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About AGLyme

  • Rank
    Master Crew Member

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

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  1. Yeah, we knew it was you the whole time...; )…
  2. Ed and Andy B, I stand corrected... I meant "skid"... appreciate the correction... , I never claimed I was smart ; )... Thanks Leathers, I have a thick skin, the "anonymous" people give me the creeps. I have attached a photo of the plane going into its hangar home for the first time, my son, who is soon to start lessons in it, grabbed my camera and took this pic. We moved N521JW from the Dealer's hangar in Woodstock to Chester, CT. My local instructor is now checked out and he made a superb landing as it arrived. Lots of interest in the CT, very nice people here at the Airport. Many adventures to come ! .
  3. Ed, I was speaking of slipping in the turns only... an uncoordinated turn isn't "good" for stall management... generally speaking. I try to be mindful of that. I have only slipped on Final into the wind. Our experience levels are worlds apart, and, your plane is 100 lbs ish lighter than mine with the same gross weight limitation. I think your margin is more in the final analysis.
  4. As one who flew both recently, I agree with Tom's learned assessment. They are very different planes, night and day... save for the rudder/yaw commonality. When landing, the Cub is an old truck, the CT is a Porsche. Both are fun and challenging in their own way. However, getting back into flying, and prepping for a Light Sport airplane, learning on a tailwheel is the way to go. As Tom points out, the CT's rudder/yaw issues are very real and need to be old hat or one will struggle. The 150/172 are great learning platforms, but the Cub (or any tailwheel plane) is a superior learning platform than a 172 given the rudder/yaw criticality. Tom's point about the instrumentation is also right on. In the Cub, I gave up on looking at anything on the dash while landing. After a short while, the noise and sight line are pretty much what I relied on because I couldn't see the ball anyway as my instructor's head was in the way...; )… The CT has everything imaginable to look at while landing including an Angle of Attack meter. The stall warning is sensitive in the CT. Consistent pattern speeds are achievable in the CT, but like anything else, it takes practice and concentration. I am getting a feel for it and I find myself paying more attention to the sounds and sight line instead of constantly scanning the instruments... I do study the ball on the downwind to base, and base to final turns... it is easy to side slip if one is not careful. My situational analysis is starting to go more outside of the CT than inside as I gain more experience. The AoA meter is a comfort and it is right there at a quick glance. A great invention.
  5. AGLyme

    Mogas Octane

    I will cycle through the brand new can of TCP first... and for now on will order Decalin. Thank you for all of your valuable posts... helps a new owner like me a ton.
  6. AGLyme

    Passenger Foot Rest

    I will commit to taking one Al. I have a CTLS model... thank you, Andrew
  7. AGLyme

    Mogas Octane

    Is TCP as "good" as Decalin ? I have a 912Si... thank you in advance.
  8. Update 3: Breezy...7-9, gusts to 14/15 today... another trainer (C-172) in the pattern and the occasional guest airplane...a great practice session. Wind was mostly down the runway, with a slight cross, the sock was active. We flew at my new home airport (Chester, CT)… Learned a ton. We practiced 2 Go-arounds as well… and the plane took off like a rocket, it was chilly out so the air molecules were in the plane's favor. I have a lot of confidence that Go Arounds are a cinch in this plane and to not pull that handle is dumb if the landing is iffy. Almost 2 hours of constant T&G's... no solo today, a lot of fun however. My regular instructor (Cub/Kapp LSA) went up too and he loved the plane, he flew it beautifully. All good.
  9. Tom, when I jumped in the Cub to re-start my flying career (after a 37 years sabbatical), I thought on day 1... "this is way too hard". I persevered and I learned to utilize that thing in the back that one moves with his/her feet, it became clear that I was learning how to really "fly". Moving into the CT was a natural because of the Cub experience, glad I did it. In a way, landing the CT is hybrid tricycle/conventional gear from a skill set (hand/eye/feet) perspective. Once one masters the CT Landing, the balance of the experience is superior in all respects within the 2 place class. The Pipistrel is a great and similar product, but I found the CT's view, interior comfort and Panel far better for my liking. Thanks Run, I feel like a baby for complaining, but, someone has to speak out about that. I do hope the Moderators remove that down vote button not only on this Forum but in all social networking. It is a nightmare feature for the run of the mill human race.
  10. You get my “upvote” for that story Mike 😀 At my local airport, the school leased a Kappa and it has become a very popular trainer. I have a few hours in it and liked it. I would think the CT would be a better trainer due to the superb cockpit width and ease of of entry.
  11. I will research those early posts... and adjust the fuel, trim, side to side transfer. As soon as I learn the Dynon system cold and adjust to the euphoria of actually flying without expert help sitting to my right... can't wait. Owning an airplane is a mega responsibility, hat's off to all on the forum who have achieved that.
  12. AGLyme

