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About AGLyme

  • Rank
    Jr. Crew Member

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

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  1. AGLyme

    Charlie Tango got published

    Impressive article
  2. AGLyme


    Thank you all for posting... and Paul... for the list. I will be buying insurance for the first time shortly... and I too am a low time pilot.
  3. AGLyme

    Landing on Grass Over Trees

    Thanks Ed...
  4. AGLyme

    Landing on Grass Over Trees

    The CT arrives end of next week. Woodstock is assembling and achieving FAA signoff within the next month or so and I will soon commence transition training. The CT has a lot of "pros" after a lot of research... one of them is the CT is no stranger to grass fields as evidenced by its European heritage. I re-learned (after a 36 years break from flying) how to fly in a Cub and landing on a grass field is a blast. Naturally the Cub's flying characteristics are world's different than the CT's. One of the "cons" of the CT is the more fragile/thin stance (under 6') landing gear -- compared to say a 152/172 and a Cub's... I am looking forward to mastering the landing techniques revealed in your vids Andy. I ordered the Tundra tires (effectively the same tires used on a Cherokee Six) so I could more easily land in grass fields, and, help cushion the inevitable bad asphalt landings inherent in learning how to perfect landings. I realize this question has been brought up many times over the years on this forum... but is there a definitive real world answer to the following question for the CTLS model? (assuming max weight, standard wind conditions): Optimum Downwind speed/ how much and when flaps? Optimum Base speed/how much and when flaps? Optimum Final speed/how much and when flaps? I have learned the hard way that if I don't achieve a routine on the above, everything else goes to hell especially when working with a Class D Controller on landing. Thanks to the CTFlier veterans, we newbies are learning a ton here. Andrew
  5. AGLyme

    Landing on Grass Over Trees

    Very much appreciate the CT landing vids, thank you for taking the time and effort to post on YT.
  6. A great and safe "solvent" for cleaning epoxy from tools, etc (I built a boat) is good old vinegar. You probably have some in the kitchen, see if it works. Nothing more difficult to remove than epoxy. Vinegar won't harm the plane finish or your health.
  7. AGLyme

    Airventure 2018

    Excellent writeup KW... inspiring for those of us who want to travel like that. Thank you for taking the time to write it up and post here.
  8. AGLyme

    Flaps for Landing

    Very helpful for us new to the CT... does anyone know of a YouTube video showing a "good case" CT landing technique whether it be no-crosswind or crosswind situation? Thanks all, Andrew
  9. FD's rebuttal in Sept issue in "Aviation Consumer", Makes sense. Letters From Readers: September 2018 Flight Design On Safety Paul Bertorelli’s article on LSA accidents in the August 2018 Aviation Consumer was a fair and balanced look at the relative safety of S-LSA models compared to non-LSA ones in similar use. While this report separates nonsense from truth, I have several comments. The time period used to examine the fleet safety was appropriate as it was the most recent, but by coincidence put Flight Design at a statistical disadvantage due to the fickle finger of fate. We went for a decade without a fatal accident in our then largest S-LSA fleet—something we never talked about publicly, as it was too precious and too fortunate to risk avarice by promoting the fact. The fatal accidents we have had fall into two categories: typical accidents and rather unusual and unexplained ones. I have participated in almost every one of these NTSB investigations, gaining 30 years of experience with these airplanes, including a time when the company was manufacturing kits. The time period between 2014 and 2017 was rough for Flight Design and 2016 in particular was a witching hour for the whole S-LSA industry, with almost three times the statistical average of the years before and after. As was said, the fleet numbers, particularly by type, are so small that there is a lot of uncertainly in the ability to predict much from the raw data. Regarding the overall accident rate: We have had more than our fair share of incidents and Paul’s research and analysis is correct. In our defense (which he mentioned), our planes were adopted as trainers early on and took the arrows of the learning curve of the sport plane business in the U.S. As a result of the early experience with the CTSW, Flight Design developed the CTLS to fit the needs of American pilots and flight schools. We had a good thing going with the Flight Design Flight Centers, with 24 operating at the height of LSA enthusiasm. For all of the incidents listed, the injuries are very low. A carbon fiber egg is a good dwelling for occupant crashworthiness. From the leadership in Germany to the dealer level, we have tried to equip our planes with the most advanced safety equipment available. A rigid carbon fiber cockpit, a standard BRS parachute system, the early use of electronic flight instruments, plus our attention to COSM (Continuous Operational Safety Monitoring) and participation in the ASTM F37 process. The list is long. I’ve always said that it takes between five to 10 hours for a current pilot to properly transition to such an aerodynamically clean, low-mass aircraft. Many experienced pilots scoffed, telling me how many hours they had and what they’ve flown, but it’s really much like a tailwheel transition. I know few pilots who’d hop into a Piper Pacer without transition training. For many Flight Design buyers, it’s usually their first time with an integrated glass cockpit, operating a Rotax engine and also using a control stick. After our discussion of this article, the new management of Flight Design general aviation are working on a plan to offer free transition training worldwide to all Flight Design owners, new or pre-owned, if done through an approved transition training instructor and done to our published syllabus requirement. We will make it as convenient as possible to qualify those instructors consistent with the demonstrated ability through a short qualification process. Last, early on our Florida dealer and current consultant John Hurst rang the alarm bell and created a Flight Design transition training syllabus, which we have strongly recommended pilots use to demonstrate competence, even after passing a checkride. The training syllabus can be found at tinyurl.com/ya6lcbe9. Tom Peghiny President, Flight Design USA
  10. AGLyme

    Why would you pick CT over Cirrus?

