Runtoeat

Should have read the post better. Re-read and assume same as you which is, "no current" means "no voltage". Your suggestion to check at wing root connector is best.

Tom's suggestion is best but It may be the light is just NFG. My experience is the LEDs gradually burn out individually until only a few are left working but perhaps they all went together?

The isolator came out surprising well. Is it better to make a quick strike as you're doing with the hammer or to slowly press the punchies thru the rubber with a vise or arbor press?

Great info and details Corey. Does the rotary switch have little parts that jump out when it's opened? Is there a part number or description which allows one to find a replacement so teardown and repair (with little springs and wipers going everwhere) isn't needed? Wondering what happened to the transistor array? Maybe a voltage spike?

Corey thanks for the advice. Cdarza and David, excellent photos and commentary. Does it appear that the drag is being caused by lack of lubrication to the jack screw assembly or is it being caused by poor lubrication of the ball bearing area? If jack screw is the culprit, is there a seal on the screw preventing getting grease into it? Is there a way to force lubrication and work this into the jack screw and activator by running up and down while working grease into it without tear down?

Tom, I didn't realize there was a spring added. This is why I always recommend making a call to FD USA. Wonder why a spring was added? Trim would be dialed in for neutral elevator during flight but maybe FD wanted to have a heavy elevator for times when airflow was so low that trim would not maintain this? Like just before touchdown? Andy seems to have a good understanding of the dynamics of flight controls and it looks like he may have dealt with this spring. Any comments Andy?

Hi Corey. Valid points. My friend Phil and I were able to obtain our MRA's fairly quickly. We provided a detailed modification package supporting our request. What helped was that this change didn't affect aircraft flight performance. The change to LED lighting, even though high intensity lighting was added, actually reduces system current draw and greatly increases visibility with no added weight and very little change to the electrical system. There are many CT owners opting to do the LED update due to the poor longevity of the factory lights. I think the update to LED lighting is similar to the update to go to Matco wheels and brakes. Arian was familiar with both the Matco and the LED light updates and he helped me with the MRA process on both.

There is an balance box welded to an arm which is welded to the stabilator pivot bracket which balances the stabilator assembly. When correctly balanced, the stabilator should hold a level position when at rest. To properly balance the stabilator, it must be removed with all attaching hardware removed from the airframe but remaining attached to the stabilator. A fixture to hold the stabilator and allow it to pivot must be made for the bench. The stabilator is installed in the fixture and lead shot added/removed from the balance box to balance the stabilator. I describe this due to my experience of carrying out the SB that required reinforcing my stabilator. I am not an expert so don't take my word as gospel. You should call Arian at FD USA to see if there is a published balancing procedure.

Not sure about it being a "direct" replacement for red tail beacon. I installed the Microburst I tail beacon in place of my factory white tail light. This required me to relocate one of the two mounting screw holes for the Whelen light. Not sure about using it where the red beacon light is. The Whelen tail strobe can be used as a main anti-collision light on the tail . The current wires can be used for ground and power for the strobe. New power line is needed if you want to use the position light in the Whelen. I have the Whelen "kit" which supplies the Microburst II position/strobe for wings and Microburst I position/strobe that replaces the white tail position light. 2 conductor wire was run to wings and to tail to add to the factory 2 conductor for total of 4 wires to each. This provides separate power for the position and strobe, common ground and the 4th wire syncs the flash for the three strobe lights. The strobes are bright and can be seen during daylight. I also installed a Grote flash unit which blinks my landing light.

I replaced my original lights and the replacements failed. Recently installed Whelen strobe lights. Quality lights with great visibility. One new wire must be run if one opts for the strobe like I did. If the current factory red beacon light is NFG, the white Whelen tail light replaces this. Arian can help with MRA 7-Whelen MicroBurst LED spec sheet-n9922z.pdf

Haha Tom. Good catch. Yup, let's try 06-08-02. It seems that those CT's that exhibit a flutter respond favorably to tightening of components. At least my CT did. Reading about the pros & cons of bolus tape on the trim tab I'm wondering if the method of installation of the bottom and top bolus tapes might lessen the flutter tendency? What if the top and bottom tapes are installed with the trim tab at a "neutral" position during tape installation? The tape would now be stretched during trim travel and act as an additional spring in the system. This may help to incrementally raise the speed where flutter occurs. This depends on the tape remaining attached to the surfaces which may not occur during the stretching of it but think 2" wide bolus may stay attached. I see on my CT where I probably didn't reflex the trim tab fully during tape installation and the tape shows stretching but it still adheres to the surfaces. Didn't notice any problems in flight controls.

My 2006 CTSW is s/n 08-06-02 which has the full length trim tab. I experienced the trim tab flutter even though the stabilator reinforcement had been done. Same situation as others. 130 kts under full throttle while descending. I believe that the basic problem is that the trim tab is not fully balanced. The counter weights move the tab closer to a "zeroed" center of gravity but they fall short of fully "zeroing" this out. I solved my problem by tightening all pivots, rod end fasteners, etc. that are connected to or involve the trim tab. Went to 135 kts. with no flutter exhibited after inspection/tightening.

Brudy, please provide name and phone number of shop that repaired your wing. Thanks.

I installed a Grote flasher unit and new Arcolectric DPDT switch. I switch steady "on" during taxi and then switch to "blink" after take off and during flight. I worked with Arian for the MRA for this. Installed Whelen strobes at same time. I'm pretty visable during flight, which for me is daylight. Very little current draw with all on.

You might try Lenawee County (Adrian KADG) for flight training. Jackson airport KJXN is another airport that offers flight training. Solo Aviation is the flight school here. Both airports are near you. I trained at Hillsdale airport KJYM but I don't believe flight training is given here anymore.