Even if you plan on flying only within the US, an even if Mexico accepts the SPW, isn't it a little annoying to have a $1.5mil jet, with tons of range, sitting on the ramp that you can't fly to Canada in? Would bother the hell out of me. Just the notion.

Don't elide over the insurance folks . They wanted me to have 25 and I did more than that before I was comfortable. We had 25MM smooth and that may make a difference.

Don't elide over the insurance folks . They wanted me to have 25 and I did more than that before I was comfortable. We had 25MM smooth and that may make a difference.

In the Mu2 I get seriously thinking about my speed within 5 miles of the airport barring any other limitations.
In the Lear I use 50 miles as my speed planning "get real" point.

Use of Speed brakes in the jet is soo crude.. dé·clas·sé or something like that.

I have to chime in here. I was flying home this weekend on a 737 (American, not private). I was *dead* asleep, and the pilot pops the speedbrakes, hard.. (I'm sure you can tell me if there are settings.. if there are, it had to be close to max.. i felt an intentional heavy slowing sensation..)

I woke up out of a dead sleep and yelled, and I kid you not, throttle back - you threw a fan blade..

Speed brakes on the 737 are rough.. And I scared the crap out of the FC cabin.. It vibrated the whole plane.. A lot..

In the II, Chicago brought me close to Madison pretty high and turned me over to approach for the airport at 12,000 feet; 200 knots about 5 miles out. I knew what was coming and had reduced power and put in approach flaps before approach asked me if I need a vector out to descend, cleared me for runway 18 which we were almost on a right downwind for; switched me to tower. VMC and we had the runway. Throttles back, gear at speed, speed brakes and full flaps. We were stabilized as we turned from right base to final at more than 1,000 feet AGL. Pretty flexible as far as coming down. Didn't think it would work out at first, but it worked out great!

Oh, it can be done. The more it happens to you, the better you get at it. A guy fresh into jets is going to need a vector to lose altitude and there is nothing wrong with asking ATC to do that for you. If you have folks in the back, that may be the better way to go.

I agree. The pilots that liked being pilots would give you a funny look when asking for speed brakes. It was considered a last resort from poor planning. With the airplanes like the Citation and Beechjets that had ON/OFF speedbrakes, I found it best to deploy them while in the bumpy clouds. It is much less noticeable in the back that way and it actually smooths the ride a bit. The Gulfstreams have a lever that you can pull slowly so there isn't that bump on deployment.

Call me if you're in LIT. I'll take you in a V Ultra.

Robert

Yep. Just crew for that. We give pacs a limo ride to the best of our abilities.

I agree. The pilots that liked being pilots would give you a funny look when asking for speed brakes. It was considered a last resort from poor planning. With the airplanes like the Citation and Beechjets that had ON/OFF speedbrakes, I found it best to deploy them while in the bumpy clouds. It is much less noticeable in the back that way and it actually smooths the ride a bit. The Gulfstreams have a lever that you can pull slowly so there isn't that bump on deployment.

"I got speedbrakes g**dammit, I'm going to use them."

Pretty much sums 'er up!

Yup, I think loving speed breaks is a requirement to work at Easy Ice. At least it explains what I've heard from a certain Red Bo pilot who frequents this forum.

- Martin

Mark !







Pretty much sums 'er up!