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AGLyme

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About AGLyme

  • Rank
    Master Crew Member

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

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  1. AGLyme

    Port Clinton 2019

    I hope to have the ATC communication and Dynon thing down by then. I'll go...
  2. AGLyme

    A Good Day

    What an incredibly cool announcement... well done Mr. Baker !
  3. AGLyme

    500fpm, 60 knots, 15 degrees flaps

    Tom B, that is exactly what I did this eve... and your strategy, which was taught to me in the transition training, works the very best for me...
  4. Gary, thanks for sharing... Today was a different story... again, using the Windy app, I saw a (reasonably calm) hole and waited for it. The hole was about an hour late which was ok... I idled in a quiet area trying to learn the Dynon... figuring if the wind stayed cross and high, I would just put it back into the hangar. But the wind did die down, however, I had a definite cross. Back in the saddle... I performed 2 A+ (ok, perhaps a strong B+) cross wind landings... I left the airport, flew about 10 miles away and flew back... and nailed the third and final landing. An excellent eve of flying. I stuck with the checklist, I talked through the checklist and I mentally "practiced" the cross wind landings BEFORE I made it to the runway. The one thing I forgot to do was to put the cabin heat on... and at 28 degrees it was little wonder I was a bit cold... but my excitement kept me warm enough. Really glad I got back on the saddle... What a great way to spend an hour. Andrew
  5. Thanks Gary, good stuff. I wish I could wake up to FL flying weather every day...; ) So, if weren't for an App I put on my iphone a while back, I wouldn't have been able to fly today. The app's name is "Windy". It is free. I got up early hoping that last eve's weather report was going to improve and I would be able to go on my first "real" solo trip from start to finish. The general weather report looked bleak, especially the wind speed/direction. I pulled up the Windy app which reviewed my airport in CT and it revealed "calm". Cool. There is another "Windy" screen that reveals the general area around, I am guessing, about a 100 miles radius, that showed that my airport was a hole in a doughnut of calm, 3-6 knots winds for at least 2 hours. The doughnut wind was gusty up to 25 knots. Off I went. Ok, so here is the learning section. I made a bunch of mistakes. Lesson #1, CHECK LIST First... Figuring I would start the engine first -- so as to not wear the battery -- and then go into the "before engine start" checklist ... bad idea. The engine wouldn't start. Dammit. Ok... I had neglected to put the red-directly-in-front-of-my-face-can't-miss-it... gas valve into the "on" position. Once on, the engine started right up. Suffice, I will never do that again, no matter how cold it is out. The good news, is that the engine won't start if the gas valve isn't on... good job FD engineering team. Lesson #2: On takeoff, my plane was magically being pushed to the left of the skinny runway? I wonder why? "Because you moron (I started talking to myself in the airplane now) you forgot to plan for the direct 5 knot cross wind pushing your plane to the left" Next time, and for every time for the rest of my flying career, and no matter how excited I am, I will see that sock and rest the stick to the opposite side until liftoff and after liftoff. Lesson #3: On landing today, the wind was squirrely, i.e. the sock was left, right, around... it was a heavy, moisture laden wind, but "only" about 5 knots... my setup was passable, I came over the #'s a bit fast, but I didn't dial in (my brain) the cross correctly, the plane started over to the left again... my bank/rudder combo was quite bad. I landed without a lot of runway left. Moral to this story... I should have gone around for sure and dialed in the experience I just had into landing #2. The key I believe is the dialing things into my brain BEFORE I land... meaning, anticipating my every move based on speed, height, wind, etc... as I look down the runway. Fortunately, there were very few people at the airport to see my C-level display of airmanship...; )... my best airport friend happened to be picking up something from his hangar and he saw me take off and he was amazed at the CT's climb performance... I asked him if he saw me moving to the left and he said he did not as he was to the side... As I was taxiing to the hangar I saw the sock and in fact the wind came (was most likely) from behind me. A first. 10 minutes later a plane landed on the opposite runway. Anyway, so much for closing the thread but I like to share my learning experiences if it helps someone out there... Andrew
  6. That would be fun Kent... I'll come your way, I need the practice. My plan is to fly/practice/land for a few more weeks on my own so I can get the Dynon down. Then I'll head to NY... take care, I'll be in touch. Andrew
  7. Thanks Eric, I can see why the plane has such a wide following. Glad I took the plunge. I feel fortunate to have linked up with Tom P and his maintenance chief Arian. The delivery and training process was A+. I now have to wrap my old as dirt head around the Dynon... I feel like I just entered College again... tons to learn.
  8. In April 1978, I solo'd for the first time @ 17 years old. Took 36 years off from flying, and Today I solo'd again. It was surreal. Without the instructor the plane climbs like a rocket. I can only imagine what a CTSW climb feels like... same engine and lots lighter. So, this is the end of this string, I am officially transitioned and here is what I learned about the CT during my short journey thus far... this summary is for the new folks who are thinking of buying and/or taking lessons in a CT. Compared to a C-152, a P-Cherokee 140, or, a C-172... here are my thoughts about the CT: 1. Conclusion first... love the plane, wouldn't trade it for any of the above models. 2. Visibility is superb. The "sightline" (center of runway, etc.) is something to get used to but once discovered, it is a no-brainer. Don't think about it anymore. 3. It really does take a new pilot like me, and possibly a veteran... about 10 hours of transition training to master the landing. The flying and takeoffs are easy, add power and she goes ! Without an instructor and @ 15 degs of flaps... she REALLY goes. Back to the landings... the Dealer spent countless to's and landings with me... setup and speed/vertical speed control during the pattern phase are critical for consistently good landing performance. The above old standbys are easier to land in my opinion. Like anything, once the learning curve is crossed, and the aha moment is reached, I realized that the rudder isn't merely attached to make the plane look cool...; ) The CT is flown with the rudder, period. With all that said, I have to admit, I had some pretty crappy landings and the plane "fixed" the (my stupidity) problem. Full disclosure, I have the "tundra" tires which help absorb mistakes better. 4. Comfort... way more comfortable than the aforementioned trainers... I can see spending hours on a long cross country and being comfortable. Akin to a premium car with the "sporty" setting... but with a fascinating view, and, an autopilot. I am looking forward to taking trips. 5. Noise. I was told years ago that the CT's were loud inside. Possibly due to the carbon fiber construction...?? I have noise cancelling headsets, there is no noise once the headsets are in place. The plane is a joy to fly in with the Bose headsets. 6. The 3 screen Dynon setup is amazing. I love the engine information, the pressures, the temps, makes me feel tons safer. The auto pilot is a great feature. I like seeing where the planes are, at least the Transponder equipped ones. Again, I feel safer. 7. One fear that I had was getting bounced around in the CT. Haven't experienced that yet in 10 hours of flying this plane, plus 2 hours in other CT's... meaning, no more so than the old standbys. I was expecting the worst... the CT flies in spirited wind conditions... well, like the old standbys. That's it... glad to be part of this esteemed community. Andrew
  9. I just bought a new FD... naturally, especially as a business person familiar with bankruptcy, I investigated FD before I put a deposit down and waited for the plane. First, bankruptcy cleanses companies of debt and obligations giving buyers (in this case the buyer of the FD assets -- and NOT the obligations/debt) a fresh start. So, that is good for the Buyer of the FD brand/tooling/parts sales to the existing fleet. One of FD's significant assets is the incredible knowledge-base of design improvements, imagine the amount of capital the previous owners spent to achieve that. FD is an international brand, not solely relying on North American sales for scale... FD is well diversified that way. Second, the new German owner has a good sized, non-aero cash flowing parent behind the FD business. That's good. Finally, my plane was delivered on time and the few squawks were fixed by the USA Dealer cheerfully and immediately. I can give an A+ reference to the German/USA chain. In sum, I took the plunge and the water is fine. If the SW fits your mission profile and the one thing on your list is company viability, then with all due respect half the ("viable") GA airplane makers out there are probably just about making their owners/investors a living wage. It is a capital intensive business requiring constant investment. Company liquidity (meaning, selling the company for a significant profit) is very difficult to achieve. Investors aren't beating the bushes seeking GA aircraft makers. The great China GA shopping spree (Mooney, Continental, Enstrom, Cirrus, Searey) is probably over and that was a lucky geo-cyclical happening for those lucky owner/sellers.
  10. AGLyme

