Runtoeat

Thanks for posting. Our CT's are great little travel machines.

Just had the same issue as other members have reported earlier in this thread. Yesterday, while cruising at 5300 rpm in my 2006 CTSW, I noticed I was having intermittent 50 rpm tachometer drops. Engine would run fine and then I could feel the plane slow slightly and see a 50 rpm dropout and then the rpms would come back to normal. Although I was thinking it might be a fuel issue I figured it wouldn't hurt to see if it might be electrical so I did a mag check while in this flight. First went to switch position #2 and had 50 rpm drop. Then back to "1&2" position and back to normal rpm. Then went to switch #1 and got 50 rpm drop then back to "1&2" and back to normal rpm. I did this twice with just the typical 50 rpm drop at each mag. Later in the flight, after continuing to experience the intermittent 50 rpm drops, I decided to do the mag test a third time. Went to position #2 and got the 50 rpm drop. Back to "1&2" and then went to switch position #1. BANG! Complete engine shut down! I quickly went back to position #2 and much to my extreme relief the engine came back to life because the prop was spinning at my speed of 115kts. Figured I wouldn't be stupid enough to try that again so I limped back to my airport hoping my one good mag would remain working properly. Today my mechanic and I did a thorough "P" lead wire and ignition switch "wiggle test" and poked around with ohm meter to see if anything unusual. No problems found in wiring or in the switch. Hoping it would fix my problem, we installed the set of soft start modules I bought 5 years ago that have been kept on the shelf. An engine run up and subsequent test flight after installing the new modules indicates that they fixed this problem. And, not only fixed the problem but the plane does have a better response to throttle and seems to have more power than usual. The important thing to know here is that our modules do not only have the well known and documented "fail to start" problem. They also have a "high rpm failure to run" problem. It is now documented by owners on our forum that modules have failed to work at high rpm. Owners who have early CT's, especially 2006 or 2007 years, with original factory modules might expect to have ignition problems eventually. Hopefully, when failure occurs, only one module will fail and one will remain working long enough to allow them to get back home. Seems I read that the military replaces the modules every 700 hours on the rotax engines used in drone aircraft.

Haven't been on our forum lately. Thanks for answering Poco's question Darrell. The Arcolectric DPDT switch is the same design as the one used by the FD factory.

On LS, there is a rubber pad that can move out of place. Check the area where the gear leg meets the fuselage. I would agree with Andy about noises in a SW. I hear lots of noises coming from gear legs and Matco brakes (rattling) when taxiing my SW, especially if I don't have my headset on.

Thanks for info Tom.

Just helped a friend fix his CTLS that lost power after takeoff. The carb bowls had corrosion in two of the corners where it did look like someone snubbed out a cigarette. I popped off a 1/8" flake of tannish yellow "scab" from one of the corroded spots. A main jet blocker for sure. After clean-out, all is back to normal, until the corrosion flares up again.

I may not be correct on needing a heated pitot or the 912ULS needing to be "certified". My comments about the pitot were based on a friend outfitting his Piper Colt for certified IFR flight and he stopped when the FAA examiner told him he had to have heated pitot. My CTSW and the CTLS POH says flight for VFR only and this section also prohibits flight into IMC. A message sent to me from another forum member says new Operating Limitations provided when he has converted aircraft from SLSA ot ESLA don't state VFR only. I guess whether or not one can fly IFR in ELSA depends on what the FAA FSDO writes into the new ELSA Operating Limitations section.

I would think the F2 might be best for you. The 912 engine isn't a certified engine and the pitot is not heated on CTLS which the information I have says these are needed for IFR flying. F2 should have these.

Agree with Matt. I've burned MoGas since 2010 exclusively. No corrosion in bowls and no balance needed on carbs for last 4 years. As mentioned in previous post, I put 2 oz. Marvel Mystery Oil in 5 gallon cans. Not sure if this has helped me stay trouble free but my mechanic who maintains all kinds of engines says it does help the fuel absorb any water that might be in the fuel. I fly often enough that my fuel doesn't sit too long and keep my CT in a unheated hangar with engine heated. These things make a difference on how much condensation is introduced into the carbs.

Have you tried calling iFly and talk to one of the tech people? They're normally available and will call back if not. The techs have helped me configure my iFly 740 even while flying using my Bose with cell phone hook-up. Some of the tech's are more knowledgeable than others but I would think connecting to a Dynon might be something they have experience answering questions about. There is also a good Q&A section on the iFly website.

Thanks for the details Tom. I recently spoke to Roger Lee as John Horn also did. Roger changes the location of the fuel filter to the same location as you do when he services the filter. Interestingly, he directed me to SB-ASTM-CTSW-06 which shows this filter location as an "alternate" location which can be used. The filter location downstream from the shut off valve puts it in a location where it is very difficult to service for inspection and cleaning. The filter is not serviced by many mechanics due to this. If you might have a part # and source for the 13.5mm clamp, it would be appreciated.

Hi John, Phil and I are wondering when we'll see you here in Michigan? Thanks for the link to the crash report. I have taken my carb bowls off as required at yearly inspections and recently had the bowls removed for replacement of the carb floats. The floats were defective and had absorbed fuel. My carb bowls are not corroded as yours are. Perhaps your CT sat and had water in the bowls before you bought the plane and this caused the bowls to corrode? I'm thinking the bowls are aluminum and are anodized? If water sets it might eat away the anodizing and then the corrosion cannot be stopped? Or, if they're zinc, the water will corrode the zinc. There is no doubt that alcohol free MoGas (low lead) fuel is best but 91 octane non-alcohol fuel is not nearby. For my use of fuel, I have been using 93 octane "Premium" MoGas since 2009. This has 10% or less alcohol. My carbs have remained clean and have not needed balancing now for the last 5 years. What I also do though, is add 2 oz. Marvel Mystery Oil to every 5 gallons of the MoGas. My mechanic (Helicopter Dave) advised me Marvel Oil will stabilize the fuel and it allows any water that may be in the fuel to be absorbed into the fuel and then passed thru the carb and thru the engine. Don't know if true but I've never found any water in the bowls or in the fuel when I sump and I have had no issues using MoGas all these years. Good photos and discussion on our CT fuel system.

Nice picture of the difference. This has been discussed a lot in previous posts. My vote would be to use DIN hose and make a tight fit at the gascolator. Still would like to see if FD would approve the rework Madhatter suggests.