Thread: Soon to be CT'r from Texas

Hello all, I am in the process of trying to decide what LSA to purchase. Right now I am Heavy on the CTLS. The only thing I worry about is if cirrus bring the SRS on quickly, will that hurt the values of other aircraft. Cirrus (like cessna) will have the upper hand on service because of their established dealer network already in place. The closest CT dealer to me is 312nm away. I see on this forum alot of small problems that are most likely normal to any aircraft. my only worry is having to fly 3hrs one way to service center. Any thoughts?

Hey, this is John Johnson from Lubbock, TX, also. Glad to have you onboard. As you know, I've own a 182, but would eventually like to get a CT when the market changes. I've researched alot of the LSA's and the CT's the best, in my opinion. As far as dealers, Tom(Tulsa) is hard to beat. There is also a new dealer over in central NM just east of Albuquerque that would be much closer if you desire.

I think I remember seeing in av network news sometime near the end of November that the Cirrus layoffs have the SRS being put on the back burner for awhile. They're concentrating on "The Jet". I received a mailer from them about two months ago asking to sign up and put down a deposit on their plane. Glad I didn't do that! That article was around 11-26, but not positive. The CT's share about 20-25% of the market and there's a good reason. PM me is you want...

John

PS We have a CTSW owner here in Lubbock also

You have put your finger on the biggest problem with the CT, and in fact with any LSA that has a ROTAX engine: availability of service.

Other than that one issue, I agree that many of the annoying problems that every owner has had to tackle, can be worked around, and this board has been a really big help with those issues. There are too many to thank, but without a doubt one of those who has contributed a lot has been Roger Lee.

It seems to me that progress is being made in providing available service centers, because there is a growing number of ROTAX qualified LSA repairmen. It took me several months to find someone close to me who could do the work I needed done, but now that I have someone available, I feel more confident about the future.

You are right that Cessna, Cirrus and other LSA mfg.s that will use Continental and Lycoming engines will have much better support than FD did intiially, but by the time non-ROTAX LSA are generally available, there should be a good chance that service will be available near you, such that you wont have to fly out of town just to have service done.

I have also heard that the FAA is really cracking down on LSA mfg.s to make sure that they are providing continuing service to owners in order to maintain their planes in airworthy condition. It seems that many of the initial LSA contenders came out of the ultralight world where service didnt have the same status as the sale, and if service was provided, it was only at the location of the seller.

Overall, its looking much better down the road for ROTAX powered LSA.

One thing you could do is check to see if there is anyone close to you that is qualified to work on ROTAX engines, then call them and see what airports they would service. Here is a list I got from Roger Lee that was very helpful to me:

http://www.rainbowaviation.com/repairman.htm

Kennith,

I'd have to disagree with "the biggest problem" - while it might be a small issue for some it's certainly not "a big problem"....there's lots of folks out there that can work on 912's. Lots of different planes use the 912, not just the CT's. Yes, they might not all be in your back yard and it would be nice to have more but they are prevalent and gaining ground all the time.

I believe the SRS is going to have the 912 in it....it is pushed back but my guess is they feel stronger about it then you do. In fact the majority of the LSA's use the 912. Only the "flycatcher" and maybe one or two others are "continentals".

Also - this one I could be wrong on (I'm sure Roger Lee will correct me if I am) but I don't believe your list of "Rainbow Aviation" graduates means they're qualified to tear apart 912's. That could be misleading.

Roger H

Hi Guys,

It is true that more people are becoming Rotax qualified all the time. The LSA mechanics that went through Rainbow Aviation are not necessarily Rotax schooled. Some of these people also took the course just to service their own planes. The list that Ken posted is still a good list and I am posting another source. You are correct that before the SLSA movement that most owners and the people with Experimentals and or Ultralights did their own work. It is and wasn't always correct, but none the less they were legal. It can be a little frustrating not to have a QUALIFIED Rotax and LSA mechanic close at hand, but like Roger H. said they are growing and growing fairly quick. The LSA mechanic schools are usually filled and the Rotax classes are filled. The LSA movement has finally caught the attention of A&P's as well and they are finally seeing the LSA's as viable ($$$) and a force that isn't going away and growing all the time. I have people come from 5 different states for service and mods. The air frame stuff is usually no big deal for A&P's, but the engine can not be treated as a Continental or Lycoming. A mechanic that specializes in LSA seems to be a little more educated on our type of aircraft. As it stands right this moment an A&P can't work on a CT or the Rotax engine. This was something I thought FD was going to address in June this year. Some SLSA Mfg's left the maint. issue wide open for anyone one with any type of certification to work on their plane, but if they specified then only the people actually listed in the maint. manual can do the work as per FAA. There is a large committee of over 100+ people that include the FAA, AOPA, EAA LSA Mfg's and other vested people that review and help get the LSA rules setup. They helped form the LSA rules early on and to this day there are meetings for review.

I think the whole key here is we all got in the LSA movement early and now patience, understanding and involvement is the best thing while this gigantic section of aviation grows and developes just like the GA aircraft has for the last 100 years.

More LSA mechanics:

http://www.bydanjohnson.com/index.cfm?b=6&m=3

Hey Roger H,

The idea that maintaining the aircraft in an airworthy condition, as regulated by the FAA, is just a "small issue" for ROTAX powered aircraft is not born out by the facts.

Its when owners like us make a noise that manufacturers listen, so we should not be downplaying the importance of available service.

Hats off to Roger Lee for providing such useful information!

I don't think putting pressure on the manufactures is necessarily the way to go...I think we put pressure on our local A/Ps to go to school and tell them "hey I'll pay you to work on my plane". I paid for my local mechanic to go to school (who by the way is not on a list)! It's a "cart before the horse" problem that will rectify itself as LSA's/LSA engines become more popular. Remember we live in a "greedy society" if there's money it in - it will happen!! If there's no money it doesn't make any difference what the law or the manufacturer says.

And last...could you please post "your facts" here for all to see.

Many thanks

Roger

Hello FlyingFarmer,

There are not "a lot" of small problems with any of the three FD airplanes. There may be some design arguments or disagreements but I'm sure 99% of the FD owners would tell you they love their airplanes - me included.

I would grant you that there is a learning curve in flight education, and some idiosyncrasies as you say "like most any airplane has" but to say there are "lots of small problems" is just "plane" wrong and unfair. It's one heck of an airplane and that's why it's number one!

I'll be darn happy when Cirrus comes out with there LSA. It's composite and it uses the 912 just the the CT's - - so if I needed to I could probably take my CTsw to them for an oil change on up!

Oh and by the way - the decision should be easy!

Roger H

After working on several SLSA's I think FD is way ahead in manuals and the quality of the plane and the options that the CT has to offer.

This discussion is like comparing Chevy's and Ford's. You like one, but not the other even though they both run just fine. Neither person is wrong, it's just better for them.

I'm very happy with my CTSW and it does the type of flying and has the characteristics that I want in a plane.

A different LSA may fit a certain style of flying for someone else, that's the way it is, and usually why we buy the products that fit each of our needs at the time.

In the last half of 2005 into the first half of 2006 the service concerns were valid. Now it is a totally different world and all the above positive posts I agree with. The support system is simply growing exponentially, and will continue to do so. Rotax is taking very seriously the gross dollar number of engines being sold here and looking at the number of potential sales...
I am sticking with the CT for many more years and many more long trips.