Kyle Communications

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

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 floats your boat..none of them is right or wrong its just a different method. I think if you are trying to get someone to learn isnt it easier to show them the simpler way first then work on the problematic ones

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

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 it was surprisingly easy..just need to keep your speed up a little over the fence.

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

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

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 rid of them. The replacement is not just a cap touch chip its a full blown micro which means more software and programming GRRRR... so have been working on that too

Yes it does Jack. The Skyecho is only 20watts output not 250 watts so its only local aircraft to aircraft at low levels...below 5000ft. Somewhere between 10 and 40nm they say depending on where you stick it in the cabin of course. It will show up on the AirServices ground ADSB units also others like FlightAware and FlightRadar 24 at lower levels too as there are more of those stations around than AirServices ground stations. The local agent here keeps selling out of stock and Ozrunways are selling them..not sure if Avplan are selling them. There is a stack out there now. its so much cheaper than a normal ADSB unit...about 900 bucks instead of 5 to 10k. It is picked up by all ADSB equiped aircraft You are not supposed to mod these units but as you know if you hooked up the output to a proper ADSB antenna mounted outside the aircraft the range will be far better. I have sussed out a few things and it would be very easy to do if we can get the miniture connector that will just push into the test port which then disconnects the pcb trace antenna and it then would come out a coax tail to then hook to a correct antenna. But this particular pcb connector is smaller than what anyone makes..at the moment. I have been emailing and even got some samples from a manufacturer of these pcb connectors but they were the wrong size. The left pcb antenna is the FLARM the right side is ADSB. Both have the test connectors on them BTW there are a lot more components on the underside of that pcb and also you can see the battery tabs at the top and bottom of the board

Yes it receives FLARM...but not in this country...Flarm is on 800mhz in UK and Eurpoe but here its on 400mhz so does not work and is disabled for Australia in the proramming of the unit

With the ADT you still need a transponder. The Vixen would have had a Mode C transponder in the aircraft. Thats the same as the Skyecho operation except the ADT uses funky software to detect the squark codes and derives angle and distance from RSSI from the older transponders. The PowerFlarm unit has similar softare to that. The Powerflarm is just a receiver..a very expensive receiver 3k The Skyecho is both a ADSB in and out. It doesnt do the dectection like the ADT or Powerflarm does. I sent a email about other mode transponder detection to Uavionix and there was plans to do somethig similar but I believe they didnt go any further with that side of it because it wasnt worthwhile seeing all the other modes will be deleted in the near future and it will only be ADSB in and out used

That unit is RX only..the Skyecho transmits 20watts all your position data . That unit is a Stratux on steroids

Jack the EC uses GPS and gets the position data from the data stream put out by ADSB of the other aircraft..it doesnt use RSSI to get distance it calculates from the GPS data

yes Gary The CS prop hasnt been released yet they are in testing and longevity phase. maybe mid to late 2021 for release...got no idea of price yet but they will do manual IFA, Electric....which is what those looked like and a hydraulic version

I dont know if anyone noticed but thats the first time I have seen that video. That looks like to me the new constant speed hubs and blades on the desk in the last 3/4 of the video

This is easily answered...for god sake someone take a spirit level with then when they fly next and orientate it down the centreline of the aircraft and tell us what you see

I agree I should have qualified my statement...A "AOA meter" as most use in aircraft on a separate gauge or EIFIS as they show the lift reserve you have. A "AOA indicator" is a different animal..its just a vane with a pot on it to show angle only. The ones available for our normal use are run with software

Another name for a AOA is a lift reserve indicator. jets flying at say 900km at 35,000 ft will stall about 40 or 80 knots lower than 900kph..well thats what commercial jet pilot told me...and it makes sense as the air is much thinner. AOA's work and are regularly used but they measure airflow..really nothing else. I would think they work the same at 35,000 ft the same as at 1000 ft...its just the density that changes

Not sure if I put this in my original XL blog. But obviously I did this again with the rebuild. The two bottom mounts on the engine mount first than did them up. I just used some straps on the top of the mount to pull it to the firewall. Then once it was nice to the firewall and dead centre of the vertical alu support I drilled the top holes from the engine mount side at the top. I then fixed it temporarily with 2 bolts and drilled the middle ones into the steel support brackets. I then pused the cabin frame front up to meet at the tops and used longer sts boltes to pull the cabin frame to the motor mount. Only took me 30 mins or so. It helps of course if you have done it more than once 🙂

Very rough rule of thumb is whater the price in US$ is the purchase price then basically double that and you have the price in aussie dollars landed everything paid US$125,000 at .72Cents was about AU$240,000 by the time you get it in the hangar

The cap is there to absorb the spikes and crap coming from the reg. The rotax engine manual actually states that it an "optional component". It appears its main function to Rotax is noise filtering not so much ripple filtering Glenn is correct it does depend a lot on how the wiring is setup. Everyone has a different idea about how it should be done. It depends on how you look at it..the perspective I mean. What Glenn and I would do is not necessarily the same as stated in the manuals. We look at it more from a electronics point of view and protecting those expensive bits of silicon For example every single power supply requires both ripple filtering for the rectifier and also noise filtering for interference and also there needs to be voltage spike protection. Powersupplies most often have a zener diode across the output. For example a DC supply that is used for say your base station aviation radio may have a zener diode across the output. That is to put a direct short on that output if the reg craps itself and puts more than 13.8V on the output. The 15 or 16V or even 18v zenner will conduct and cause a massive current to flow that then blows either a DC or the AC fuse in the supply. This should protect the equipment attached to the supply. This is no different to the DC being generated in your aircraft. There needs to be ripple conditioning for the actual DC coming out of the reg then there should be some sort of over voltage protection which there is not in any Rotax install that I have seen and most installs have a fuse somewhere that blows when your radio or EFIS becomes the zener diode