    I'll bite as I placed a recent order for a new CTLSi. Folks here know the cost. My GA friends are astonished that I would spend $x thousands on a 2 seater aircraft when I could have invested similar $$$ on a used Cirrus, or, a decent used 172/182. My decision was mission, operating cost and future resale value. Moreover, I really do prefer high wing. My "Mission" is to learn how to fly all over again in a safe, proven plane and re-connect with family and friends all over the USA. The plane that I purchase has to be able to travel in reasonable comfort and FD figured that out already. Realizing that there are perhaps greater weather limitations flying an LSA vs a heavier GA plane, I will just have to have slightly more patience than my flying GA peers. Just turned 58, newly retired and sacrificed my hobby needs over the years to build a family and business. Re-starting my flying hobby after a 37 years absence. "Operating Costs and Re-sale Value" are important to me. I don't want to burn 8-12 gals an hour. Getting to the same place perhaps 10-60 minutes slower after flying all day isn't really a hardship, and the gas cost savings will pay for the hotel and a beer. if I were flying on business, that is a wholly different matter because time truly is money. I am flying for pleasure, so I have the time. The FD's have decent resale value unlike say... the Sky Catcher at the extreme end of value loss. As an American, I wish I could have purchased a USA-built plane instead of an import, but the American aircraft companies abandoned GA innovation a jillion years ago in both design and cost reduction. Cirrus is an American (now Chinese) success story, so is Kitfox (their wait for a factory build option was 2+ years... at my age, I can only buy slightly green bananas). Cub Crafters and Husky are amazing planes, however, my oldest son has special needs and we need to sit side by side. The Vashon was incredibly appealing to me, I liked the design and price point. I came close to sending a deposit in. In the end, I toggled towards the FD for two reasons... first, the powerplant is too heavy in the Vashon and once my middle-aged friend(s) and I jump in, there isn't a lot left over for gas. FD and other LSA planes (RV-12) are superior in that regard. Second, I really like the FD Dealer and his team... who happens to be a mere hour away from me. I wanted "new" mainly for safety reasons, i.e., I know where the plane has been, and, I believe Rotax and Dynon have invented excellent products that will be current for the ages. If I decide to trade up to a 4 seater (wife + 2 bikes and luggage for extended trips), the FD CT does have decent resale value.
  11. AGLyme

    Plane and Pilot

    https://www.planeandpilotmag.com/article/flight-design-ctlsi-3/ FYI, Andrew
  12. AGLyme

    FAA Action Against Sensenich

    Tom, that's not the way it works... meaning, you used the term "entitled"... "Sensenich" is a business brand name, widely known. It is an "asset", similar to "McDonalds" or "Walgreens", once family names morphed into business brands... less about 12 zeros in value...; )… As such, the buyer paid for the privilege of using the name, as the name has value. The buyer has to license (i.e. achieve permission from the Seller) the name in order to use it...and the counterparty (the Seller) has to approve same. Regarding Entitlement, i.e. a family member staying with the business, no Seller would allow the asset (the brand name) to be sold without Value. no Value (money)?, no license to use the name. Courts would uphold that notion as the two businesses (Parent and CT repair shop) would create confusion with the consumer. In sum, the Seller sold the prop shop to a 3rd Party and the Buyer was licensed the name.
  13. AGLyme

    FAA Action Against Sensenich

    It is about sales value when the Parent sold off the CT plant. I just sold my aero manufacturing business so I received an expensive lesson in aero mergers and acquisitions. Aero shops when sold are not actually "sold", rather, the assets that make up the company are sold. Buyers don't want the liability that equity carries with it (in this case... a gajillion propellers spinning out in the world post-repair)... so, the assets of the company are sold such as machinery, an assigned right to lease the building (or the building itself is sold to the Buyer), the office furniture, the prop designs, the processes for repairing the props, the employees are actually technically fired from the Old Company and rehired by the new one... and tah dah... the name of the business and telephone number. So, I would bet that the most likely scenario in this case is what I just wrote... the Sens owners probably made a business decision to assign the Sens name to the new CT shop owners because if they hadn't, they wouldn't have made as much money. Think of it... Sensenich has a greater brand value than "Bob's Prop Shop"… the risk the Sellers of the CT shop took was that the value move would come back and bite them in the axx… and viola'... it did. They certainly regret it 20 years after the sale... but back then it probably made $$$ sense(nich). Their statement about having nothing to do with the business is technically correct. They have no ownership interest, they don't operate it and the only thing in common is the common name on the sign out front.
  14. AGLyme

    Pattern speeds/power settings

    The cub is way easier to land... first, find grass, then, once over the runway put the stick in your lap. Done...