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 Post subject: Re: Flying the Citation II
PostPosted: 16 Apr 2018, 01:48 
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Username Protected wrote:
Departing KMMH to KSJC

Mark - I thought that was your 310 tied down at KMMH when I landed Friday evening. I was skiing this morning when I saw a 310 heading across the Sierras. I figured it was you but wasn’t sure. Did you go to Van Nuys later in the day? I was driving out of Prop Park West and saw the same 310 leaving the fuel pit. Coincidence or??


That was me!

Was looking at a Citation. (CJ).
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 Post subject: Re: Flying the Citation II
PostPosted: 16 Apr 2018, 01:52 
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Username Protected wrote:
That was me!

Was looking at a Citation. (CJ).

Next trip to KMMH we will have to connect and enjoy a few turns!

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 Post subject: Re: Flying the Citation II
PostPosted: 16 Apr 2018, 01:54 
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Username Protected wrote:
That was me!

Was looking at a Citation. (CJ).

Next trip to KMMH we will have to connect and enjoy a few turns!


Sounds good. I will be there several more times this year.
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 Post subject: Re: Flying the Citation II
PostPosted: 20 Apr 2018, 20:32 
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Why are the LNAV/VNAV minimums higher than the LNAV MDA mins?


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 Post subject: Re: Flying the Citation II
PostPosted: 20 Apr 2018, 20:54 
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A little windy in Midland...


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 Post subject: Re: Flying the Citation II
PostPosted: 20 Apr 2018, 20:56 
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Username Protected wrote:
Why are the LNAV/VNAV minimums higher than the LNAV MDA mins?


http://www.askacfi.com/2552/why-are-some-lnavvnav-minimums-higher-than-lnav-only.htm

John D. Collins on Jan 22, 2011

The second question was why the LNAV/VNAV DA is higher than the LNAV MDA. Often it is due to the difference in the way obstacles close in to the runway affect the minimums. In the case of a LNAV, it is simple, the minimums are 250 feet above the controlling obstacle. For a LNAV/VNAV it is more complicated as a sloped surface is used for the evaluation of obstacles. If an obstacle penetrates this sloped surface, the height of the obstacle is projected back along the surface to a point that it no longer penetrates the surface, and the DA is located at this point. The reason is that this forces the obstacle to be in the visual segment where the pilot can see it and avoid it. In some cases, the LNAV can be considerably lower than the LNAV/VNAV, because in the case of a LNAV, a step down fix can be used after passing the obstacle, to further lower the MDA, whereas once the glideslope angle is determined for a LNAV/VNAV approach, the angle can’t change along the approach.

As an aside, there is virtually no use for the LNAV/VNAV minimums on this approach for an aircraft that is equipped with a IFR WAAS GPS. You will never see it annunciated on the GPS, instead you will only see LPV or if the integrity requirements aren’t met, it will downgrade to LNAV and there will be no vertical guidance. Nothing prevents the pilot from choosing to fly to the LNAV/VNAV minimums, but I can’t ever think of a good reason why one would want to do this.

The LNAV/VNAV minimums are primarily there to confuse you for aircraft equipped with baro VNAV systems. In my opinion, anytime there is a LPV DA and a LNAV/VNAV DA, you can ignore the LNAV/VNAV if you have an IFR WAAS GPS.

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 Post subject: Re: Flying the Citation II
PostPosted: 20 Apr 2018, 20:58 
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Username Protected wrote:
A little windy in Midland...


Gusting to 45. Fine job landing.

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 Post subject: Re: Flying the Citation II
PostPosted: 20 Apr 2018, 21:20 
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Mark plane is still moving. He’s just going the opposite direction to intercept. ;). Nice JJ!!

Remember landing Dalhart one day, descent thru final 2000’ of ice on approach&enroute with lower winds but still 36 at 30 degrees on my left in TBM. My daughter complemented the landing. I told her we hadn’t made it to FBO or opened door yet! Fun day going meeting in Vegas.

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 Post subject: Re: Flying the Citation II
PostPosted: 22 Apr 2018, 04:53 
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Jesse J doing the damn thang. KSDL


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 Post subject: Re: Flying the Citation II
PostPosted: 22 Apr 2018, 06:10 
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Aircraft: C510,C185,C310,R66
Jesse J being the boss he is landing KSAT.

[youtube]https://youtu.be/TjrtWuho2xM[/youtube]

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 Post subject: Re: Flying the Citation II
PostPosted: 22 Apr 2018, 10:58 
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Flying the GPS into 16R at KMAF. No sound for some reason. Weather was sky clear viz 1 mile blowing dust. Winds 170@35G45.

[youtube]https://youtu.be/5iCkXIxUUC4[/youtube]

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 Post subject: Re: Flying the Citation II
PostPosted: 27 Apr 2018, 19:42 
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Joined: 05/29/13
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As some of you know I have been at CAE doing the ATP-CTP. Won the lottery and my time in the SIM is in the BBJ. (Boeing Business Jet). 737-800 series. Pretty cool stuff. Actually not a difficult bird to fly. Gobs of power. Automation makes you mostly a monitor. A few antiquated things. For example, you can’t just push or pull a knob to Center the heading bug. Have to rotate it. Steering tiller is a hoot. One you get used to it is easy. Speed brakes don’t retract on advancement of power levers. You have to do it manually. Actually has killed a few people through the years. So much room and so easy getting in and out. Don’t have to be a levitating yoga master.

Actually has a parameter in the FMS called COST. Set your cost factor and it will use power settings, altitude, (inclusive of winds (for example,)) to manage the flight around that parameter. Ain’t that the bom.

The is no AoA in the 737. Go figure.

A few pics and a trim video. God forbid you get your tie stuck in that thing. Never seen anything like it. Freaking hazard if you ask me :ohno:

[youtube]https://youtu.be/68b03C2mIMs[/youtube]


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Last edited on 28 Apr 2018, 00:31, edited 7 times in total.

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 Post subject: Re: Flying the Citation II
PostPosted: 27 Apr 2018, 19:46 
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Aircraft: C510,C185,C310,R66
Oh yeah. I want auto throttles. Blondie wants an APU. :drool:

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 Post subject: Re: Flying the Citation II
PostPosted: 27 Apr 2018, 20:04 
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Yikes!

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 Post subject: Re: Flying the Citation II
PostPosted: 28 Apr 2018, 01:33 
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Every new airline pilot I’ve talked to. When asked what did they think about the 737 when they jump seated. Everyone says, “that trim wheel is nuts!”

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