NOT have the same thrust at `5000 rpm as when you set your WOT to 5500 rpm...that is just mother nature. That video of Jonas is specific to stol takeoff and short straight around circuit...NOTHING else..its a specific thing. I think he does mention something about it. I have had a few customers who did not listen to me and set the props at 5800 because the guru at the airfield said this is how you do it. You listen to the designers of the prop. Mark

My whole reason for going Group G was the medical. That now according to the CASA blurb can go out the window. I do not need to do my Austroads medical each year with my GP AND then go to a DAME to get a basic class 2 licence. This takes the DAME out of the situation and of course the cost. I have enough costs every year just to comply with my heavy vehicle licence. I maintain my heavy vehicle licence just for this reason so if I can drive a 64 tonne semi on any road allowed in Australia with my "special conditions" then I can certainly fly a aircraft with 2 people and under 2000kg. Every year I have a double appointment with my Dr to get the Austroads sign off then I have a cardiologist appointment every year with ECG every time. Every second visit there is a cardiac echo and every 4th year there is a stress test..and blood tests every 3 months for HB1AC .all this costs big bucks. With Class 5 well I can drop at least the double Austroads appointment and just do a std drivers licence medical each year with my normal doctor. In my case I KNOW what condition my heart is in and my body and endorine system is in...how many of you out there KNOW this about their own bodies.?..I may have had "some work done" but I KNOW exactly where I stand with my health...do you???? I can now re engine my S-21 with a engne bigger if I want to now and fly at the MTOW of 820kg instead of the Rotax MTOW of 727 kg. I have been thinging about this and think I may actually just do a turbo rotax which will give me between 135 and 145 hp..that will be heaps. The guy in melbourne does it to a std Rotax...not a big bore version like mine but its cheaper for me to do another complete overhaul of a out of time 912ULS and spend the 11K to do the turbo. I like this conversion because its a basic turbo conversion it does not have all the fancy electronic BS or the 915 and other after market engines. A local guy at my airfield has just put one in his Searey. We stuck a 4 blade Eprop on it and it has gone from 75 to 80 kts cruise to 96kts !!!!! at 5240 rpm. He still needs to further adjust the prop pitch which should make even more difference. The Searey is a bigger drag bucket than any savannah. If I did do this conversion I could still stay in Group G but would still be weight limited. The S-21 is HP limited for weight but that did not account for the higher HP Rotax engines. Mark

Well as of the 9th of this month looks like Class 5 medical is a goer. This may well derail a lot of potential Group G converts. I know for me it will now allow me to re-engine my S-21 if I want or can afford to then run it in VH Experimental. The rules for maint and everything to do with licencing is the same as Group G. This then will make the fixed registration costs much cheaper....Food for thought Mark

Group G was originally 45 kts but RAA negpotiated with CASA and a lot of other in their survey thingy so CASA ended up relaxing the stall speed

I was told by my source it is all or nothing for CTA access. So full training etc will need to be done. A proper endorsement

Sorry the only person I trust with maintenance and inspection of the aircraft I have my bum in is ME. Nev is right..to them its just a job they usually dont do the nth degree stuff. One reason I build my own is the fact that I can maintain it and I do not fly if there is even one small issue until that issue is fixed. The rebuild of my Savannah S I bought is case in point. it was built by 2 LAME/L2 guys...look at the rebuild of savannah S blog if you want to see the quality of their work !!!! no thanks if thats the quality then thats just not good enough..and they built 13 of them I understand. Even RAAUS gave my rebuild a new kit designation when they saw the pictures I sent..basically because I had to make all new parts like skins and almost everything in Mabel is brand new that I made myself. I bought some frames from the factory and ribs for the wings and firewall but the rest was made by me or totally refurbished. I am not saying all LAME are bad of course most are very good but the care and attention to detail is not the same. When you build it yourself and you are flying it yourself the trust factor is extremely higher Mark

