According to the FAA publication:
TECHNICAL PAPER AFS-360-2017-1 (Rev 0, 09/25/2017) INSTALLATION OF ADS-B OUT EQUIPMENT
Filing of the FAA Form 337 is required (see point 12 of that publication):
12. Documenting ADS-B OUT System Performance Verification.
Following system performance verification of the ADS-B OUT installation by OFE and/or ground testing, document t
I am at Blue Ridge Community College taking the LSRM-A course. It is going good, lots of studying.
I would like to find the Service Bulletin List for the CTSW aircraft ONLY. I got the Rotax SBs without problem.
The Flight Design web pages were useless. I found a couple, but I am sure there must be many since 2006
perhaps someone can email the list or point me to a site that will actually work.
Thanks for the Help
Would someone be kind enough to share with me a weight and balance spreadsheet for my 2008 CTLS that I can use on the iMac with all the proper arms. I'm having difficulties finding this information for pilot, baggage, etc. POH doesn't help. Thanks!
I've been able to manually raise the flaps past the -6 position using the flap switch. There is no indication on the flap viewing screen of any flap position when I do this. Anyone familiar with this? Could this be a -12 position? I don't seem to gain much speed doing this, maybe a knot or two. Any safety issues involved? Thanks for any help...
Have had issues over the years with 'false alarms,' usually due to sensor problems (darn glass panels!). Curious if anybody experienced something similar to this. Our 2008 CT suffered a clean break (in-flight) of the right rear exhaust pipe in late Nov '14. Was repaired by certified weld. Lately had experienced a series of 'Right CHT High Temp' alarms on one occasion, stopped after maint ofcr checked and tightened sensor connections. Several flights later taken on 200 nm x-country, fine on outgo
I hope someone actually affiliated with Flight Design reads this blog. I'm a member in an active flying club that collectively owns a CTLS. With seven to ten members at any given time, our (only) plane gets a lot of use, and as several are receiving primary flight training it sometimes gets a little rough and things get broken. We have had our plane down three times over the last two years, for at least four weeks at a time, with the vast majority of that time spent waiting on parts to arrive fr
Corn field landing
To the best of my recollection of the facts, the events leading up to the ending of my flight in a corn field began with our flight from Chicago’s Waukegan Airport (UGN) to the St’ Louis area on July 4, 2013 for a family reunion. We landed with about 18 gallons of fuel remaining. That would be just barely enough to get home, about 2-1/2 hours depending upon the wind.
During the reunion one of our nephews indicated that he had a 6 gallon fuel can we could use to add aut
Source: Australian Bush Airstrip
You are so right, there some engines installed in some aircraft types I would not attempt this type of flying.
You can play it safe, as some would advocate and fly IFR (I follow roads) and take your chances landing on a highway in case of problems.
Rotax has proved itself as a reliable engine provided you feed it oil and Avgas, Mogas if you like, and the recommended engine service provide your best
insurance that there are mini
What to look for in a good Mechanic and How do I know if I already have a good one?
This can be a dynamic topic, but there are certainly some markers to look for in finding yourself a good mechanic that you can really trust to keep you in the air, safe and happy. You say you already have a mechanic; well the same properties in looking for a mechanic apply to knowing if you have a good one. Let’s take a look at what traits might make up a good mechanic and what you can do to find one.