    Passenger Foot Rest

    I will commit to buying one. My oldest is Special Needs and I cannot take the risk that he will suddenly touch the pedals while landing for example... For me, it isn't a convenience, it is a real need. I took a photo of one made out of pvc pipes the other day (Jossi made it... very cool)… however, I saw your model and although heavier, it is a full pedal cover which is safer for our family. Thank you, Andrew
  13. Yeah, neither did I BF... I think my point is this... there is too much stress in this nervous breakdown world of ours... to allow cheap shots and anonymous "down voting"... it's not like I (or anyone else on this Forum) am selling a product or service, I am just a civilian who is on an adventure not unlike so many of the other CT fliers. And I want to pay a little forward to the next guy like me who comes around seeking information on the CT. So, I will keep posting as I get through this phase of transition training... and I have no issue with real debate. That is why they call this a "Forum" after all. And, I like learning so if there is something someone has an issue with, bring it on. That's it... let's go back to the flying machines shall we? thanks.
  14. When someone "Down votes" I am guessing that is a bad thing? I wish people would take the time to explain why they disagree or are uncomfortable with a post instead of hiding in the weeds... This is exactly why I am not a big Social Network guy... too many "anonymous" cowards out there. CTFlier can be a fun and educational site... perhaps this is the reason why so few people actually post here, they get "down voted" away I guess. Shame.
  15. Third Training Session... 3 hours. "this close" to solo...; )… great day, little to no wind, sunny... cold. 9 gals in each side + 2 humans for weight. Never felt cold or drafty in the plane , the heat and wind sealing work fine. Practiced 15, 0 and -6 degrees flaps T's and L's at both Chester and Wyndham airports here in Connecticut. Uploaded the Seattle Avionics software (Sectional, Airport Plates, etc.) into the (3) Dynons… very cool information. Helpful. Learning the Dynon, to me it is a whole new language but fairly intuitive. I wish Dynon had a better online training course, lack of formal online training is the ONLY negative I have discovered about Dynon. The online videos are meh and do not represent the quality of the Dynon product. Stand out training takeaways today: When taking off, a little immediate back pressure helps with the directional control while barreling down the runway. This is a stick and rudder airplane. It isn't your Grandfather's 172 or Cherokee. Coordinated turns - always. If one can dial that into one's brain, this plane is a cinch to fly. If one (like me...; ) forgets that golden rule occasionally, then the landings aren't as smooth. Nonetheless, I did some "Student" style landings today and the plane handled them fine... at no time did I feel out of control in the least. The plane auto-corrected a few doozies. Next session... 30 degrees flaps T's and O's... and possibly a solo. Kent W... @ 5000 rpm, level flight (autop engaged) @ 2,500' @ no wind = 113 knots, 5.1 Gals/hr. Lastly, A ferry pilot arrived in Woodstock to take my plane's "Container Mate" down to North Carolina this AM for delivery to another customer. Stunningly, it is only a 5.5 hours flight from Woodstock. No fuel stop, Amazing !