FredG

I think it is hard to get useful information about summer blend vapor pressure versus winter blend vapor pressure (other than the fact that they differ). So, a change in fuel composition over time is on the list and hard to confirm or refute. Hard to know if teflon hose has poorer thermal insulation properties than rubber hose. It is possible, since the rubber hoses are also equipped with a separate fire sleeve. One approach is to find a length of old fire sleeve, slit it and wrap some (or all) of the teflon hose to see if the additional insulation helps. Also, some auto supply vendors sell an insulating wrap for fuel hose (look up "hook and loop" and "fire sleeve" on the Summit Racing web site). It may provide some additional insulation. Hard problem to solve, especially given its intermittent occurrence.

Roger, since you have expertise in chemistry, why not tell us what is correct and what is incorrect about the post (rather than just informing us that people with "no chemistry background are wrong many times")?

On my 2006 CTsw, that knob has a female threaded hole that screws onto a threaded metal post on the headrest. When the knob is unscrewed fully, it will separate from the threaded post and the headrest can then be removed from (or, more precisely, fall off of) the seat.

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.