Kyle Communications

Savannah have a similar system on the firewall but use bowden cables one long and one short which of course creates issues with travel over each cable. Some have modified that to use 2 straight cables including myself. The rotating rod wears out over time. Most aircraft firewalls have other crap mounted on them. It was easier and more consistant to mount the whole assembly onto the carbs to tie them together and just use one throttle attachment. A couple of uys with savannah used my carb mount and use their bar on the firewall and use 2 rods with turnbuckles to operate my system. That seems to work fine as well so long as on a ring mount not a bed mount as the bed mount allows too much engine movement

I havent made any for a while as I have been so busy with other projects. I have another 10 almost ready except for the tig welding of the bars.Maybe in a couple of weeks I will have another batch done. I have just retired and am finding I still dont have enough hours in a day at the moent. But hopefully soon I can get a routine going building all this add on gear.

The 3.5mm and 2.5mm plugs are used for handheld hadios

I bought a set of Lightspeed Zulus. and have used them for about 10 years then Lightspeed offered a $450 upgrade to the the next version with the sexy kevlar cables and updated controller. Pacific Avionics did it and returned in less than a week. I have a set of DC,,,may as well be in the bin the Lightspeeds are light years ahead in comfort and performance

Helicopters have a "Nato" plug ...seems to be a hold over from the military copters and never changed

09/09/23 Riveted RH upper wing skin to ribs and stringers from leading edge back to five rows forward of rear spar. 3.7h

06/09/23 Checked adhesion of scupper plate to inner surface of RH upper wing skin. Safety wired aileron and flap bellcrank bolts to rib lightening hole flanges. Match drilled upper leading edge to forward spar and deburred. Microstop countersunk leading edge rivet holes. Dimpled RH upper wing skin leading edge rivet holes. Removed wing skin and roller applied two coats of anti-corrosion coating to ribs, forward and aft spars, stringers and fuel tank support contact surfaces. Reinstalled upper wing skin and levelled wing on supports. Riveted lead edge of upper RH wing skin to forward spar. 5.9h

No its not a red herring it is the start of the distaster..its the bit that triggered it. The pawnee may have called he was going to stop short but it looked like he was going to land a bit further than what he had planned. You MUST STOP at the crossover regardless It is in the ops manual and also just common sense. I have the benefit of seeing all the video and reviewing it many times as I had to recover it and send it to the coroners evidence folder and the ATSB.

When in doubt go around

No he didnt stop and just went straight across as the pawnee was touching down. The Pawnee would have expected him to stop so elected to do a go around after just touching down..which is what I would have done I think..as usually thats what I was taught .

Regardless of what runway was being used. Crossing 06/24 to get to 11/29 you are required to STOP before the crossover and look. Not necessary for any radio call of crossing but the requirement like any runway crossing anywhere is to STOP and look. The radio is a secondary input

I hve never heard of lapping lifters ever..only valves of course

The lifters are HT900 and ones NOT made in China. I have never heard of lapping in lifters as the surface of the lifters is extremely hard.

The S-21 flys well with a 100hp..infact a video just posted today of a first flight in NZ with a 100hp 912ULS its a TD version. The one I flew twice in the USA was a 912 std and with 2 up and half fuel it was fine so a 915 would be awesome

The 915 IS has way enough power at 141 hp max The extra cost for the 916 for the hp is no value in my opinion. The aircraft will fly far better with a 915 up the front than any old dinosaur

27/08/23 Trimmed and deburred stringers to RH upper wing skin. Installed aileron control and Teleflex flap cables to RH wing. Proseal bonded fuel tank scupper seal to upper RH wing skin. 2.8h

The 916 IS will be about $90k. !!!!!!!!!

For the Rotax version practical Empty weights from ones constructed so far are 380 to 410kg the MTOW with a 100hp Rotax is 727kg The Titans seem to be somewhere around 430 to 460kg with a MTOW of 820kg

I am not sure. I trust Jim's experience and vast knowledge on what to put in engines and how to rebuild them. He does all the machining himself and also the cam grinding. The cam lobes must have a slight curve at 90 deg to the cam lobe. This is what makes the lifters rotate that little curve and it cant be too much or too little either it has to be just riht he tells me. All I know is they are lifters for Ford engines. He also has a engine balancer and a heap of gear there. He is always flat out doing engines for the racing guys that when you give him a job to do for a relative you have to be patient as he does it as he gets the time. Some pics of the rebuild from when I got the engine. It was a 2000 hr 2015 engine that had been well maintained out of a Tecnam at a local flying school. You can see the cam being reground

The cam lobe shape at the top has to do with how and why the lifters rotate. Edge had a issue with their hot cams that were not doing this until someone worked out that this was the issue

The engine hasnt been run yet. My cousin is a racecar engine builder and he rebuilt the engine for me. It is also fully balanced and has a big bore kit fitted. He is also a Rotax certified engine repairer as he is a pilot and instructor as well. He told me he used the ford lifters as they were the best. The main thing is the cam grind. He did the cam as well. The lifters must rotate as the engine turns over otherwise the cam lobe of lifters will wear. This is my engine

I have ford lifters in my rebuilt 912ULS with big bore for the S-21

Everyone is assuming they will shift the business itself...it wouldnt make sense to. Its at a Airport already there is plenty of building space and machinery is there...just getting rid of the old guard of owners. As of today I am retired :)..The company i worked for was bought out by a huge european based company..and I mean huge. They sponsor 2 F1 cars in..(the pink ones). My mate and he being the boss sold the buisness late last year..the new manager they got finally has put his stamp on it and the way he wants to do stuff...I didnt really care much for all this new corporate bullsh@t he is bringing in but essentially they started to squeeze me out by keeping me in the dark as he has started to employ the engineers he has previously worked with..especially seeing I have designed all the very successful products that the new company paid a lot of money for. No skin off my nose and I realise its as Nev said its out with the old and in with the new...I am quite ok with that. I would imagine jab will be the same. They will get rid of the high end staff/manage,emnt and put their methods into it

If I get flush at some stage in the future I may re engine the S-21 with a 915 IS...but 65k is a bit hard to stuff down my throat

I think the engine mounts are similar for the Titan and Continental. I am sure I have seen either installed. Randy has been working on a BRS fitment into the S-21 but I must get onto him and see how that has been going. Not cheap though for a 800kg aircraft but the mrs is pretty keen on one. I am fitting the BRS into Mabel now