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AGLyme

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Everything posted by AGLyme

  1. AGLyme

    do I need to filter mogas?

    After much research, I am burning 100 LL avgas + additive. It is more expensive per gallon, the oil changes are 2X the frequency (every 25 hrs). The upside is that I am supporting the airfield, the 100LL gas doesn't stink up the hangar the way Mogas does, most airports sell 100LL, I am not humping gas cans up the ladder with my bad back... and, Rotax officially approves 100LL. Just plain easier.
  2. I am in "new pilot landing practice" mode this week -- did 8 landings w/ full stop today - each one progressively better than the last... the vid below is our KentWien... doing some amazing things with his SW... Amazing stick and rudder work... great job Kent !!
  3. AGLyme

    No Cabin Heat-SOLVED!

    Al, some of your questions answered: CTLSi model. The large holes behind the seats (access to the Baggage comp) arrived factory blocked with an industrial cloth. Gaskets are new, zero leaks around the doors, zero leaks around the air vents as well. Wings are taped (gaps) Per pre-flight inspections, no gaps in the intake My feet were warm on both flights. I fly with sneakers.
  4. AGLyme

    No Cabin Heat-SOLVED!

    Sorry to beat a dead horse... I flew twice now in cold weather (below freezing). First time out, 16 degrees, Sunny, early AM... heat on... I was hot wearing a jacket, took the jacket off and flew in a sweater and was fine. Second time out... today, early AM... I was "chilly" but comfortable with only a sweater on. Conditions were different. 20 degrees, but no sun... cloudy. The site holes are covered with clear tape (see red arrow) which keeps the draft out. The plane is an "i", so no carb heat to scab the heated air. I hope this helps.
  5. AGLyme

    Cool Dynon Feature...

    As a new pilot, one of my Chief flying concerns (until I get solid experience) is lining myself up with the proper runways when arriving at a new airport. I happened to be on the Dynon forum yesterday and read a random post about "Extended Runway Centerlines"... which is evidently a standard Dynon feature now. I used the AutoPilot for the first time today, getting the hang of it... and as I approached my destination, I could see the thin green line, with the Runway numbers, extending miles beyond the airport allowing a newbie like me to easily achieve a good orientation and enter the downwind with ease. A valuable tool. Best, Andrew
  6. AGLyme

    Cool Dynon Feature...

    EB3, Learning the Dynon (I have the HDX series, but it is VERY similar to the older model) from scratch is a bit frustrating as there is very little on the net to "teach" one how to use the damned thing. I think they used to have classes, but you had to travel far... I don't see classes advertised. There are Dynon videos on the Dynon YouTube channel... somewhat helpful... but the instructor flies through the steps assuming that the challenged viewers like me have a Dynon background already. My young CFI picked up on it very quickly as most young people do with systems and he was helpful, but my learning is a combo of 1) Reading the Online Manual, 2) Dynon and User YouTube vids, 3) sitting in the runup area for 30 minutes trying it out, and, 4) lots of cuss words. I found #4 to be the most helpful. great luck with it.
  7. AGLyme

    Decals & Pin-striping

    Very nice transition KW..., well worth the effort and expense.
  8. AGLyme

    500fpm, 60 knots, 15 degrees flaps

    iaw4, I have never been in an SW so I cannot comment on your observations. I am new to the CT, mine is an LS. I agree that if one were purely trained in the CT the flying would be easier than a 5,000 hours Cessna transition pilot. The insurance companies agree with you by the way. I don't know how many hours you have in the type or your flying background but fortunately for me my Cessna/Piper days were/are way behind me by like 35 years. So, I am most certainly a new pure light plane pilot. My hunch after reading posts regarding the CT's flight characteristics is that it is def. a stick and rudder airplane. Hell, the Cherokee has an aileron/rudder mechanical linkage for example. So, I decided that learning in a tailwheel was smart and transitioning into a lighter plane, i.e. a Sport Pilot plane was smart too. It worked for me. I learned first in a Cub, received my tailwheel cert and then transitioned into a Kappa. The Kappa has a Rotax 912 and all of the euro light sport airplane characteristics that would simulate the real CT world pretty well. The CT transition clicked on the 10th hour and I am getting better and better each time out. There are a lot of Youtube vids on the net regarding CT crosswind landings, etc... suggest you view them. You are correct about the Spinner sight line. Which is a blessing and short term curse. The blessing is the view... I love that view in the pattern especially, far easier to see traffic. The curse is the sightline when landing and taking off... So, in the CT you have to invent your own frame of reference until it becomes old hat. Mine was a certain screw on the panel that was centerline. I used that for a while until now I have the sight line embedded in my fat head. I will say this, the CT is far more forgiving in the landings than I was lead to believe. It is more self correcting than I thought which is good for my experience level. Once tamed, and it is solely a question of "when" and not "if", the plane is awesome.
  9. AGLyme

    Wanted to buy CTLS

    JGray, the good news is that if you did spend $100k, the FD retains value well compared to most other LSA's.
  10. AGLyme

    Wanted to buy CTLS

    Kent, very nice photos, thank you for sharing. Get the PPL... JLang is correct, if you plan on Cross Country flying... 10,000+ feet and Night Flying may be a possibility. The FD does fly/land differently, like a Cub or Piper Cherokee fly differently. Eventually, a civilian like me got it down. Just takes practice. The Dealer taught me how to land properly, he then taught my local CFI and my local CFI picked up on the FD characteristics very quickly. Suggest you research this forum for FD landing do's and dont's... very helpful from the best veterans in FD-ville. Have fun in your search, as a recent buyer, I can tell you that it will be worth it. A great great plane.
  11. AGLyme

    Flight Design Back Up To Speed!

