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AGLyme

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About AGLyme

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    Co-Pilot Member

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

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  1. Fabulous... thanks Okent !
  2. Okent, can u share your spreadsheet ? Sounds great. thx, Andrew
  3. Hi Mike, I am at Chester (KSNC)... would be interested in flying with you, but my plane is about 120 knots slower than yours...; )
  4. In that case, I would reach back and pull the chute and enjoy the view...
  5. Andy, I agree, but I would rather own a carbon fiber/ fiber glass plane than a metal plane 29 years from now... assuming both were cared for and hangared... think metal coke can or metal paper clip... constant bending is a no biggie with fiber... it’s a big deal with metal. Look at all the spar issues the GA planes are having eg Arrow, Bonanza, Cardinal, etc...
  6. There is little diff between the 2008 version and the 2018... other than the avionics and a lower price, etc. Compared to the balance of GA aircraft, you have a "new" plane. Back to the original question, I don't think the F2 will impact the value of our planes one way or another. I do think the F2 intro will support a floor of value because it is obvious the FD company is alive and well. Andy has a point, planes are not good financial investments. They are like RV's and boats, they provide great experiences which are good for our mental health. I always wanted a plane but could never justify the cost. In early 2018, my then 19 year old son pointed out that I never invested in myself and needed a hobby. His "you only live once" argument was extremely persuasive and that is how I went from a dreamer to an owner. PS: I had no idea that floats added "lift", I figured at best they were neutral, thanks Tom.
  7. I'm not. The "Light Sport License" hasn't been hugely popular, which was the original projection...meaning, scads of pilots and newbie pilots would choose the Sport Pilot license option due to potential health issues with people my age (50's/60's/70's folks -- the ones who are buying new planes) and therefore push strong demand for the newer, better equipped, and yes lighter "LSA Planes"... but, the vast majority of the pilots I know who fly CT's and other Light Sport planes are PPL's... I think what the LSA producers achieved is inventing a pile of C-152 replacements (and C-172 and Cherokee replacements as well since most flights are with 1-2 people) with great avionics, dependability, low operating costs and great comfort. I hope as CT owners, we are fortunate enough to achieve a Gross Weight increase of at least the Float Plane max... say another 100 lbs... that would mean a lot to me in terms of taking a passenger and cover about 400-500 miles on a long trip. If not, the weight limitation hasn't been a hardship for me - yet.
  8. Prob similar to the SW effect when the LS was introduced. Depending on the F2 intro pricing... The F2 release is both good and potentially bad for the LS in the short term only. The “good” is FD is investing in the future which bodes well for the installed base of CT planes all around the world. Carbon Cub keeps improving their products as do all the healthy plane makers. If the F2 is Priced $10k + higher than the LS intro price then prob not a big value diminution in the used LS market. The big surprise is how well valued the FD products held up during the bankruptcy and ultimate sale. To me, that’s the best test for resale value there is. The market really likes the plane.
  9. Whole plane is totally fine... have been using it for a year...
  10. 3 times I washed the plane in the rain. Brought a couple of 5 gals buckets with water... used my wife's plant based dishwasher soap and a soft brush on a pole... wiped off excess water with a beach towel after washing, pushed back into the hangar, next day I applied this amazing stuff... which I apply on the entire plane including the windshield and windows... it is superb stuff. https://sumnerlabs.com/products.html
  11. I learned the above point after almost a year of keeping a +5-7 knots margin in there instead of trusting the manual. Dumb, then again I learn everything the hard way... Andy, thanks for posting thte vid. I think getting a GoPro is a good training tool for any pilot.
  12. Fair point Tom. I found an old photo of my panel... and I placed a piece of red tape on top of the dash revealing the center line of the plane (left, upper side of the photo). Yes, the landing gear is totally different in the two models. I had a few carrier style landings early in my training, fortunately never felt a jolt, much smoother than I anticipated. I have the "tundra" tires (really Cherokee Six tires) for that reason, I figured they would add another element of protection in landing.
