BeechTalk - BT

Username Protected · **Posted:** 10 Jan 2017, 02:38

Username Protected wrote:

How much does she charge? :whistle:

Depends on if it is a touch and go or a full stop.

Mike C.

Username Protected · **Posted:** 10 Jan 2017, 08:25

Username Protected wrote:

How much does she charge? :whistle:

Depends on if it is a touch and go or a full stop.

Mike C.

Username Protected · **Posted:** 10 Jan 2017, 12:57

I always appreciate being "cleared for the option"

Username Protected · **Posted:** 10 Jan 2017, 13:13

Well, my cherry is broken. I finally got to fly the CII! Long day, 4 legs from Scottsdale to Florida and back. Mark and I talked about what BT would say about us for flying this long and we decided we deserved whatever you'all dished out so don't hold back - I wouldn't.

MH is an excellent pilot and a generous, gracious friend. He was kind when I made a number of rookie mistakes when he should have said "you idiot!".

My favorite part of the trip was talking about Mark's past and future "co-pilots" - amazing....

I was surprised how many radio calls I missed and how tough it was to say "citation" instead of "king air". I always thought I was ok on the radio but it seems I'm good at one call sign and I don't adapt as well as I hoped.

Most of my small jet time was in 20 series lears. Holy cow, nothing at all near the same. I can't say I did well flying the CII but I can tell that it is super easy to fly and not hard to keep up with. The AP works great and the pressurization works at low power settings (not so in many older jets (including some of the airliners)). Things happen a little faster than the KA but not by a whole lot. Flying was not the hard part, for me it was figuring out where all the buttons are. My side was coupled with a KLN90B that I don't know how to use so I didn't even bother with the FD most of the time, I couldn't figure out how to do anything with it other than heading. The CII doesn't climb any faster than the KA (airspeed is may 30 kts faster but climb is the same or less). I crossed the fence at SDL last night at ref+15 (I was reluctant to pull the power back as fast as I should have) and I still used less than 1/2 the runway - all I did was pop the reversers, I didn't spool them up. It is a forgiving airplane!

MP - you are up, you will have a great time!

THANKS MARK!

Username Protected · **Posted:** 10 Jan 2017, 13:18

I'm with you Dave. Not going to say what I'm thinking though. Wish I had as many "cleared for the option" in life as the 20 Sunday night at EVV in the 185. Boy was it fun dodging the migrating birds and fighting her down to do 3 point and wheel landings on three Rwy's. Tower was much more helpful than the coeds ever were on Thursday or weekends..... :cheers:

Username Protected · **Posted:** 10 Jan 2017, 17:15

Username Protected wrote:

MP - you are up, you will have a great time!

THANKS MARK!

tap tap, I'm in........sounds like you did good.

Mark already called and said, $500 says you fly better than everyone

Username Protected · **Posted:** 10 Jan 2017, 20:56

Deflowering John L

[youtube]https://youtu.be/CBZzhPM6OkQ[/youtube]

Username Protected · **Posted:** 10 Jan 2017, 22:24

Landed west at Telluride today. 99% of time you land east. West is daunting because you fly right into the mountains. Took a seasoned vet to coach me. Check it out.

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

Username Protected · **Posted:** 10 Jan 2017, 23:40

I did that runway once...but I sure wasn't flying a jet.
You rule! :pilot:

Username Protected · **Posted:** 11 Jan 2017, 00:01

Nicely played there Mark...I did not see any overshoot at all

. Those comments from your right seat guy can only come from one person I know

Telluride is one of the nicest airports to fly into. One of the reasons that Mark and Ken were always checking the winds is that they literally can change very quickly.

If you are arriving after 11am the winds always seem to favor 27. My normal milk run gets me there around 2/3pm and it can get a little 'bumpy' but it always a 27 landing. Montrose (where John L is) is a great out as the weather can always get you in.

Had a question on the Citation as it pertains to ice. What are your operating procedures when descending through icing into a field like that. If you are picking up ice are there limitations to flap retraction or do you fly no flaps until visual and then extend?

It's been dumping snow there for almost 3 weeks solid, you boys gonna have some fun skiing.

Username Protected · **Posted:** 11 Jan 2017, 01:31

Username Protected wrote:

Nicely played there Mark...I did not see any overshoot at all

. Those comments from your right seat guy can only come from one person I know

Telluride is one of the nicest airports to fly into. One of the reasons that Mark and Ken were always checking the winds is that they literally can change very quickly.

If you are arriving after 11am the winds always seem to favor 27. My normal milk run gets me there around 2/3pm and it can get a little 'bumpy' but it always a 27 landing. Montrose (where John L is) is a great out as the weather can always get you in.

Had a question on the Citation as it pertains to ice. What are your operating procedures when descending through icing into a field like that. If you are picking up ice are there limitations to flap retraction or do you fly no flaps until visual and then extend?

It's been dumping snow there for almost 3 weeks solid, you boys gonna have some fun skiing.

Interesting read. Page 17 for citation ICING procedures. Increase Vref by 8 knots. Nothing on flaps that I saw.

https://www.ntsb.gov/investigations/Acc ... AR0702.pdf

Username Protected · **Posted:** 11 Jan 2017, 02:40

Flying 91 (or often 135) successfully requires a degree of resourcefulness, independence, the ability to cope with the unexpected, and the right attitude. If you lack these at best you will be a poor fit, and at worst dangerous.

In the 121 world, this is often not the case.

Username Protected wrote:

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 :rofl:

(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.

Username Protected · **Posted:** 11 Jan 2017, 03:25

Username Protected wrote:

Deflowering John L

[youtube]https://youtu.be/CBZzhPM6OkQ[/youtube]

Another great video.

I was taught in my initial 25 hours after the SIM the following for takeoff brief. This was from a 22,000 guy with 11 type rating, so I listen to him.

1) below 80, abort
2) after 80 before V1, continue except for
A. Master Warning
B. Any fire
C. Anything I consider safety of flight issue.
3) after V1 committed.

Be interested in other thoughts comments.

Andrew

Username Protected · **Posted:** 11 Jan 2017, 05:44

All I can say is, it's a busy environment even for two. Calculating V-speeds, power setting numbers, balanced field lengths etc. Makes me appreciate the old turboprop; where the checklist is short, and you kind of push the throttles until the temp limit, and rotate when she feels like she wants to fly...

Username Protected · **Posted:** 11 Jan 2017, 09:07

Nice coaching Ken! 27 is just another runway, you stay a little higher on downwind and a little closer in on base but otherwise (if you focus on the runway) the picture looks the same. I'm sure its "old hat" for Michael. Probably not easy to get the CII down in that much space - thus the speed brakes until short final....

You could see the guys bouncing a little in the video, some light chop is on par for winds like that.

Flying the Citation II