Jump to content


  • Content count

  • Joined

  • Last visited

  • Days Won


Everything posted by AGLyme

  1. Yeah, we knew it was you the whole time...; )…
  2. ***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
  3. 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 ! .
  4. 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.
  5. 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.
  6. 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.
  7. AGLyme

    Passenger Foot Rest

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

    Mogas Octane

    Is TCP as "good" as Decalin ? I have a 912Si... thank you in advance.
  9. 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.
  10. 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.
  11. 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.
  12. 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.
  13. 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
  14. 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.
  15. 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.
  16. 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 !
  17. May as well... I think it helps future FD owners who are in the research stage... thank you !
  18. Kent what does the Rotax achieve for fuel burn in the CTSW @ 100 mph -- Your plane is a 100 lbs lighter than the CTLSi so it is probably similar ??? PS, Jossi's plane was being worked on yesterday, they are almost done. I took photos of the gizmo Jossi made to keep his passenger's feet away from the rudder pedals as my oldest son has Special Needs and I needed something similar to keep his feet away from the pedals... Jossi's simple, light design is ingenious.
  19. 3 Hours of Transition Training Completed... observations: (These notes are more for people like me, the FD beginners among us) The first one hour session was a solid introduction to the CTLSi and my alleged flying skills...; )… I am a low time pilot so still in the gee whiz stage. This I will say, I am absolutely hooked on the 3 screen Dynon. Going back to Steam Gauges would be like abandoning Netflix and firing up the VHS. In addition to the coolness and fun factors... the avionics build a significant safety margin into the experience. ADSB in/out is one of the best Government regulations inventions to come along since the GI Bill. The ability to "See" traffic is awesome. My landings were of the C- variety, however, I thought the CTLS landing gear was super strong and the plane "fixed" a bunch of my approach mistakes after we hit the ground. Second session was today... 2 hours. Two things I did pre-flight -- 1) I prepared myself with a knee board matrix of speeds and flap settings on take off and landing (d-wind, base, final, etc.), and, 2) I learned a great trick lifted from the FD manual regarding the centering of the nose sight line... in a C172, one finds the end of the propeller spinner, bingo, that's the center. The frontal visibility is so excellent on the FD, there is nothing to obstruct the frontal views... nothing. Good for seeing things, bad for getting a bead on where the middle of the runway is... alas, the FD manual suggests creating a vertical line up from the right hand side of the outboard pedal to the windshield... so, when I jumped in the plane today, I drew my imaginary line up from the pedal and as luck would have it, there is a screw near the top of the dashboard. That screw was my"prop spinner". Done, no more problems, I was on the center line for the rest of the day. I read articles about this alleged "CT Problem, i.e. nose centering"... If I can get the center dialed in within 10 seconds, anyone can. Before the flight, 2 other CT owners showed up. One guy just bought his CTLS... after his first CTSW was crushed in a hangar collapse. He told me he wouldn't buy anything else and he has owned several models of airplanes. The 2nd CT owner flew in from New Hampshire to install a new ADSB antenna. We had a great time talking about the airplane. I asked about cross wind landings and evidently they are a non event in the CT. Today the wind was calm so we didn't have any cross wind action... I am looking forward to getting some soon. I used my speeds/flap angles kneeboard matrix for many TO's and Landings today. Glad I did... They say that good golf is all about a solid consistent stance. Achieving a standard landing and t.o. approach is a good platform for everything else. I dialed in a standard approach during the flight and my landings and t.o.'s forcing me to fly with more control. Today's performance was definitely a "B". The plane is amazingly agile and sensitive. We ( "I"..; ) had only one "bad" landing, I did the dreaded stall drop and to my relief the landing was anti-climactic. Almost Cub-like. Note, I have the "Tundra" tires, perhaps they helped? Anyway, suffice, the CT lands with a level of forgiveness found in the trainers I have flown in. No big deal. Finally... on our way out of the practice airport, I wanted to see if the fuel injected Rotax really does sip fuel... the winds were light, and we dropped the RPM down to 4,300... and the plane was flying at a solid 90-92 Knots. The Gals per hour were 2.9 during this test. Amazing. I wanted an economical airplane and it really is. I forgot to the do the cruise and WOT tests, will do that next time. In short, I love this plane, it is easy to see why it is a big seller. It is comfortable, fast (for its class), the panel is out of this world amazing, the fuel mileage is outstanding, the seats are comfortable, the visibility is great and the "Perils (landing and sight line)" found on the internet are not perils at all if one is properly trained. Thus far, the FD Dealer has addressed all in the training syllabus and my training is working... I am gaining confidence that I can fly a high performance airplane. I have MUCH to learn... over and out. Andrew
  20. AGLyme

