Jump to content


  • Posts

  • Joined

  • Last visited

  • Days Won


Profile Information

  • Location
  • Interests
    Aviation (obviously)
    Flight Instructing
    Computers/Programming/Electronics Tinkering
  • Gender

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

garrettgee2001's Achievements


Newbie (1/14)

  • Dedicated Rare
  • Week One Done
  • One Month Later
  • One Year In

Recent Badges

  1. Not sure about the engine not seeming smooth, but I recently had some issues with the regulator. Similar to your explanation with it seemingly starting to work after a wiggle or reset. Fought that on and off for about 6 months. Eventually got to a point where the generator would not output, so had to really do some investigating. Pulled the plastic connector to the regulator, and found that one of the yellow AC wires had a bad connection or was loose, apparently overheated, and melted the plastic to the point that it melted all over that AC spade connector, which just made the connection worse. Replaced the spade connector and reattached well enough to get home. Got home, decided to replace the regulator with a B&C AVC1, re-terminated all wires, and added a little dielectric grease. Been rock solid ever since.
  2. 825 016 is the latest oil filter P/N I believe. The Rotax IPC should show this as well.
  3. My understanding as experimental is you can change anything that doesn’t effect the performance limitations set for an LSA aircraft (stall speed, max cruise speed, weight, etc), without manufacturer approval. My operating limitations from my DAR state that engine or propeller changes have to be sent to the local FSDO and a response received before those changes are “legal”. I have been able to change the Garmin 696 to a Garmin 175, upgrade the Dynon ADSB in, the autopilot from TruTrak to Dynon, and various other small changes. None of them require approval from the manufacturer if ELSA. Most of those changes could be done SLSA with a MRA though. You are now kind of considered the “manufacturer” of the aircraft now, and can decode what changes can be made, as long as the aircraft remains in the LSA limitations and your Operating Limitations from your DAR. Best bet might be to talk to a DAR that has done ELSA conversions if you have questions. I would not ask the FSDO (FSO now), as that usually opens up a bigger can of worms. *This is my understanding of the regulations and should not be taken as legal advice on the airworthiness of the aircraft.
  4. I tend to agree, but I can say it kept me out of trouble once. My CTLS has dual pitot and dual ADAHRS. Left pitot goes to left ADARHS, right goes to right ADAHRS, and they share a static port on the belly. Flying IFR (E-LSA) in IMC and flew into a pretty good rain shower (no lightning, no convection, no icing, would never dream of flying a CT in those conditions). Didn't think anything of it, as the dual ADAHRS gave no real issues or differences in cruise. Started to slow down to start a GPS approach and got an airspeed mis-compare. Hit the compare button on the Skyview and found a disagree of about 15-20 knots. Based on groundspeed from the GPS and estimated winds aloft, I figured out which of the ADAHRS units was wrong and made the correctly indicating one primary. While I would have been ok without the airspeed since I had GPS and had an estimate of the winds aloft, it definitely led to a lower "pucker factor". We suspect water may have ingressed into the pitot and either stuck before the water trap, or got passed the water trap and blocked the line. Functioned fine after removing the lines and lightly blowing air back out of the pitot tube. Probably overkill for VFR only, but I wish the certified aircraft I flew had dual pitot. Just got done installing a Dynon in a Cessna 172 in the flight school I manage and wish the dual pitot was an option.
  5. The aveo ultra or aveo embedded should be just about a drop in replacement, although it is a NAV/Strobe. I went with the Aveo Powerburst though. About half the price, but I did create a bracket in CAD and had it laser cut (I would be happy to share it). The Powerburst have two mounting screws, where the Ultra and Embedded have one much like the stock light. I have been very pleased with them. I did as suggested above and used an existing wire to pull 3 wires through. One for NAV, one for strobe, and one for the strobe sync. I have the NAV and Strobe wired together for now until I do a panel rebuild and change out switches. Did this during the wing pull, which made it even easier. If I did it again though, I would probably go for the AeroLEDs, since I had to fabricate a bracket anyway. If you want (relatively) affordable, the PowerBurst have done me very well. If you have money to burn, I would skip the Aveo Ultra/Embedded and go with AeroLED though.