    Fuel Pressure 912iS Sport

    Ran the left tank only for an hour... will check the L and R levels when I am next in the hangar... two interesting points for CT beginners (like me)... first, the Dynon has a simple "Green light" revealing that the L Tank was working, and, a "Red" light revealing that the Right Tank was... off. Glad to discover that. Secondly, the CTLSi fuel injected model has a 1.2 gals header tank in the rear and there is a prominent warning light near the A & B lanes check lights... so, if there is a low gas issue in the header tank, the header warning light will light up. I think that is a great low fuel safety feature.
  11. AGLyme

    Fuel Pressure 912iS Sport

    I have the same condition in my 912is... meaning, the fuel pressure is in the green and very near the yellow range. When the pump is activated the pressure goes into the yellow. Only a visual "warning", no audio however... I have a note into FD USA... they have tackled every squawk quickly. FYI, FDUSA instructed me to switch the fuel pump on during takeoff and landing. Makes sense to me.
  12. AGLyme

    No fuel crossfeed.

    Someone used the Rod Serling joke already (Twighlight Zone)... so, I sticked both tanks today... both read 10.2 gallons... I give up. I worked on cleaning the plane today and the gas was sloshing around for a while, perhaps that had something to do with it? Anyway, I give up... PS: Love the battery charger FD provided with the plane. Very easy to use, informative and even I know how to use it.
  13. AGLyme

    No fuel crossfeed.

    Yes, L, R and Both... the valve is in the "Both" position. I suppose I can level the tanks... by changing the tanks... I am spending a lot of time just getting to know the plane and learning the Dynon in my spare time. Flying tomorrow weather permitting. Thanks Tip, Andrew
  14. AGLyme

    No fuel crossfeed.

    Thank you Ed and RL... appreciate the advice.
  15. AGLyme

    No fuel crossfeed.

    I have a CTLSi... I noted yesterday when I topped off the tanks at the airport gas pump, the left wing had 5 more gallons than the right. I used the FD stick to gauge the tanks. Then I remembered this thread. The plane underwent a ton of touch and go's, however, my instructor dropped the FD Dealer off in Woodstock, then flew back to the home airport and went into a single left pattern landing... so, we cannot ascribe the issue with the left hand "touch and go's"... I am under warranty so I will contact FD USA and see if they have any recommendations, etc. FD USA has been A+ on the few squawks FYI.
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