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coppercity

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About coppercity

  • Rank
    Advanced Member
  • Birthday 02/27/1974

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  • Website URL
    http://coppercityaviation.com

Profile Information

  • Location
    Bisbee, Arizona
  • Interests
    Anything that flies!
  • Gender
    Male

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  1. Thank you for the kind words! We will do our best to get you to your goals! Keep up the good work you're doing great
  2. Great pics! Thanks for sharing. Need any Flight Instructors over there
  3. We are looking to add a light twin to our flight school and looking to trade one of our CTLS's to make that happen. If anyone is looking to trade up to a lighter fuel bill let us know https://www.barnstormers.com/classified-1564347-2009-CTLS.html?catid=20365
  4. Yes you can. With full flaps and a full rudder slip you might get a little bit of tail blanking and a bit of a nose bobble its not severe but if you feel that relax the rudder a bit. I've not experienced this at 15 flaps or less.
  5. I would agree with Tom on this one, I had the carb heat return spring on one of our CTLS's break allowing the carb heat to stay on when the knob was in. Noticeable reduced performance in climb and cruise and slightly worse ignition check and offset EGT values.
  6. So the 696 has the ability to display approach charts and will load the Final approach fix and missed approach point of the selected approach but lacks the sequenced waypoint database that allows selection of the full approach "procedure" as an IFR GPS would allow to include initial, intermediate, and missed approach sequence. Our work around for training is to build a flight plan of the listed waypoints of the RNAV approach and navigate thru it making the appropriate altitude step downs. The Tru track can perform this navigation you will just have to control the vertical speed select and altitude hold as defined. Of course this is only in VFR conditions. Another option that can somewhat simulate an ILS (though not nearly as sensitive) is to setup a VNAV profile on the 696 to the desired airport. It can be set to the airport elevation and at various vertical speeds, (400fpm) works well for a speed of 80KIAS on approach. Once the VNAV is set you can set and hold the OBS selection to the airport inline with the approach runway. The Tru track will navigate the new OBS selection and then you can set the Tru track vertical speed to -400 once the glideslope is intercepted, adjust vertical speed select to maintain the glideslope accordingly. Again VFR only
  7. My 696 will occasionally boot up and reset the default settings for some reason. This resets the serial interface back to "Garmin Transfer" instead of NMEA/Aviation out. Take a look at that setting by pushing "menu" twice, then select "setup" and than "interface".
  8. I can understand that Tom, makes sense. Thanks
  9. What Tom said, and would add that if you lead with the rudder pressure slightly when you turn you can stay ahead of the ball. In the left power off turns you will maintain rudder pressure thru the turn. You'll get it! Just keep practicing and don't chase the ball around to much by overdoing the rudder.
  10. Hi James, Welcome to the CT family! My wife and I have been teaching in CT's for 12 years now and although its not the easiest plane to get your ticket in, it is an amazing little piece of machinery once you get connected to it! Happy to help you guys any way we can.
  11. Usually behind the right hand panel. Two DB9 connections, one for each ecu.
  12. Awesome Robert! Hope to see you back in Bisbee again!
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