  13. I think we are all saying the same things just worded differently. Andy’s advice is next level. And yes the 30 degrees flaps step should be eased into. However landing with 30 degs flaps is really fun and in my opinion a major positive with the design vs the Cessnas I flew. Robert the sight picture issue goes away fast. The design is sleek and we don’t have the benefit of seeing the prop spinner ergo the challenge. On the CTLS, there is a screw head on the panel that lines up perfectly with the centerline. When you do johnny’s line trick and you determine exactly where the center is, Take note of the screw head. If you need more than that, a quick guide point is merely placing a strip of colored tape at the top of the panel in line with the centerline. Easy. You are stuck in that weird zone where you know it will come, but just not today. But you will get there. To me, the CT cannot be compared to a Cessna, a fairer comparison is to that of a taildragger. I might get skewered for this next comment but it is my understanding that the CTLS is way easier to land than the SW and many of the frequent posters here are SW veterans. Their planes are 100 lbs lighter and have other features that make them harder to land for a newbie.
  14. Robert, I know exactly what you are experiencing, I went through the same challenges that you are going through presently. I went flying today and last week and at danger of jinxing myself, I am actually getting the hang of it -- landing well that is... The lines crossed for me after I realized that with the CT I had to "fly" the airplane onto the runway, not stall it in like a cub... I had been stall/landing which works out 75% of the time, but not so much on a gusty day. The key is to get the plane onto the ground ASAP, so I come in slower on Final, near or at the speeds in the Handbook... until now, I had been giving myself WAY too much of a speed margin, by about 7 knots. When I had that much of a speed premium over the runway numbers I would inevitably float way down the runway (the plane wants to fly) and then ham-hand the stick pulling up way too much on the flair and then having to re-align and land again, or go around. On a gusty day, while hanging out above the runway, I was giving myself way too many opportunities for the wind to win. Thank God the plane loves to go around and climb well. PS: I was experiencing a climb rate of 1,200 feet a minute today, could have done more... I had 18.5 gals on board, it was 40 degrees out, and I weigh 185 lbs...plane empty weight is 837 lbs... the CT is a superb climber. The SW is even better at 100 lbs lighter empty weight. I am fortunate enough to have some amazing CT pilots as pals such as Kent Wien and the FD Master Dealer Tom P... who I insist land the plane when I am with them and I try to emulate their technique, especially on rough days. They are masters. My instructor, who is new to the CT, has the landing down as well... all are great stick and rudder guys. First, talk to as many guys on this site as you can. Flying Monkey has some excellent short field vids out, study his technique. Search for as many FD flight videos as you can find on the net... like this one: https://favids.com/en/watch/AKdMbyKzDrU/ Second, how many transitional hours did you get from the Citabria to the CT? You may need a lot more. It's only money...; ) Third, and this is the clincher... read the recent thread about C-172 vs CT... the common point is that the CT is every bit as capable and "easy" to fly as the C-172, but only after one has mastered the landings. The plane is much lighter than a C-172 or a Citabria so the momentum is much different. The rudder inputs are critical, but, the major problem is probably with your whole pattern strategy. 1) get in the habit of trusting your plane's published Operating speeds in all phases of the landing. Don't deviate in speed or vertical speed or the deviation(s) will throw you off. 2) Come over the numbers at the published speed vis your flap settings... no faster. 3) fly the plane all the way to the runway... flare low, not high. 4) keep the nose wheel OFF the ground (see #3 above)... until the plane is well under control. Combining #3 and #4 is the big trick. Takes practice. 5) repeat... about 60 times... ; ) Try mornings and evenings before the winds get crazy first... then graduate to windier days. 6) take a break from it for a week and settle your mind down... you will get it... Good luck... Andrew
  15. That looks like a good one, where did you mount it? My solution was found by accident. I put a life preserver behind the passenger seat, and snug it underneath the passenger seat (the preserver is in case I run into trouble over Long Island Sound, etc)... the life preserver acts like a "plug" filling the dead space underneath the seat and slightly behind it. I place my water bottle right behind the passenger seat now. It's a good stop gap until I find a solution like yours.
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