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About coppercity

  • Rank
    Advanced Member
  • Birthday 02/27/1974

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

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  1. Production uAvionix Skybeacon UAT transmitter

    I think we have found a spacing and reciever sensitivity that will provide some decent results. Flight testing soon 😊
  2. Special Day

    That is great Tom! Your yougest must be flying gliders, great for his skills 😊. Getting to learn in your grandpa's airplane, taught by your dad, how cool is that!
  3. landing tail draggers

    Agree with Tom, I do both. I do more wheel landings though especially if I'm sitting back seat.
  4. Special Day

    Will do Roger, Thanks!
  5. Special Day

    Cheryl and I have been teaching our sons to fly over the years. Our oldest passed his Private pilot checkride today! Proud parents! His brother will be old enough to solo this summer so he won't be to far behind
  6. CTSW - landing mishaps

    The CT is a numbers plane, its slick with the nose down, dirty with the nose high and power off, so the best approach is flying the numbers for the configuration. We start our students at 15deg and 0 flap until they are able to maintain a steady glideslope and approach speed and figure out where the ground is to time the round out and flare appropriately. Common errors in the CT landing is ballooning by an over pitch at the transition from the round out to flare, failure to recognize elevation above the runway, or failure in maintaining an appropriate altitude while reducing speed to touchdown speed near stall. Using 15 or 0 flaps allows some addition time in the flare while the speed is depleting for touchdown, and yes if you are patient and continue increasing pitch as speed decreases then you should touchdown near stall speed. If you are not patient enough in increasing pitch while reducing speed you will touch flat and may bounce and get a second landing practice. If you cross the runway threshold above target approach speed then you will have to work longer in the flare to reduce the speed to near stall touchdown and float further down the runway (long runway or long landing desired, no problem just takes longer). Cross the threshold to slow and the transition from round out, to flare, to touchdown will be very timely, firm if not timed correctly, or over pitched because of rapid sink, followed by a balloon then quickly run out of airspeed. The CT with 30 or more flap is certainly manageable with the appropriate airspeed and is not terribly difficult once you have mastered the sight picture for round out and flare. However, the CT is very easy to balloon during the initial round out with 30 or more flap when it hits ground effect. You have to make a smooth level off, almost pause for a couple seconds until a little sink is observed, then continue with pitch increasing into flare. With 15 or 0 flap this transition is a bit easier plus if a balloon occurs it is easier as an instructor to salvage it into a go around or landing. With 30 or more flap the instructor has to really be close to the throttle as it can quickly bleed speed during the balloon.
  7. CT2K advice required

    Might be worth putting an inclinometer on the stabilator to ensure the proper deflections are being reached. The maintenance manual will have the procedure and deflections to verify.
  8. CT2K advice required

    The CT sight picture can make it appear that it is touching down flat however you should not have any difficulty landing in an attitude similar to your Vy climb attitude at any flap setting. How does the aircraft seem during power off stalls? Does the pitch authority seem enough to result in a slight break, or only a slow descent?
  9. Falcon 9 Launch

    Not every night flight you get to see this! My wife caught this on a night flight to Prescott this evening.
  10. Signed, Sealed and Delivered.

    Congrats! Send me you email address and I can send you our training Standard operating procedure document that will have a lot of the info you're looking for regarding power settings and speeds.
  11. 2006 CTSW recently listed on Barnstormers

    Motivated seller! Price reduced to $67,000. Recent pre-buy inspection by Roger Lee.
  12. ADSB

    The plan is to have an adsb "in" partner light on the right wing.
  13. ADSB

    I have a production version ready to go flying on our CTLS. Currently working on correct spacing from the wingtip and receiver sensitivity to improve gps reception. Carbon fiber is a good signal blocker. Once I get spacing right for reliable signal on the ground I will get an MRA sent off and get it flying.
  14. Current list of flight training centers

    Eric and Cheryl Swisher Copper City Aviation Services LLC Bisbee Municipal Airport (P04) 212 E. Vista Bisbee, Az 85603 Coppercityaviation.com Eric cell:520-266-0515 Eric@coppercityaviation.com Cheryl cell:520-266-0669 Cheryl@coppercityaviation.com