  6. I think generally with the Rotax, you want your RPM to be 5500 WOT at your typical cruise altitude. That is how I set my e-props, and it seems to work really well and has a good balance between takeoff and cruise (the e-props is a bit weird though in that regard). My neuform was set in a similar way, where at full throttle at 5500 feet, I was getting very close to 5500 RPM.
  7. Finally got mine installed and test run. Removing the stock VR was a nightmare (let's not talk about it). Seeing slightly better voltages at idle under the same load. Also seeing much better voltages in flight. Was hovering around 14.0 volts under full load in cruise. Might tweak it up just a little, but overall a worthy upgrade. Now to see if the longevity is as good as the Ducati. Side note, I removed by Ducati regulator because I was getting intermittent failures after startup, but after a few minutes of taxiing or right after liftoff, it would start to work. Finally got the harness pulled from it and found that the contacts on the "AC" line had shorted at some point and gotten hot enough to melt the Ducati regulator's connector housing. Replaced the spade connectors on the lines, extended them slightly, and moved the regulator to a more accessible location. Overall, very happy with the upgrade, if on the slightly expensive side.
  8. Did they say why? I know its a new airplane, but that is ridiculous. Could it have also had something to do with the client's age in combination with it being a new airplane?
  9. I just had one delivered today. Hope to install it this weekend.
  10. LEAF is out. Just tried to order and got a call stating it was backordered.
  11. Do you have the part number of the oil tank? Might be interested. Edit: Also, sorry to hear you sold the CTLS
  12. I second that sentiment. Been looking at what all would be required for a few months now, but haven't made much progress.
  13. Absolutely love the 1.2 hours I have on it so far. Did the install today. First time installing a ground adjustable prop, but the documentation from E-Props made it super easy. Spent at least an hour getting the blades pitched, but was worth it. Nailed the static RPM on the first try (that was pure luck). Static RPM was 5620-5650 on the ground. With half tanks, the airplane basically jumped off the ground. Did the static runup check, retorqued (checked) the bolts. Did a high speed taxi, and the airplane shocked me how quickly it wanted to get off the ground. Did a couple more high speed taxis, then decided it was time to give it a try (after logbook updates of course). Climb RPM was around 5400-5350, and was climbing about 1200 feet/min at a density altitude of 1200 feet. Cruise WOT was right at 5480. What I can't get over is the "ESR Effect". Seeing the RPM decrease as my airspeed increased on takeoff kind of freaked me out at first, but it matches what E-Props says, and what other users have claimed. Did a short field takeoff and it was kind of cool to be "pulled back" into the seat. Overall, I am extremely happy with the first hour of flight. Unfortunately, the I am "grounding" the airplane for the condition inspection after today's flight. Look forward to breaking in the prop. For those that have doubts about the claims of this prop, it is surprisingly good and the ESR effect (which I don't really understand yet) is something to see.
  14. Just installed an E-Props V20 170mm propeller and consequently, I have a Neuform CR-3-65-47-101.6 3 blade propeller lying around. If anyone is interested, make an offer. It is in good shape, just some minor cosmetic scratches around the root where the spinner has been pulled on and off over the years. I have the blades, spinner, spacer, hub, and mounting hardware. It has 558.2 hours on it, and was the factory installed propeller on a 2010 CTLS. I can provide copies of the logs on request. Otherwise, I am considering making it a piece of wall/hangar art.
  15. I know that the 94UL is approved, so I don't see why the 100UL wouldn't be, as long as it meets/exceeds the ASTM D4814 (US standard) spec that is listed in the latest Rotax Operating Fluids SB. Per Rotax, as long as the AKI is 91 or higher, with a preference of it being unleaded, it can be used. I haven't personally used it or the 94UL though, just 93 Mogas. I would probably wait for a response from (or inquire with) both Rotax and FD. If nothing else, from a liability standpoint if, in the unlikely event something did happen. The insurance man might claim that it isn't an approved fuel.
  • Create New...