Philip Welsch

Any one know what fuel tank sealant was used on early 2008 LS. I,m trying to determine if G100UL will eat the tank alive. GAMI would need to know the sealant.

Any chance the course "filter" in the tank at the wing root became blocked? The CTLS has a 1000hr. inspection of that component.

This morning my Reiff heater had oil to 69 and cylinders to 78 and 81. Outside air was 27. Inside hanger was 32. Heater went on 5 hours prior with timer. No blanket.

$1647.00 Avemco - Jul 2023 through Jun 2024. 1,000,000/100,00. 60K hull. 2008 LS. Airport listed as additional insured. 1450 M/M, 3500 TT. Other pilots with 5-hr M/M.

Anyone know where the uAvionix SkyFYX antenna would go on a CTLS? MRA references drawing KF24002143 which was not included with MRA. I haven't been able to find the drawing.

I appreciate the 660 issue post. My two calls to Garmin each placed me on estimated two hour holds. My one year old 660 was on its way to the e-waste pile. I had already scheduled an avionics installer to re connect the 496 data wires.

Any chance vg's on stab will increase stress on pivot assembly?

Interested in Page portion.

Operating limitations for ELSA require notification as experimental on first call up to ATC.

I use experimental Flight Design followed by N number on first call. Flight Design /N number on subsequent calls.

Has the "keep alive" wire been cut? Dynon bulletin some time ago.

Did you notice if the vg's allowed the nose (prop) to be lifted away from the runway at a lower speed than without. Would they be useful reducing prop damage on unimproved runway?

Continuation: During reduced power descent fp returned and remained 4 - 5. Fuel flow during all of this remained normal (5.9 to 6.1 gph in climb and 4.7 to 5.1 cruise (5100 rpm). Never an indication of an engine issue except for the fp. Aircraft attitude changes nothing. The fuel pump has been discharging some small amount of oil during most flights. Brian Carpenter (Rainbow Aviation) indicated in SportAviation, Sept. 2018 oil leakage was an indication of fuel pump Garlock seal failure. Thie pump is two years old. I have a spare pump and that may be my next attempt to resolve the issue.

I have been having a similar issue (2008 LS, 1100 hrs.). Cleaned VDO fp sender and fuel line to it - no change. Replaced sender - no change. Relocated sender - no change. Generally 5.0 to 3.2 psi to about 1500 agl then reduction to as low as 2.2 psi. Returns to 4.0 to 5.2 after a few minutes where it may remain for several hours. Yesterday there was a new trick. After an hour or so in cruise flight (4.0 - 5.2 psi) the fp began increasing eventually to 7.2. It varied from 4.5 to 7.2 for the next 20 minutes.

Thanks!