Doug G.

I had the same experience the last few days. Called a number of times and let’s a message. Filled out the online form. Finally I hit “0” and got the operator who gave me all the info I needed—not your typical operator. I have an RMA. Anyone have any suggestions about how best to pack and ship it for repacking? (Last time I drove it to the MN facility and picked it up.)

Why would this be different than a boat? They are both covered with epoxy.

My 2010 CTLS has a rectangular LED which doesn’t give much light. With Light Sport I can’t fly at night, but I doubt it would help much. I also don’t know if I could find a better replacement without cowl modification.

I am late to this post, but I did my training in a 162. There were a a lot of advantages to the CTLS. Comfortable seats (with adjustable lumbar support) even for tall people, an actual baggage compartment, 5 gph (actually less) and no oil burn, extremely rare carb icing (I have the carbureted engine), max. 32 gal. useable fuel, autopilot, large EMS/PFS displays, great visibility with no struts, runs on premium mogas or 100LL, airframe parachute (I know some 162s had them), a steerable nose wheel (a plus and a minus), no mixture control. As far as flying the CTLS it does not feel a lot different and has a demonstrated crosswind of 16 kts which is higher than the 162–for what that is worth. I cruise at 110 kts at less than that 5 gph. I like it.

The pictures confirm I got it right. Thanks, Tom!

I did take pics of everything except that—for some reason.

Pretty sure I have it figured out, but would like to be certain. It goes up to the expansion tank along the firewall and beside the oil tank.

Doing the 5 year (it feels like it is taking that long) Rotax rubber change on my 2010 CTLS. I think I have this figured out but I messed up and lost the orientation of the coolant thermostat. There are three connections. In the picture they point up, right and left. Can anyone tell me what connects where? I think it is: Right—expansion tank Left—radiator Top—crossover tube to right side “t” connection TIA Doug Grant

This was one of the few things that, as an LSRM-A I had not done. The manual provides specific instructions. I gave them to an A&P, paid him to observe what I did. He then signed a paper I had made up saying I had performed the operation satisfactorily. Incidentally, the manual also says you have to have specific FD training to repair carbon fiber. I had a bubble on my wing that I took my plane to an FD service center since it said you had to be trained by FD. They no longer offer classes. I later found out two things: 1) FDUSA provided detailed info on how to do it. (Having worked with fiberglass it would not have been an issue.) 2) The service center guy had not had any special training from FD!

Sorry I am slow to catch up on this discussion. A few years back I saw a story about the development of a capacitor that was made from carbon nanotubes. It was supposed to have more capacity, much lighter, and a much faster charge rate than batteries. If that, or something similar would pan out it would be a game changer across the board. Jus don’t put a screwdriver across those terminals!

Yes, they are.

Okay, I have both (replaced with Whelen) and someone else here was looking for a green. The plane is a 2010 with 700+ don’t know the time on the lights. PM me.

I just replaced mine with Whelens. Both are available. From a 2010 CTLS with about 700 hours. Can’t tell you the hours on the lights. Make an offer. PM me.

I was fortunate to attend their last class in Oshkosh. (No, not during Airventure.) Great stuff.

I use “Oil Eater.”