    Accident rate review

    I think the CT data would be interesting to review this way: 1) "CTSW" vs "CTLS"... in other words, did the landing gear, fuselage lengthening, add'l weight, and, wing changes make a positive difference in the accident rates? Seems that all the CT data was in a big box dating back to the dawn of LSA time. 2) Original CTSW landing gear vs landing gear upgrade. In my research into buying a new plane, I believe CT is one of the few re-model'd models... Most have effectively the same airplanes as first introduced... Pipistrel has several models... and a low USA base.
  21. Kent, I will be in Woodstock tomorrow, if Jossi wants me to take photos of his engine progress, I am happy to do so.
  22. Cluemeister, yes I spend a fair amount of time listening to "nicoswings" on YouTube which reveals a lot of radio chatter... a bit over my head for now but I'll get there... thanks for the tip. I am learning that the faster everyone speaks, the less I understand so just saying everything really fast seems to work...; ) One change I made is a kneeboard and write everything out, i.e. what I need to say, etc... then jot down what I am supposed to do after the Tower reports back… and finally, jot things down after landing re taxiing instructions, etc. EB3... yeah you articulated pretty much the way I feel about the money. I guess working 80 hour weeks with no/little vacation for 35 years pretty much pays off - at least from buying a plane perspective... This is my first plane so I don't have a point of reference other than the standard rental fleet. I solo'd in a Grumman AA1B, PPL'd in a Cherokee 140 then flew 152's/172's for a few years... then the Cub and finally the Kappa... Flying this CT machine is different and better than the other planes in a good way. As I said above, it is like transitioning from a Chevy Impala to an Audi A4... quick response in everything.. power on/power off... roll, yaw, up/down... not in a squirelly way, rather in a controlled, strong way. Tough to explain. there is no latency in anything... press, pull or push and something is going to happen immediately. Just feels like a high quality experience. Kudos to the Designers... And it really is designed for the American market (read..."wide") In the photo, Tom took it... and you can barely see Tom... it really is a wide cockpit. Decieving actually. I go up again on Tuesday weather permitting. Touch and Go's for now until I get the speeds/flaps/approach/flare mojo embedded in my brain. Then I'll venture on to a hamburger perhaps on Martha's Vineyard or up in New York State... then a second soul on board!
  23. Thank you all for the kind welcome. There is a CT in the Philippines, awesome. Kent, thank you for posting the Manhattan pics... Who (what kind of plane) took the pics of your CT? Extremely cool. I have three geo goals; 1) the Manhattan tour, 2) trip to Oshkosh, and, 3) Visit family in Idaho. All 3 at this printing... totally daunting and months away. As one of my instructors said not too long ago, "I am comfortable flying with you, you have the physical thing down... but your Tower work ? that's another story".. Suffice, I have a lot to catch up on. As a way to pay it forward, my plan is to post here from time to time on my experiences especially the learning ones. The vast majority of the posters on this site are absolute pros... very few newbies. I am going to do so many touch and go's the neighbors will complain ! I have to gain control of my pattern work -- consistent airspeed and descent rate are the keys. We didn't have much of a crosswind yesterday so that will be another chapter in this learning process. Fly safe y'all… Andrew
  24. AGLyme

    CTsw Detailed Model from FDM

    Need to show that to my wife for Christmas ideas...; ) Very cool Kent, thank you for sharing.
  25. AGLyme

    Charlie Tango got published

    Impressive article