    Thanks for posting. I am one of the 12 deliveries... and I love the CTLSi. Glad I went FD. Say the reconstituted CTSW, with the injected engine, carries 80 lbs more than my model. That is a significant gain and at $145k, brand new, that's a good deal. Sometimes the best answers are right under the nose. My plane was a bunch more than that, but let's face it hat racks and a 3rd Dynon are expensive...; ) Begs the question, are the handling differences noticeable from the CTSW to the CTLS? I'll bet not too much.
  12. AGLyme

    No Cabin Heat-SOLVED!

    Mine is reasonably warm. Then again, I am a New England..ah !
  13. AGLyme

    Smart offering...

    https://generalaviationnews.com/2019/01/21/flight-design-ct-super-sport-injection-takes-off-in-north-america/ Best to all, Andrew
  14. AGLyme

    Smart offering...

    Regarding the injected engine option... to my knowledge after scads of research, every Rotax "i" has a header tank. Header tank does take up baggage space (it is in the baggage compartment)... I like the injected option because there is no carb icing dangers, and, the Header Tank serves as an extra safety precaution. There is a "low fuel" (in the Header Tank) light, located near the Lane A and B lights... when the Header tank reserve dips below 1.8 gallons, the warning light goes off... If there is anything funky in the wing'd fuel system filters (or the wings are out of gas), the header tank is a zone of last resort and ostensibly the Pilot has 1.8 gallons of time to land. I believe the header tank is a must installation due to to vapor lock dangers on hot days. There is a tube from the header tank that snakes through to the left wing. I can see the end of the tube near the gas capped opening. That aluminum tube opening must be kept "clear". Lastly, the L,R, Both gas selector is located between the seats, behind the people, not in the dash FYI. I like this offering for people who want full fuel, want to spend less on gas (but the "i" Rotax is more $$$ expensive up front) + 2 American Weight Pilots.
  15. AGLyme

    Smart offering...

    Yes. New Engine, Latest Gear And Avionics.
  16. AGLyme

    Port Clinton 2019

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

    A Good Day

    What an incredibly cool announcement... well done Mr. Baker !
  18. 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...
  19. ***Lengthy*** Filled a 40 years long dream today. Actually bought an airplane. The great Tom P from Woodstock CT is my Dealer and now friend. His handholding and patience were appreciated. Had a great time today on Hour #1 just flying the pattern and practicing touch and go's at the Chester CT Airport (KSNC)… 521JW's new home. Performed the obligatory "let's go over the house" lap. Really fun. It was overcast, but the air was smooth. We have experienced terrible flying weather in New England over the last few weeks. My story is a bit unusual as I am a PPL -- earned @ 17 years old in 1978 !... in sum, old as dirt. Stopped flying at 21 after a move to New York City... and took it up again this past Spring re-learning in a Cub (tailwheel endorsement) and then Kappa. Discovered the Rudder and pedals late in life...; ) Went to Sun N Fun this past year and looked at a bunch of airplanes. I wanted to "buy new" for the latest avionics, efficiency ("i" Rotax), view, side by side seating, and legitimate ability to "go places". I won't name names because that isn't fair, but the majority of the plane makers that I entertained during my fantasy phase (you know the period when life is hard and busy and the only things that kill the stress are a good Scotch and a half hour spent on Barnstormers)… were a letdown at Sun N Fun. I paid $$$ to go demo flying in a couple and zero follow up by the Owners/Dealers. I told them that I am a real buyer... One guy did tell me that I would get on his "waiting list" for 2.5 years... God bless him. Glad someone is making money out there. The CTLSi was always in the back of my mind but it was a stretch from a cost perspective. I heard great things about it especially after watching LSA's #1 friend Dan Johnson's reviews. Dan called the CT the "Cadillac" of the LSA flying world... but I couldn't see spending the additional $40-50k to get there. One Dealer stood out as excellent in the follow up category and that was the AeroTrek guy… a very passionate pro who understands who his customer is. The AeroTrek's fit and finish are superb. Carbon Cub was another group who followed up well. Really liked that guy however their products were all conventional seating which was a deal breaker as my oldest son requires attention (side-by-side). When I returned from Sun N Fun I contacted Tom Peghiny up in Woodstock and figured at the very least I would drive up and see what all the fuss was about. He took me up and I was hooked. Tom didn't "sell me", he kind of guided my decision making. And he was honest about some minor tradeoffs that didn't bother me anyway... I reward honesty. The CT has a "solid" / "sporty" feel to it. The flight controls were perfect. The CT doesn't "Drive" like a C-172, but that's ok because the CT is in a whole different category... i.e. it feels like a small Audi (CT) vs a big Impala (C-172). It kinda flies like a C-152 but (much) better... Suddenly the $40-50k psychological cost gap was closing fast. The Avionics are astounding. An Angle of Attack Indicator, bogeys on the screen (i.e. reveals other planes -- directly in front of our plane... but only need to worry when the plane icons turn yellow... very cool). Avionics are mostly intuitive and not a S-show of psychedelic engineering for only the elite engineers among us. I am a mere business person who is proud of himself when a Contact is successfully entered in the old iPhone address book... give me intuitive any day. Well done Dynon. And the view... wow. The photos below are half good... I hate photos of myself, Tom took the one of me. I included it as proof of the newness of the plane. The plastic is still on the head rests and sun visors... Full disclosure, I am way better looking in person... ; ) And I am not smiling... which is odd as it was one of the most fulfilling days of my life -- a few notches below the births of my kids and wedding day. I have transition training to go yet, but soon I will be able to open the hangar door, start it up and just go... I very much appreciate all of the posts and great advice from the fine folks on the CTFlier Forum. Andrew
  20. 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
  21. 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
  22. 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
  23. 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.
  24. 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
  25. 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.
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