[youtube]https://youtu.be/NHRxTaTlZ1s[/youtube]

skiing is good at KMMH

Good thoughts. I will incorporate.

ILS 10 circle to land 20R. Circle to land takes a lot of focus. Having an SIC helped.

Sorry the audio didn't take.

[youtube]https://youtu.be/DrLL8U4FswE[/youtube]

Nicely done Mark. Why did you choose the ILS & circle over the RNAV direct to 20R? Looks like the minimums are close to the same for each. Do you find those CL lights distracting? They look really bright in the video.

Mark, Just curious; do you not keep the YD engaged during the circle? You mentioned "staying coordinated" in one of the video captions. I've always kept my feet flat on the floor in a jet until on final and then disconnect the YD on short final (unless I need the rudder earlier for wind correction.)

I've only flown one type of Citation and just wonder what the different training recommendations are for similar rigs.

We requested the LPV to 20R but were denied due to KORD (O'Hare) traffic. I did not find the lights distracting. In fact it was hard to see them until we made the turn. Had to study the airport layout so we knew exactly what we were looking for and how we would approach it. The problem is you mess it up (too high, too tight) etc you can biff it trying to save it. You also really have to know the missed approach. Pop quiz...what would be the missed? The miss for 10 or the miss for 20R and when does it become one and not the other?

That's just a bad habit on my part. Once I commit to visual I like to "deautomate".
Your point is excellent and I should rethink my strategy/technique.

Our pax returned at midnight. In the meantime it has snowed, sleeted and rained. We were in a heated hangar to protect the bird. When we boarded the weather was 200&1/2 in fog. It was way below forecast. Nearest VFR was 200 miles. Have I said how much I like flying jets? Our out was St Joe Missouri.

This is the 200 & 1/2 takeoff. Notice how short the transition is from VMC to IMC.

[youtube]https://youtu.be/X-4qO1wjBSE[/youtube]

We requested the LPV to 20R but were denied due to KORD (O'Hare) traffic. I did not find the lights distracting. In fact it was hard to seem them until we made the turn. Had to study the airport layout so we knew exactly what we were looking for and how we would approach it. The problem is you mess it up (too high, too tight) etc you can biff it trying to save it. You also really have to know the missed approach. Pop quiz...what would be the missed? The miss for 10 or the miss for 20R and when does it become one and not the other?

Even older airliners incorporate GPS. In most installations I've seen, the INS(S) provide a baseline position (and attitude reference for the ADI). Since the INS position solution will drift with time, the GPS provides a "correction" to the original solution. This updated position is known as the FMS position. Some airplanes use VOR/DME and DME/DME to augment the FMS position when GPS becomes inop.

Missed is ILS 10 or as assigned. If I didn't like the missed I'd. Suggest negotiating something else before the CTL. See > A circle to land in IMC is how my IFR instructor caused me to make a mistake on the missed from the circle to land.

Pop Quiz back. What minimums (altitude) were you descending to? ILS or CTL on the ILS? (CTL at night is not in my playbook unless I have normal TPA and vis 3+ to work with under the clouds.).

Edit,
Watched vid now. I didn't know conditions. Glad it worked out. Was the wind blowing hard favoring 20?



We requested the LPV to 20R but were denied due to KORD (O'Hare) traffic. I did not find the lights distracting. In fact it was hard to seem them until we made the turn. Had to study the airport layout so we knew exactly what we were looking for and how we would approach it. The problem is you mess it up (too high, too tight) etc you can biff it trying to save it. You also really have to know the missed approach. Pop quiz...what would be the missed? The miss for 10 or the miss for 20R and when does it become one and not the other?

Our intention was to fly the 10 missed. It is convenient that they both go to JOT. I was attempting to stay either at TPA or just below the cloud bases.

Night CTL was the only option if you wanted to land at KDPA. I want to say winds were 8-12 knots. We could have landed on 10 though it wasn't offered. Our concern was a contaminated runway. All the plowing seem focused on 20R. ( I erronously said 20L in title).

Wonder why runway lights don't have a flicker setting so they are easier to find. could be a click setting a la intensity. Some of the wind farms around here have red lights that click on and off in mass. U can pick them out from quite far away.

Flew the last trip with a recently retired FedEx Cap who also had 20 years as an Air Force pilot. I chose him because all my BT buddies are big talkers about flying jets but that's where it ends. Apparently they have lives (and wives) that don't allow them the freedom to do so ...rant off.

We did 8 legs and 17 hours, 4 actual imc hours and 7 night hours over three days. He got paid $2k for his effort.

Some things my SIC was amazed/delighted at: 1) dress code - jeans, shorts, hoodie. Just don't be naked if you aren't female and under 30 (JL's daughter OL being the exception) 2) I rented a car at Palm Beach - it was a Mercedes. He didn't even know you could rent a MB 3) We stayed at the Hilton and the Marriott on the executive floor. He was like a kid in a candy store. 4) we ate nice meals (ribeyes, seabass etc) at good restaurants. He was amazed at the gadgets...cameras, 796, GDL39D, iPad, Sat phone. Just blown away by all the tools at my finger tips. He just couldn't get over how fricking cool this gig is.

Some things I noticed: He was a good pilot. He works at SIMCOM and is a typed 550 Captain. This, however, was his very first flight in an actual 550. He had none of the tools we 91 guys have no iPad, no Foreflight, No Garmin Pilot No charts etc. He wouldn't have been able to file a flight plan (did not have a clue re ICAO data). Doing a W&B and calculating performance data would have been a manual effort. Didn't really understand the notion of positive or negative prist. Fuel contracts were a total mystery. The idea that I do all this SP was more than he could fathom.

The reality is why should he actually know how to do any of this? He has 40 years flying aircraft where all this stuff was done for him. Huge learning curve ahead for him. He will get there but it will take some time. He just texted me that Santa brought him an ipad so he has a start in the right direction.

I love the flying experience of 121 guys but, unless they have flown 91, there is a limit to what they can do without some serious training. SIMCOM needs to pair 91 guys with 91 students IMO.

Took a week to read through this entire thread . Pretty darn cool! Thanks for all the videos Mark!

If you ever get to Bismarck (or the area) single pilot and want a right seater, give me a jingle. I fly only fly piston twins...not sure if I could adapt to turbine reliability.

Question for Mark...you doing all this flying for your company, or pilot services?