I have to adjust (pull up) the rudder pedals up when I get in or I might not be able to have full rudder authority if needed (they DO adjust).
Co-pilot deal was funny. He grabbed the wrong knob to scoot the seat up and klunk, it bottomed out. He tried several times to kind of pop up and pull the seat up; no dice. He could only raise it when he was able to get out, reach over and raise and get back in. I've done it in the past

Had a great day yesterday flying the CE550 with BTer Matt M. Matt and I got 6 hours together (3 day/3 night) plus an actual (800 & 2) GPS 22L Z approach into Midway and then an instrument departure from Midway at night. Matt flew the last leg (KFSM to KOTM). Did a fabulous job. It was his first trip flying the actual airplane. Recall he got his TR last month. It was amazing how two guys who had never met face to face can jump in the cockpit of a biz jet and fly six hours together and not miss a beat. Part of that is CRM and the TR but also part of that is we are "Beech Bros" and have "known" each other for some time. Pretty cool.

I will post a few videos if anyone cares to watch.

Here is the night departure from Midway. It's 7 min as I thought the taxi and prep for departure was interesting.

[youtube]https://youtu.be/I_sf2-q9dEo[/youtube]

This is the GPS 22L z Approach on our inbound leg.

[youtube]https://youtu.be/Qam-Qqd7RTA[/youtube]

The day started with a SP departure from KSAW to KOTM. 500 & 1/2 in snow.

[youtube]http://youtu.be/g6WwHP4xpyc[/youtube]

Matt M is indeed one cool dude!
PS: he likes Thai food! Just saying....

Ha. I am sure he was disappointed with TGIFriday's.

Ha. I am sure he was disappointed with TGIFriday's.

I'm enjoying the thread. Just had a chance to catch up from several pages back. One thing that caught my eye was the discussion about "visual ILS" approaches and the confusion that can come about when told to intercept the localizer while on a visual. I always load an approach for the expected runway. That's what I learned at FlightSafety, and it's comfort thing for me as well. Also, the change to a parallel runway when on a visual can make for an interesting event. One thing that I do when flying into a busy airport like LAX with parallel runways is to have the localizer frequency of the expected runway in NAV 1 and the localizer frequency of the parallel runway in standby. Then, when you get switched, you just flip the freqs and the needles will go to the parallel runway. I don't worry about loading a second approach when on a visual and getting switched to a parallel runway. Just give me the localizer and glideslope. Also if there is a nearby VOR that is often used, such as the Orlando example, just put it in NAV2 and you can use a RMI to point you in the right direction. Anyhow, those were a couple things I thought I'd mention in case anyone was interested. I also have to admit that the G1000 in the Mustang is much, much easier to navigate with than the systems in legacy Citations. You guys have my complete respect.

As a spam can flyer I can only dream through these videos. Awesome stuff. Keep them coming.

Gary

What a great day of flying, thanks again Mark!

Like Mark said I just got my 550 type a couple weeks ago. Was suppose to start flying by for this local 135 charter but their DO just quit before I could do my (293A?) oral 135 rules check exam. So I'm still waiting for that.

Then Mark calls up and says want to fly a 91 trip with me? Absolutely I say! Talks about great timing. First trip with a BT Bro, going to MDW in the weather. And I even got the last leg on the way home AWESOME!

Couple of the cool points about flying the jet. Saying FL350 and not getting a new altimeter setting when you get handed off. Flying directly over big Class B airports and not saying a word to them because your 20,000 ft above their airspace. And lastly the view. I've been flying my Baron and the old 414 for the last 3 years. Big engines hanging out there on each side of you really block the view down. Well in the jet the wing is like 15 feet behind you and the engines behind that. The view is just great from up front! (Maybe I should tell that part everyone will want up there now!)

Thanks again Mark!

For those of you that haven't met or flew with Mark he is the real deal. Not only a great pilot (he really knows the 550) but he's doing his part in helping grow the pilot community. You da man buddy!

Mark,

What are your thoughts about guarding the yoke near the ground? I noticed the copilot had her fingers on the yoke mostly, but I know of both AP and control failures that required immediate action and a strong grip.

Thoughts?

Some things just respond better to a woman's touch!

She is deferring to me and my grip on the yoke. We haven't talked about it at all. Probably should. Her hand is there so she has quick access to the PTT switch.

I thought that was because she was doing the "talking and squawking."
It is nice when you have the PTT on the glare-shield or in an convenient position on a side panel or arm rest.

For those of you that haven't met or flew with Mark he is the real deal. Not only a great pilot (he really knows the 550) but he's doing his part in helping grow the pilot community. You da man buddy!

I knew that is what it was........Matt's normally pretty honest