I was always told previously the RAA aircraft had to be a factory built with a recognised engine and all instruments were to be as per what was fitted in a GA aircraft. Most GA aircraft have TSO'd instruments as far as I am aware..no cheapie chinese ones My source a week or two ago when we were speaking about this told me if the aircraft had all the correct instruments and transponders and all was in calibration with all the sign offs and you had the correct medical any RAA aircraft including a amateur built could fly in CTA. This is not what I was aware of previously. I thought there was some special deal done a couple of airports like Coffs Harbour and maybe Port macquarie and not too many others had some sort of special dispensation. Obviously I was wrong or had the incorrect information that I thought I knew. So if you have the "correct instruments" now I am not sure if you go and buy a chinese ASI and get it calibrated and put it in your Cessna 310 that that would be considered the correct instruments. If the instruments are proper ones like UMA or similar they are usually TSO'd...you can tell usually due to the price. This is why I said if the instruments are TSO'd then all should be fine. Below is what I just got from the document that Rodger posted these are really the main points. Asi I said earlier I was not aware you could fly a amateur built in CTA but if your aircraft and you complied you always could fly in CTA. For us that can not get the required medical other than currently the RAA drivers licence one then you cant do it anyway 2. The aircraft - must be compliant to the airspace requirements with current RAAus registration, CAO 100.5 pressure instrument calibration completed in the past two years, only nominated specific engines may be fitted, and transponder fitted (if required for the airspace type). 3. The airspace – to operate in the airspace the pilot must hold a current CASA Recreational Pilot Licence (RPL) or higher – which includes an in-date flight review, correct medical and has successfully completed training for the relevant airspace endorsements for CTA/CTR The pilot The pilot must be compliant to operate both the RAAus aircraft as pilot in command and to operate in the airspace as a current CASA qualified pilot. Therefore, pilots must hold both a current RAAus Pilot Certificate and a current CASA licence (i.e. have satisfactorily completed an Aircraft Flight Review (AFR) in the previous 2 years for an RPL* or higher (cannot hold a student pilot licence), and have completed the appropriate airspace training in order to meet the pilot criteria for flight through controlled airspace (CTA) in an RAAus aircraft. The medical requirements for access to CTA must also be held, which include a CASA Class 2 (Basic) Medical Certificate or higher. *Holders of a Recreational Pilot Licence must also hold the controlled airspace, controlled aerodrome and flight radio endorsements. Section 12.4 1 AIRCRAFT OPERATING IN CONTROLLED AIRSPACE (CTA) – CLASS C, D, E, 1.1 Aircraft that are currently legally permitted to fly in Controlled Airspace (CTA) as detailed in provisions of CAO 95.10, 95.32 or 95.55, must have their instruments maintained in accordance with the provisions of CAO 100.5. The checks are only available through a LAME with specialised calibrated equipment and appropriate licence ratings. This means the aircraft must have a calibrated altimeter, airspeed indicator and fuel gauges (under Civil Aviation Order (CAO) 100.5 by a Licenced Aircraft Maintenance Engineer (LAME) using specialised equipment to complete such a task; and If the controlled airspace in which the pilot intends to operate requires a transponder, the aircraft must be fitted with a suitable and calibrated transponder. Calibration must be carried out by a qualified avionics LAME.

I asked about just transitioning and was told there will not be any half measures it full CTA They are not tied together at all CTA was worked on long before group G was started on. Group G is just a addon to the CYA endorsement....it will be a CTA endorsement and the pilot will be required to do what is required to pass the test. The only real difference will be the new medical standard if and when it comes in...I am told maybe late this year

CTA has always been a totally separate to the Group G...They are NOT tied together and never have been' CTA access will be for 600kg and Group G but the hoops to jump through will be the same

The Group G licence requirements are basically a RPL. which is GA. so to fly Group G you WILL need to upgrade your RPC or currently hold a GA licence...simple

I am told by my source that CTA is well underway for RAAUS and the source is NOT RAAUS. I said really most of us just want to be able to traverse CTA...I know I dont want to fly into Brisbane or Archerfield what so ever but was told CTA is CTA you will need the proper endorsements The kicker of course is the technical details. Your instruments need to be TSO'd no different to GA with the same regular checks/calibration and of course transponder/ADSB and all that which goes with that like a approved baro source for the equipment. The aircraft whether factory built or amateur built or normal 600kg MTOW or the new 760kg Group G. The medical also "may" play a part in this but I think that is being worked on Mark

I was told it is basically the same rules and proceedures as VH Experimental You will need a MPCC if you are the builder and maintainer. I ahve done the course with SAAA a few years ago in prep for this