FredG

This nonsense, again. The "wizard" has spoken. To paraphrase... on the internet, nobody knows you're a wizard.

What Jacques said, just above (who is RW and why do we care what RW says?). Also, I don't understand why it being a copy is "the issue we should be concerned with." Metallurgy, dimensional tolerances of critical parts, assembly methods, and overall quality control seem more relevant to what matters to pilots - that is, whether the engine provides rated power and is reliable for 2000+ hours (in addition, of course, to manufacturer support). I personally have no plans to own one of these engines anytime soon.

Skunkworks85 post has me go back and read some posts on this thread. After 100 years, carburetors still confuse and mystify. Corey, the spring doesn't change with air density, but the position of the throttle slide most certainly does change with air density and in doing so, they adjust for air density. Although CV carburetors may not meter perfectly (ie, maintain an exactly ideal air fuel ratio), but compared to non-CV carburetors, CV carburetors do compensate for air density over the range of densities typically encountered by light sport aircraft (which means they compensate for altitude and air temperature, which are major determinants of air density).

Anybody know how many amps the starter draws? Also, once the engine starts, if the starter is still running due to a stuck solenoid, do you know only because the system voltage is low? I would thing it would be hard to hear it once the engine is running.

I use the standard (non-thermal) box for my Earth-X batteries on two experimental aircraft equipped with Rotax 912ULS engines. Never had a problem, but it's just two airplanes.

Corey, I am registered ELSA. I am not aware of any prohibition to my disassembly of the actuators.

Andy, I wrote a long post on this very topic, with a bunch of photos. It is a PITA to get the actuator out of the CTsw, but it can be done. Then the actuator needs some disassembly to get to the actual jackscrew. Scroll up on this thread to find my post.

Corey, are you talking about the very small plastic washers when you say "microscopic teflon spacers"? If yes, I lost one and replaced it with a washer from McMaster Carr (Chemical Resistant PTFE Plastic Washer for M2.5 Screw, Size 2.7mm ID, 5mm OD, pack of 50, Part # 95630A10). Works just fine.

OAT = organic acid technology

Roger, why? Ace does not have the selection of hardware that McMaster has. Not even close (e.g., head style, material, plating, thread pitch). What is the purpose of arguing about this? Really.

Another vote for Belmetric when McMaster doesn't have what I need. They are also good for high quality metric size hose clamps.

McMaster Carr (online) will have a very large selection of fasteners in all metric sizes, head style, strength rating (grade), and material (plated, stainless, etc). The sizes of fasteners on our airplanes are often found in the parts manual. If you get a cheap metric caliper and a metric thread pitch gauge, you will always know the exact replacement fastener.

I installed a GDL 82 in my 2006 CTsw (ELSA) flown in the US. I am not aware of any problems with it being detected by other pilots with ADSB-in and my FAA Public ADS-B Performance Reports have been good. Have no experience with FR24.

Tom, how long were your ground runs? The engine in the RANS S-20 I build was new (as was the entire fuel system, of course) the first time I flew it. I had almost an hour of time on the engine before taking off for the first time. That time consisted of several ground runs including some to full power, always followed by checks for leaks. First take off was for a 10 minute flight to a local airport where I landed, took the cowl off and inspected for leaks. After each of the next few flights of an hour or more, I would remove the cowl and check for leaks. Very flat terrain here in Iowa, as well.

IndianaCTSW - no, I only disassembled the mechanical components and not the motor.