Kyle Communications

Looks like TDS is alive and well in this country too

Injured pilot trapped in light plane crash in outer Sydney 7NEWS.COM.AU The injured man is trapped in the wreckage.

I always had uneven feeding when I did that system but it wasnt huge. Never had a airlock ever. Except when a bug got into one of the fuel tank breather tubes those silly 3mm tubed out of the fuel caps. So I got rid of them and make the hook style 6mm alu tubes and fitted them to the tank fuel caps..problem be gone then

I just use a jewelers screwdriver or similar. Anything that has a small point is good.

Well thats not true for builders Nev. I am building a Group G and I have done the SAAA maintainer course. I believe the same rules for Experimental will apply to Group G..if you bring in a Cessna or similar the rules for maintenance will be the same because you are not the builder

RAAUS currently do not recognise Class 5...thats what they told me when I submitted mine as my medical...I had to submit the usual medical that I do which is the Austroads medical

Eprop balance the whole assembly inc the spacer no matter what length at the factory before delivery and each part is marked so it goes together exactly how it should be. All customers report that they have never flown behind a prop that is so smooth and finely balanced. I suspect that they use a 2 plane balancer at the factory because the balance of every prop is outstanding. There are balancing weights inside the spacer and also the spinner

The way I read the SB it pretty much says do it or if there is a issue we can say you didnt follow our recommendations. Now for Certified aircraft its a must otherwise Rotax can always give you the bird if you try to make a clain or ATSB said you didnt follow the "recommended" proceedures. We have 95 at our airfield but the club has decided to change our fuel to 98 based on this bulletin

The latest Rotax SB says 98 is now the minimun to be used for all 912 915 and 916 engines

Class 5 medical is a no brariner...I have one and I have to get a medical every year for my heavy vehicle drivers licence as I have "conditions" on it. Group G maint rules I believe will just be a carbon copy of the experimental rules for the likes of SAAA. so really that wont be a issue..just more bloody paperwork

I believe its all got to do with CASA for the hold up. As per all aircraft fly on paperwork. CASA are the universal kings of paperwork

It had a 912ULS in it. That pretty marginal for a aircraft at that weight and it did have 3 people in it so it would have been up there in weight. performance would not have been great at slow speed

Yes I make them up when I get some spare time. I have too many things on the go lately so its difficult to fit them in as I also make replacement Rotax ignition modules but they are easier to make up in large batches. The throttle kits have a lot more hand assembly and finishing. I do have another 5 bars welded up so can get another 5 sets made in the next week or two. Send me a email. [email protected]

Yep..go to Jaycar and get a tube or syringe of thermal heat paste..its white..thats all I use...works fine and does exactly what the very expensive rotax stuff does

RTFM Your turn off the transmitter in the SE2 and that way you use the ADSB out of your Trig or any other transponder and use the ADSB in of the SE2 to read the direct aircraft returns for your ADSB in Australia Use In Australia, EC devices are intended for voluntary fitment on registered and non-registered aircraft conducting VFR operations. They are not permitted for IFR operations. The fitment is not a substitute for mandatory carriage of a transponder nor mandatory ADS-B in relevant airspace. In addition, they must not be allowed to transmit when (a) in VFR flight at or above FL290; or (b) concurrently with a Mode S transponder that is also transmitting ADS‑B. An EC device may be operated in Australia concurrently with a Mode A/C, or a Mode S transponder (other than one that is transmitting ADS-B). UAT is NOT used nor permitted in Australia 6.2.1 Transmit Control Transmission must be deactivated when used on an aircraft with an air traffic control radar beacon system (ATCRBS) Mode-S transponder which has ADS-B OUT enabled.