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I have heard that the Fiat rubber bushes (FD part No C9997739) used in the CTsw engine mount have been 'superseded' by nylon bushes Can anyone advise and maybe identify the nylon bushes by application or part number Thanks Duski Don

I hope this is not a duplicate post. I just checked cps-parts.com this morning. There is a message "CPS is no longer an iSC and is unable to order parts engines or parts from Rotax.". We keep losing support here on the west coast. Luckily my annual & 5 year hose work isn't due until May. Support is still available from LEAF and Lockwood, I think.

On my 2006 CTSW I recently installed a data logger on my GRT EIS that I use to monitor the engine. I can now see my EGT's graphically which revealed an interesting EGT puzzle. At 4900 RPM, (on takeoff) the EGT's are all very close from side to side and front to back. 4900 RPM EGT1: 1363 EGT3: 1397 EGT2: 1422 EGT4: 1405 (------------ Right ----------------) (-------------- Left ----------------) But when I throttle back to 4660 - 4750 RPM (for cruise) something interesting happens. The EGT's on the front two cylinders goes down a little over 200F. and the EGT's on the back two cylinders goes up about 25-50F. 4660 RPM EGT1: 1238 EGT2: 1269 EGT3: 1421 EGT4: 1467 (------------- Front ---------------) (------------- Rear -----------------) It's a lot easier to see this on the graphs I have attached. The PUZZLE: So what is causing this phenomenon? Is this normal? I have some speculative ideas, but nothing I'm completely comfortable with. So I won't poison your thinking by falsely leading you astray with speculation. I look forward to ideas and discussion by the group. Thanks, Rob If the attached images don't appear here, you can find them on this link. https://photos.app.goo.gl/PRi6wsDANnzYiiqq5

It's like magic. I was sitting in my 2008 CTLS, in the hangar, all powered down. I decided to turn on the master switch to light up the EMS D-120 in order to check the recorded fuel levels. Behold, I've got 50 psi of oil pressure with the engine not moving. See attached panel photo. The motor was cold (well, that is to say ambient temperature for a summer day); the airplane had not flown for more than a week as of then. Clearly something's not quite correct here. What can cause the EMS D-120 to think we have oil pressure when there is none? In recent flights, oil pressure was in the low 40's with occasional dips to the 37-38-39 psi area. These were flights on very hot summer days. Anyone seen this before? Jim