robthart

An application via form FAA-8130-6 thru your local FSDO; current condition inspection and your mechanic's certification that all applicable AD's & aircraft safety directives have been complied with in accordance with FAR 91327(b)(3) & FAR 91.327(b)(4); and a signed and dated letter that all owner(s) wish to convert.

My 2 cents worth on this: acknowledging all those who indeed know far more about the "nuts and bolts" of aviation then I do, is that guidance from the FAA in any court will carry FAR more weight in litigation in a court of law. Whether it be against your ticket, or even worse, liability damage from an accident or giving your insurance co. an 'angle' to be able to back out of coverage for an unfortunate event. That's why we went Experimental.

One thing I've noticed that helps hugely on windy, gusty or crosswind landings is that if using flaps, getting them up immediately upon landing in a CT really helps with directional control (and staying) on the ground, much more noticeable than in a Cessna.

All this is pretty scary stuff, but a question... I'm a senior citizen who's been flying a long time, the last 10 years in a CTLS. I usually flight plan for 116 knots, rarely exceed it, the fastest I've ever been in those ten years was 130 knots with a VERY strong tail wind. If you have no desire to break boundaries, or go through mountain wave effect, do I need to worry about stabilator flutter in our CT?

I use a battery operated 'TerraPump,' about $40, pumps app. 2.5 gal. per minute and has a good reach with the hose (about 5') so easy to reach tank from a vehicle or step stool. Has a gas station-like nozzle so no spillage, compact for easy storage.

I realize this topic gets beaten to death every couple of months with no definitive answer. It came up with our airplane recently and this was the response from an FAA source when taken to the Ankeny FSDO in Des Moines: Robert, In response to your question, “…are we in violation of any FAA regulation by continuing operation beyond TBO in this Light Sport aircraft…,” the answer is yes. Per a 2015 FAA legal interpretation, Keller: The aircraft would not be airworthy if operated beyond TBO or outside the manufacturer's specified life limits. Section 21.181(a)(3)(ii) states that "a special airworthiness certificate in the light-sport category is effective as long as the aircraft conforms to its original configuration, except for those alterations performed in accordance with an applicable consensus standard and authorized by the aircraft's manufacturer or a person acceptable to the FAA." An aircraft that is operated after components have exceeded life limits specified in the manufacturer's maintenance manual or other procedures developed by a person acceptable to the FAA would not comply with § 21.181. Option 2: Aircraft previously issued a special airworthiness certificate in the light-sport category under § 21.190 may be eligible for an experimental certificate for operating an LSA under § 21.191(i)(3). These aircraft have previously been flight tested and are not required to have additional flight testing unless they have subsequent alterations to the aircraft that were not approved in writing by the LSA manufacturer and recorded in the aircraft records. I hope this helps. Give us a call if you have any questions. Best regards, Patrick T. Blaskovich Principal Maintenance Inspector DSM FSDO/CE-01 3753 S.E. Convenience Blvd. Ankeny, IA 50021 515-289-4835 (Direct) 515-289-3840 (Office) He also made it clear that 'TBO' referred to the hours of and/or time in service of the engine of an LSA, as stated by the manufacturer, and attached the included files as reference. F8130-6 AW Cert.pdf keller - (2015) legal interpretation.pdf FAA Order 8130.pdf

Thx aldowns, will do as suggested. Really seems with all other temps normal must be sensor problem, was little concerned ref the exhaust pipe break having some significance to problem. Ever hear of that happening?

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 outgoing, but on return flight noticed right CHT creeping into yellow zone early in flight. Reduced speed under 5000 rpm as precaution, but continued as oil temps in green (200 - 205 degrees), and right EGT was consistently 40 degrees cooler than left EGT. 40 nm out from base, as soon as I keyed mike to call approach the right CHT alarm triggered, continued intermittently for rest of flight but seemed to be especially when mike keyed. Eventually alarm triggered continuously in pattern, through landing, and even during idle taxiing to hangar. Plane has recently come out of annual (after the exhaust pipe break), everything checked OK. Does this appear to be clearly only sensor issue?

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 from someplace in Europe! We have currently been down five weeks, with an expectation of three more, waiting on something as simple as a motor mount! The last incident involved over four weeks to get a wheel assembly. My point is, FD is allegedly a leader in the LSA market... they make a fine product and I love to fly their airplane. You would think that they would therefore expend some resources to support what must surely be a large portion of their market... by stocking an adequate line of parts for their aircraft here in the US.