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About AGLyme

  • Rank
    Pilot Member

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  • Location
    Lyme, CT
  • Interests
    Family, Flying, Bird Hunting, Business
  • Gender

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  1. A very good video about this topic. Suggest watching, esp the last half.
  2. Would rather have the helmet protection. I am not a physicist, but my brain hitting a plane part at say 70 mph would probably fare better with a 3/8th of foam in contact with my head in a helmet on than 3/8ths of foam on a padded plane part 20" away. But you are correct, there are enough engineer types on this forum to debate both.
  3. I wear just the pistol holder...; )... we all have run into these guys, hilarious. The helmet idea for any small airplane probably isn't a bad idea. Here is one on Aircraft Spruce, fugly color, but the reviews are interesting. If I had a bush plane landing in bush style strips, I would probably wear one. A few guys here discovered a sand bar on our local river and they are flying their Maules, Cubs and C170 there this week once the tide is low... if I were doing that kind of flying, I could justify a helmet. https://www.aircraftspruce.com/catalog/avpages/dchelmet.php
  4. A bit off issue... Darrell, I like that yellow goop you used on the nuts to reveal movement. Do you know where I can get some ? Thx.
  5. Great fly by... thanks for posting.
  6. First class quality DW... good work.
  7. Finally, while I had the bottom cowling off, I attached a pic of the 2nd metal clamp added to stem the coolant drip (on cold nights). The Rotax factory (I am guessing Rotax factory) "spring" clip is a poor first line of defense holding the rubber hose fast against the metal pipe. Note, I tightened the worm drive clamp up while I had the cowling off. The clamp did loosen a bit after about 40 hours of flying. I checked the other worm clamp (I have a total of 2) and it did not need tightening. Just adding all of this information to the great CTFlier.com knowledge base...
  8. I took off my bottom cowling this AM to attend to a potential abrasion issue. I included a pic of the heater hose rubbing against the plane's (corner of) main battery shield. This pic is the "before fix" pic. I separated the hose from the shield using a simple plastic tie, adding some silicone tape I had on hand in between the tie and the hose. Suggest that all check this area. Note, I have the injected motor, it may be different in your plane.
  9. Tom Baker... please find a pic of the "black plug" that is attached to the air cleaner part of the bottom cowling. The pic reveals the male end which is attached to the plane, the female end is attached to the bottom cowling. Note, I included a pic of my needle nose pliers on the plug... Arian taught me this trick of gently clamping down on the plug tab to release the male/female ends. The plug is difficult to get one's hand into, the pliers are an easy to grab and press solution... It took me forever to figure out how to get the plug separated and the fact that I cannot see it to study it made it worse. Anyway, hope this helps someone when they pull up this string. Note to all, I have the 'iS" injected motor, I think the plug is only present on the "iS".
  10. FF communicates “maintain VFR”... Ed is correct.
  11. Good story and conclusions. Thanks for posting
  12. Excellent primer Andy. Re your para #4, the modern FD (Dynon HDX) avionics allow for (near) current WX reports for airport reporting stations (ahead, behind, in all directions), and, ForeFlight on an iPad is helpful in that regard as well. In my epic over the top adventure on my S Illinois to CT trip this past Summer, I was unlucky and fortunate at the same time. The unlucky part was that I had multiple scattered layers below me and taken together, I couldn’t see the ground, except in spotty areas near class C’s... all airports underneath me reported VFR however. The lucky part was that it was warm, no thunderstorm activity, and I was loaded to the gills in technology and gas. FF was super helpful as well. There were 3 times along the route that I could see ground and I could have needled my way down through the layers but I determined that, given my gas situation, the forecasted WX along the route and the flight conditions where I was (nuthin’ but blue sky above + a 4-5 knots tailwind), I would just keep trucking. There was also the risk that if I did descend through the layers that I would break the VFR cloud rules. I remember at the time that I wasn’t worried about the spacing, I was more concerned about unseen traffic. The times that I could see ground were near Class C’s. Eventually the multiple “scattered” layers turned into one, and then zero clouds... I landed for a precautionary fuel stop in Eastern PA. I still had enough gas and reserves to have not landed. To your point about Autopilot, it is a great safety tool. I didn’t touch the stick during the trip. The major takeaway for me is that in spite of lots of time that morning studying weather for the trip, I didn’t realize that multiple layers could mean zero ground visibility. I don’t mind sharing my foibles here on this forum. I believe in life and flying it is how we learn. PS, I hold a Private Pilot cert with a Class 3 medical.
  13. “Light Sport” is used for all announcements. When the controller asks what the type is, then the FDCT is revealed. when I first got the plane, I used “Flight Design 521jw”... I was asked for repeats. We don’t have a lot of Light Sport airplanes up here in the Northeast but folks know what the Light Sport category is and generally how fast it goes. I would rather use Flight Design, sounds better than Light Sport, but Light Sport improves the information quality for others in the pattern and FF. That’s in my experience flying up here between Boston and New York.
  14. That’s interesting. Folks who land at super slow air speeds are in two groups; the incredibly skilled, and, the folks that need their airspeed gizmos recalibrated. Those of us who are landing fine and want to do better /slower /shorter would be wise to be cautious.
  15. Please do. I have to remember that your plane is about 70-100 lbs lighter than mine and a slightly different wing shape. With that said, I will dial in the landing speeds down after practicing aloft.
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