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About robthart

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  1. robthart

    Going Experimental

    The attached is what our local FSDO PMI (who has conducted four of these conversions) has come up with: consisting of an "addendum to maintenance requirements, " and "Owner(s) authorization" for recertification. As ours is owned by three members, there are required signature blocks for each member/owner. Addendum to limitations for equivalent level of safety.docx Ownership ltr auth change of Certification.docx
  2. robthart

    Going Experimental

    We just went through the process at Ankeny, IA. Pretty simple really, and our mechanic did most of the heavy lifting. You can download the FAA form 8130-6 online, must have had a fairly recent airworthiness certification that your mechanic will certify (100hr or annual), and he dove through all the logs to insure all AD's have been complied with and furnished the current list. we were asked to create two documents signed by all owners (in our case three); one which certified we all agreed to conversion to Experimental, and the other was a brief testament (maintenance addendum) as to how we would maintain the aircraft regarding the Rotax 'timed life' engine items (mainly rubber) through inspection. It probably would be wise to schedule conversion prior to your 5-year rubber change out, as our FAA inspector bent over backwards to complete ours on the coldest day of the year in an unheated hangar one day prior to when our next one was due. It's a huge relief for us, as we're within a few hundred hours of TBO, and despite all the rhetoric about how 'it's not really mandatory' now we don't have to worry about any enforcement litigation or insurance company excuses in case of accident or incident. Also they advised the process can be reversed, should the owner(s) wish that in the future.
  3. robthart

    Exhaust issues with Rotax

    Andy can you send me his contact info pls, thx!
  4. robthart

    Exhaust issues with Rotax

    That does look like good work Roger & Andy, if someone can pass the info on the weld wizard I'll get it to our mechanic, thx!
  5. robthart

    Exhaust issues with Rotax

    Our mechanic suggested replacement as opposed to repair on this one, would have to send off to MSP for a certified weld & would hate to learn they can't do... know what the 'ballpark' figure is for new pipe vs certified weld? (I'm sure labor would be the same either way).
  6. robthart

    Exhaust issues with Rotax

    Have now had two exhaust breaks on 2008 CTLS within a 4 year period; one on either side of the engine! Each occurred during descent to land phase while approaching airports, and each appears to be in similar locations with relation to the pipe... is this a recurring problem and/or a 'known' issue with Rotax?
  7. robthart

    Rotax TBO Confusion

    I realize this topic gets beaten to death every couple of months with no definitive answer. It came up with our airplane recently and this was the response from an FAA source when taken to the Ankeny FSDO in Des Moines: Robert, In response to your question, “…are we in violation of any FAA regulation by continuing operation beyond TBO in this Light Sport aircraft…,” the answer is yes. Per a 2015 FAA legal interpretation, Keller: The aircraft would not be airworthy if operated beyond TBO or outside the manufacturer's specified life limits. Section 21.181(a)(3)(ii) states that "a special airworthiness certificate in the light-sport category is effective as long as the aircraft conforms to its original configuration, except for those alterations performed in accordance with an applicable consensus standard and authorized by the aircraft's manufacturer or a person acceptable to the FAA." An aircraft that is operated after components have exceeded life limits specified in the manufacturer's maintenance manual or other procedures developed by a person acceptable to the FAA would not comply with § 21.181. Option 2: Aircraft previously issued a special airworthiness certificate in the light-sport category under § 21.190 may be eligible for an experimental certificate for operating an LSA under § 21.191(i)(3). These aircraft have previously been flight tested and are not required to have additional flight testing unless they have subsequent alterations to the aircraft that were not approved in writing by the LSA manufacturer and recorded in the aircraft records. I hope this helps. Give us a call if you have any questions. Best regards, Patrick T. Blaskovich Principal Maintenance Inspector DSM FSDO/CE-01 3753 S.E. Convenience Blvd. Ankeny, IA 50021 515-289-4835 (Direct) 515-289-3840 (Office) He also made it clear that 'TBO' referred to the hours of and/or time in service of the engine of an LSA, as stated by the manufacturer, and attached the included files as reference. F8130-6 AW Cert.pdf keller - (2015) legal interpretation.pdf FAA Order 8130.pdf
  8. robthart

    DYNON Maintenance / False CHT/EGT readings

    Thanx guys! Roger, I'll ask our most knowledgeable guy on the to system give u a call. It's a bummer that our regular Rotax guys couldn't end this, feel it's almost an Avionics specialty.
  9. Can anybody recommend/ furnish contact info for a solid DYNON LSA Tech anywhere near Des Moines IA? Recurring problem (for years) with sporadic false readings & alarms on club owned 2008 CTSL. Discussed at length here in forum 2015 & are sure it's some type of 'ground' issue but cannot fix it. It will need expertise beyond our capabilities, will ferry it a reasonable distance.
  10. robthart

    Sporadic High EGT Readings

    It has been my experience (this has happened to most of our pilots over time) that it begins with random spikes into the yellow/red zone 'til the alarm finally triggers... hard to pin down a 'steady' temp, as when it happens it jumps around (including drops back to green). Want to thank all for ideas, we've been dealing with this for quite some time and recall there's been two sensor changes now with no joy. Most are comfortable it is false alarm & not an engine issue, but very uncomfortable to passengers (& pilot too) when a red light & buzzer goes off! All of your thoughts will be passed on, thx!
  11. robthart

    Sporadic High EGT Readings

    Additionally, don't know if makes difference however have run Avgas exclusively (with 25 hr oil changes)
  12. robthart

    Sporadic High EGT Readings

    Yes, weld & EGT alarm same side... have not checked jets, looking for recommendations to pass on to mechanic, thx!
  13. robthart

    Sporadic High EGT Readings

    A vexing problem; Club 2008 CT (1,400 hrs) has on several past occasions gone into spurts where (right) EGT alarm has sporadically triggered. Sometimes just landing & restart has resolved, have recently replaced all sensors & was fine for about 30 hrs, but happened the other day again. Don't know if related, however about 100(+) hrs ago also developed a fine crack in right side exhaust manifold, resolved by certified weld. Just had 100hr & annual with no probs detected. Any ideas?
  14. You are fairly close to Lake Okoboji where I spend some summer time with family... can't tell from your website if you rent any light sport?
  15. Reference the Badlands, nearest paved with cross wind runways is Rapid City (does get windy out there). Wall Dug is closest, but only one runway, and Rapid would give access to rental car to visit the Badlands up close & personal. Be aware going into Rapid, there is an AFB only a few miles away with a similar layout. Also be aware of pretty active MOA's in the area, and recommend coming & going at pretty high altitude if flight following desired (effective radar coverage is pretty sparse at lower altitudes in that area). Beautiful country!