Kyle Communications

I think you still have to buy it but then claim back the payment from CASA...so just go and buy it now

What is wrong with the radio?..if its a early one the modulation transistor goes but they did a mod later that fixed it

They are actually not a bad radio...the tech that used to work for Xcom is still doing repairs..but some parts are not available so depends on the fault. I can give you his number he is here in Brisbane. Send me a PM

Whats a Xair radio? Xcom can still be fixed..some parts are not available but most are

is this the fashion channel?

From what i know and found out it is what the manufacturer states...LSA is factory built and no mods whatso ever can be done. if you build it then of course it is different. The Group G goes on what the manufacturer says the MTOW is for that aircraft model hence the other MTOW weights on that list. The upshot is if you have a 912 in it and its kit built it will fit in Group G..if you buy a LSA it is only ever 600kg max 1320 lbs) If you have a 915 IS or a Titan etc in it is can not be in Group G

sfGnome The factor for Group G is what the manufacturer states for the MTOW for that model. The RANS S-21 is a good example for this the 912ULS version is 1600 lb 727kg MTOW which fits perfectly The Titan /Rotax 915 IS powered is 1800 lb 820kg MTOW is NOT allowed to be in group G even though its the same airframe Both aircraft are exactly the same except for the engine used Only the Rotax 912 ULS version can be in Group G So if your Sling is under a MTOW of 760kg whether it is a factory built or a amateur /experimental build then it can go in Group G...but if the manufacturer says the MTOW is even 1 more kg over that 760 kg it will not be allowed into Group G. Even if it is a kit it is the MTOW speced for that kit...if you built that kit for VH Experimental then you can actually nominate your MTOW but that is not available for Group G Chris Most 912ULS powered S-21 come out between 380 to 400kg empty weight the heavier end is the nose wheel version With my big bore engine and the Eprop I am expecting a cruise at about 105 kts I have the Titan header tank with my kit and with the main tanks I can get on board 185 litres of fuel so it will have good endurance I flew the only S-21 while in the USA to see it back in 2018 and 2 up with half fuel it was fine...no speed demon but certainly very good so a bit more HP and it would be a dream. We were doing 100mph most of the time easily there was a whirlwind prop on the aircraft. I expect the Eprop to be a lot better. The last day was quite windy about 20kts and it handled the wind really well..surprisingly well certainly far better than my savannah Here is a video of me and the Mrs in that aircraft.

Ok dont get confused with VH rego and Experimental VH rego etc. RAA normal is 600kg Max as the MTOW as by the manufacturer. Those older jabs were allowed to fly in the 600kg even though the MTOW was higher....that now is no longer allowed except for those grandfathered ones. The rules now are 600kg for RAA MTOW 760kg Group G MTOW..the 45kt stall speed is now revoked anything else is either VH Experimental or VH if factory built S-21 If the spec sheet says the 915 IS is 1800 lb MTOW it can NOT go into Group G as the max weight is 820kg it can only be VH Experimental if a kit or VH normal if factory built This is why I went for the 912ULS Rotax..but mine has a big bore so its basically a 914 in HP If you wanted to and I cant see why it would not be legal as the base is a 912 ULS engine is get a Edge perfomance engine with the 140hp or more and fit that...the manufacturer spec says 912 Rotax...so whatever HP you can get from that will/should be allowed. Randy told me the reason was the 100 HP on the std 912ULS limited the MTOW with climb performance etc. If you happen to ue that engine and bolt on a bit more HP then I cant see any reason why you cant put it in group G...I am looking at doing a turbo for my big bore 912 so who knows. But the factory states the 915 IS is 1800 lb so will not be allowed Group G Mark

I have some Microair circuits I can send...send me your email

As far as transactions go try to use a Forex company like Tasman FX I use them all the time. They give great rates and also they are very very good finding banks. The bank RANS uses in the USA is a little non descript one with about 4 branches so can be difficult to get transfers done to. Use a Forex company its easier. A US$5000 deposit is required until the balance is due for delivery so thats eaisly managed....be very aware of freight costs and how you are going to get it in..best way is to try to get others in the container with you preferablky from RANS..ask Michelle if she knows of any then consolidate the shipment....mine I did like that and organised it through my freight company we use at work and it was very seamless. Rob Fox has just done for for another group of RANS customers..landed a couple of months ago now and I tacked on a nosewheel conversion kit for my TD one that I got in. Insureand on TD now is getting crazy so I opted to get the nosewheel kit in so I can pick and choose my bank balance for insurance

Hi Chris You will need to get onto Randy as the 2 weight limits for the S-21 were horsepower limited My S-21 is Rotax powered although it does have a big bore kit but no appreciated difference in engine weight. I am limited to 1600 lb (727 kg) MTOW with the Rotax 912ULS or 914. So this fits in the Group G category. The Titan powered versions are 1800lb which is 820kg so will not be allowed in Group G The 915 IS is a different kettle of fish..it is a lot heavier than the 912ULS also of course more horsepower so Randy will nominate the MTOW as the manufacturer and you are stuck with what he says it will be and that will determine whether you can put it in Group G Mark

