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About robthart

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    Jr. Crew Member

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    Airplanes & Harleys
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  1. I use a battery operated 'TerraPump,' about $40, pumps app. 2.5 gal. per minute and has a good reach with the hose (about 5') so easy to reach tank from a vehicle or step stool. Has a gas station-like nozzle so no spillage, compact for easy storage.
  2. Thx guys, won't worry about it anymore other than the extra work at cleanup!
  3. Our CTLS has multiple users, and over the years I've frequently noticed the oil level above the 'full' line when I go to fly. I know this is a result of a lack of, or improperly 'burping' the engine, and then adding oil when you think it's low and actually there's plenty there. I've mentioned that often it will continue to gurgle through several more prop turns when burping, but to no avail. My question; is this a non-event, or is it actually harmful to the engine to operate over the full line?
  4. Andy can you send me his contact info pls, thx!
  5. 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!
  6. 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).
  7. 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?
  8. 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
  9. 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.
  10. 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.
  11. 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!
  12. Additionally, don't know if makes difference however have run Avgas exclusively (with 25 hr oil changes)
  13. Yes, weld & EGT alarm same side... have not checked jets, looking for recommendations to pass on to mechanic, thx!
  14. 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?
  15. 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?
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