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About Runtoeat

  • Rank
    Master Star Fighter

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  • Location
    Belleville, Michigan
  • Interests
    Target shooting, running, flying and tinkering (i.e., trying to screw up things that are working OK)
  • Gender

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  1. ELSA to SLSA

    I'm thinking that the reasons most will go experimental is to be able to maintain and modify their LSA airplane without manufacturer's approval. If all modifications (if any are made) are well documented and can be proven to have been reversed in a manner that the FAA inspector is satisfied, going back to SLSA might be possible. I actually had to do this recently. My mechanic happened to be going thru my paperwork at my last conditional and discovered that, by mistake, the FSDO in Arizona erroneously changed my airworthiness from SLSA to Experimental prior to my purchase of it. Luckily, the local FSDO here in Michigan recognized this was only a paper error, made by the Arizona FSDO, and they worked with my mechanic to reinstate my SLSA airworthiness. Be careful if you are planning on going Experimental with intent to some day go back to SLSA. My experience with this indicates that the FAA will be "from Kansas" and will very cautiously allow this only when is has been proved to them that all of the "t's" are crossed.
  2. Wing Inspection

    John, don't understand why hose from FD would degrade so fast. I used regular ACE hardware polyvinyl hose last time and it's still pliable and transparent after 1.5 years using MoGas. When you removed your wings last time, did you support the far wing with a support while removing the other wing? We found this really makes the task of removal go easy.
  3. 12 year mandatory overhaul

    I would suggest the FAA response to the Willett Letter is a document which gives us the legal direction for extended maintenance of our Rotax engines. In particular, please read the footnote (which I have copied below): Section 43.16 refers to Airworthiness Limitations. A person performing an inspection or other maintenance specified in the Airworthiness Limitations section of a manufacturer's maintenance manual must perform that work in accordance with that section or as otherwise specifically approved by the Administrator. Maintenance manuals for S-LSA do not have an Airworthiness Limitations section to which the provisions of this section would apply. The author of this FAA response is Paul Greer who was in the Office of General Counsel at the FAA when I spoke with him and he helped me find and download his response letter. It is noted that Mr. Greer states in the footnote that Light Sport manufacturers do not have an Airworthiness Limitations section. When I spoke to Mr. Greer, he indicated to me that the Rotax TBO can only be "recommended" and cannot be "mandatory" since it is not a process found in any of the Light Sport aircraft manufacturer's Airworthiness Limitations sections since this section is not found. Consequently, the TBO described is not a FAA approved process. "On Condition" is a maintenance procedure which is "specifically approved by the Administrator" and so is a legal option which owner/operators of all aircraft engines, including Rotax engines, can opt to use. The only way the Rotax recommended TBO can become "mandatory" would be for Rotax to prove to the FAA that the TBO is required for a safety issue and then, if convinced, the FAA would issue an AD (Airworthiness Directive) stating the TBO is mandatory. To the best of my knowledge, historical data shows that the Rotax 912ULS performs the same as (and probably better than) other internal combustion aircraft engines used under Part 91, when the engine is maintained using industry standard "On Condition" maintenance.
  4. CTSW fuel dipstick - where to purchase?

    Fred, good idea.
  5. Wingtip Repair

    Solarguy, super interesting pictures showing the inner wing structure and the repair. Wish I was nearby so I might be able to take a look at how the repair of carbon fiber is done. If possible, please post pictures as you work thru the rebuild of the wing structure and do the surface finishing.
  6. CTSW fuel dipstick - where to purchase?

    Andy (Flying Monkey) made one. I'd be glad to take a few pictures of my factory stick (2006 CTSW) with a tape measure alongside to show the dimensions if this might be helpful.
  7. Radiator Cap

    I just installed the 1.2 bar cap (18 psi) which I bought from Aircraft Spruce. I believe the Leading Edge Airfoils (LEAF) also had these caps in stock. Some suggestions for things you might check If you're having coolant leaks. One is to see what coolant hose you are using. If you are still using the European DIN hose, this is 25 x 3.5 mm. There is a LOA issued which allows us to use the Gates 1" coolant hose. This is a thicker walled hose. It is 25.4 x 4 mm. The Gates hose, being thicker, seems to provide better sealing from those I've talked to who have used this. The other thing to check is your hose clamps. All Rotax engines now being sold use the " 2 eared" spring clamps. These clamps seem to provide consistent clamping force on the joint they are used on, regardless of ambient temperature. You might consider, if you haven't already done it, to order some of these clamps and try them. I would also use the Gates 1" hose in combination with these clamps. The last thing you might check is to pull the hose off of the leaking connection and inspect the aluminum tube. My personal experience tells me that mechanics can and will put gouges in these tubes by sticking flat bladed screw drivers between the rubber hose and aluminum tube in an attempt to pry the hose off of the tube. This will dent or gouge (or do both) to the tube. You can fix a gouge by filing the tube until the gouge is eliminated. I'm not sure what can be done if the tube is dented-probably a new tube must be ordered. One last thing you should do when installing these hoses is to insure the inside of the hose and outside of the tube is dry and not wet with coolant. Funny as it might seem, if the hose and/or tube is wet, this can provide a path which can allow the coolant to weep past the clamp.
  8. Aero Classic 4.00x6 6 ply tires

    Ed, your comment "keeps me on top of what's left of my game" was good. I can relate. After about 1,755 landings, my Desser 6.00-6 "Monster" tires started to wear a little uneven. I have flipped them on the rims and am ready for many more landings-if they don't dry rot first!
  9. 10th Annual Page CT and Light Sport Fly-in

    Duane, enjoying the pictures. Thanks.
  10. Aero Classic 4.00x6 6 ply tires

    When I sent my tire back for exchange, the guy who handled this told me that he would request a balance check on the tire they would be sending me for replacement. This tire did arrive with a good balance. He also told me to request a balance check next time I ordered tires. It looks like Bill did request a balance check and didn't get it. Seems like it is kind of a "hit or miss" situation to get a decent balance on a tire at Desser. If one should buy a badly out of balance tire and can't find enough space to put weights and/or can't afford to wait sending it back for replacement, here's a suggestion. Get a "boot", which is a large rubber patch the tire stores glue on the inside of the tire to fix flats. Temporarily mount the tire and mark the position of the tire on the rim. Determine where and how much imbalance there is. Mark the heavy spot on the tire. Remove the tire, install a "boot" of a size needed to offset the imbalance 180 degrees from the heavy spot on the tire. Very few, if any, weights will be needed to balance the tire when it is installed.
  11. 10th Annual Page CT and Light Sport Fly-in

    Great photos. See that my friends Phil and Sue are enjoying the trip. I stood at the same spot 20 years ago when I took my family out to Bryce and Zion. The scenery is fantastic.
  12. Landing at 12,000'

    Beautiful but severely hostile. Do you take survival equipment when you fly over these areas? I'm thinking no one could get to you if you went down.
  13. Aero Classic 4.00x6 6 ply tires

    This is good info Bill. I sent a 6.00X6 "Monster" tire back to Desser last time I did a tire change and got it replaced due to it being too far out of balance.
  14. Landing at 12,000'

    Ed, will the amount of snow increase as the winter progresses?
  15. Ignition Switch / Source

    By bridging the solenoid, you will take the solenoid out of the equation and will be sending battery voltage directly to the starter. Because this is high amperage, there very well could be arcing and sparks when you bridge the solenoid posts with the screw driver, especially if the starter is locked up. Also, beware of the prop because this will be turning when you make contact with the screw driver.