Hi Steve Glad to see you have got it flying. Its a real joy to see something that you have made take flight Now get your licence so you can really enjoy the creation you have made 🙂 Mark

Turbs Group G is no different it is 2 POB thats it. The extra training is realistically to get used to flying a heavier aircraft...literally no different to upgrading to a RPL..just need to get the hours up and or signed off on type Maintenaince is realistically no different either. Just the weight of the aircraft is going up KISS

Flightrite...if you build it they will come....oh sorry wrong line 🙂 Its really no different for Group G...factory builts are supposed to be L2 or LAME serviced ..of course mandatory for a aircraft being used for training. Not so for private flying and not online Build your own then totally different kettle of fish. I prefer to build. If you buy a GA aircraft say a C152 then the expectation will be the same servicing regeim...its only the licencing of the pilot really that changes and that is really only type ability to fly them

Beyond me..although in my RC modelling days when you balanced a model it was always somewhere around that when you lifted it up with your fingers. There would be some calc to do with centre of pressure and moment but I am sure you could find it on the net somewhere. I just go on the manufacturers chart and do the plots. Iprefer to balance a bit more to the tail as it just makes the aircraft fly better but of course you must be well aware of this when loading it up

RAA just did a update on the 760kg..so maybe all underway by the end of the year

Common issue with the Microair..they wander off frequency internally..the VCO inside is crap....the radio has been a very bad one..just badly designed I refused to look at them after being bitten so many times...repair retune them...3 to 6 months later same issues

On my flap bracket I made the notches a little deeper so the lever doesnt jump out

Bob has my flap bracket which you can see in his last picture...the full flap position is exactly the same for flap angle as the original. The geometry I made it so that it has the same travel but its all at th different angle. Then of course I the extra position. The first stage of flap with my bracket is about 1/3 of the full range and the second stage is about 2/3 of the range. I found I use the first position for pretty much everything. The second position was for when I wanted shorter landings and pretty much never used the original full flap position as it was too aggressive especially if it was a bit windy. At full flap when its windy the Sav tends to waffle quite a bit as Don says so the repositioning really makes a difference on landings Mark

Bob. do the tail down test...it should just sit there..if you cant hold it there without hardly any pressure then you are too nose heavy...by the sound of the nosewheel dropping down that was just like mine...way too nose heavy

With Mabel being a S model and the battery behind the pilot I wont know until I get it finished but I have put the battery frame in that position but I do no expect the battery to be there. I think mine will be in the front near the firewall inside the cabin. The reason is Mabel has 20 thou side skins not 16 thou so it will be heavier in the rear a little bit and its a long moment. I will set it up exactly the same. I will do the W&B and see where it comes to on the chart and most likely set it up to do the same tail on the ground test. I am pretty sure this is the W&B that I did after I shifted the battery..its close to the tail heavy side

The position of the antibalance trim is of course a function of CG also any deviation between your wing incidence and tailplane incidence. When I first flew my XL the battery was in behind the pilot..thats where the manual said to put it. The plane was noseheavy ..it wasnt a joy to fly really ..I couldnt keep the nose up on landing. I saw though on the web guys had the battery in the tail section and also there were holes there as well so I shifted the battery back there. What a difference. The planeflew very differently and I changed away from the manual for the trim tab dimensions and set it to how I liked it. My display I setup so it was positioned vertically and I set it so that level flight was 2 LEDS off at the top and full trim was no LEDS at the bottom.. I then set the trim tab in small increments so it flew level in cruise with the 2 LEDS off at the top. No LEDS was landing with flaps and I just needed slight pressure on the stick with flaps. My antibalance tab was a bit higher than the spec which meant my aircraft CG was a little to the rear. I found if you put the tail on the ground it would stay there and only take about 1 to 2 kg of weight to lift it so that it would then want to put the nose back down onto the ground. Most with Savs I have talked to the tail would not stay on the ground at all. I tried many different setups and this is the one I ended up with and it flew just great. It was a joy to fly...and land Mark

Same here Jack :).....its getting closer but still got a bit to do on Mabel. The day Mabel gets moved out to the hangar.... "The Mistress" will be begin 🙂

I recently had my rebuilt Sav S painted by a local car painter...he did a nice job. I supplied the paint which probably cost more than what i paid for the painting. The paint was ex Virgin airlines Akzoknoble which apparently is std airbus paint. It was done in a booth. It cost me $5200. He did all the alu prep and the undercoat..sanding and painting of everything..I still have the cowl to do yet though but I may do that myself. The painting is the easy part but the prep is a killer. I painted my last Sav and the prep was the worst part. The S-21 i will most likly get him to do that as well..it takes a whole lot of grief out of the build. The average I hear from most people is a car painter will charge somewhere between 8 to 10k for a simple paint job now. You will spend 3 or 4 times the time to prep than to do the actual painting..thats what your really paying for

Another one will bite the dust shortly I think...gets very interesting 1/3 of the way in