On phone Mark, but type one doesn’t have much hold time. If not freezing on surface I’m not sure it would help you or be worth the money.

Type I just doesn't do much. I am a fan of Type IV prior to being pulled out. That gives you a good holdover time. Honestly, I despise using anti-ice fluids on my airplane and prefer to plan around the wx, if I can. If it were me, I would wait to see if the freezing drizzle actually develops. It may not.

Like you said, with low tops, you are good once you get to the runway.

This might be a stupid question, but are you allowed to use holdover times in Part 91 ops? Part 135 requires an opspec for it. And without it, you're limited to 5 minutes from deicing to takeoff, no matter what combination of I/IV you use.

This might be a stupid question, but are you allowed to use holdover times in Part 91 ops? Part 135 requires an opspec for it. And without it, you're limited to 5 minutes from deicing to takeoff, no matter what combination of I/IV you use.

Ok that makes life a lot easier then! We don't really deice in our shop, we don't have the opspec for holdover times, and good luck being airborne in 5 minutes after deicing in KTEB

Temp?
“Holdover Time (HOT) is the length of time an aircraft can wait after being treated prior to takeoff. Holdover time is influenced by the fluid dilution, ambient temperature, wind, precipitation, humidity, aircraft skin material, aircraft skin temperature, and other factors. If the Holdover Time is exceeded the aircraft must be re-treated before takeoff.”

I decided to leave prior to 8am when the weather and freezing drizzle was scheduled to begin. It all worked out fine.

Some interesting things on today's flight to Detroit.

I departed at 8am to beat some freezing drizzle. On rotation (see video) I retracted the gear like I have hundreds of times in the Citation. In this case I got the obnoxious gear warning horn. This usually comes on when the power is pulled back below a certain point and the gear is still up. I have never heard it in any other scenario. This occurred at at a critical point (rotation, climb out) with a 1200 foot ceiling. Tops were FL300. The video stopped for some unknown reason. My first decision was do I want to trouble shoot VFR or IFR? I chose IFR simply because it was the least different than what I had planned. VFR requires pushing the nose over, throttling back, trying to stay out of deteriorating weather etc. Plus it is dark out.

Tower hands me to center and I began to think about why this is happening. I am hand flying SP BTW. Power is high and gear says it is up. Horn wailing away. What to do? I cycle the gear. No change. Check in with center. I reach over and put the flaps up. Horn stops.

All I can think of is that the flaps were not in the 15 degree detent. Perhaps they were just out of the detent. Even so I am unaware if that would cause the warning horn to blare. I have never heard it under that scenario. Certainly distracting. Rule #1, #2, #3....fly the airplane.


Second thing is an air duct overheat. During climb. Break out the EMER checklist. Find relevant section. Run check list. Switch climate control system to manual. Problem resolved.

Third...ILS 21L at KDTW. I select it in the GTN750. All looks good. I cross check freq with chart. It does not match what the GTN750 loaded with the chart. Make sure I have correct approach selected. Yep. Hmmm. Meanwhile I am communicating with ATC and changing freq and altitudes and heading. I get the right program tuned but the needle does not respond like it should. Good news is I broke out and was given a visual. This is going to require some troubleshooting.

Finally Garmin Pilot decided to flash a terrain warning non stop on final. See video

Hmmmm

[youtube]https://youtu.be/1Pw3rqHDLro[/youtube]

[youtube]https://youtu.be/U0_126toeeU[/youtube]

Did you have time to ID the ILS frequency?
Was the 750 in VLOC?

I know you know all this, just the first thing that pops in my head.

Visually from Garmin's database. It showed the correct identifier. Audio was not heard. I did hear it on Nav2 only but once i was on the ground,.

Foreflight = no more GP problems or distractions.....

Mark could the gear switch be sticking this morning? Were you going too fast for the nose wheel to completely lock? Perhaps AOA changes just enough, along with airflow, over the gear warning system when you retracted flaps to cause them to finish cycling or the switch to close.

Alternately I'd consider, in good weather, cycling the flaps on your next flight with gear if possible to see if there is/was some kind of short? Guessing this did not happen landing today at end of flight. Might happen during takeoff again.

Back to deicing. Does the CJ call for only type 1 deice fluid or can you also use the airline type. TBM does not reach the critical speed on the runway to clean off any but the Type 1 from the surfaces. Airliners V speeds are much higher than TBM.

Terrain warning have anything to do with iPad pressure sensor in a pressurized aircraft?

Developers looking at the video. Will let you know. Their initial reaction was no.

FLAP level set below TO & APPR position regardless of airspeed or THROTTLE position will sound gear horn.



AIR DUCT OHEAT occurs when the air is over 315F. It indicates there was a problem with the ACM cooling.

Note that automatic mode operates on bleed air from the right engine only. Going to manual uses bleed air from both engines.

There have been various discussions on CJP about running the 500/550 in automatic vs. manual temp control.

BT strikes again! On a trip with the rocker. Finally got Jesse J to do a trip with me. We are in Kitchener Ontario. Flight after show is to KVNY. Six hours. Fuel stop and Customs. Out of the blue, in walks BT Mark Bourdon. I knew that TBM on the ramp looked familiar.

Mark learns about our plan to stop in Buffalo. He explains to us that no overflight permit is needed when you are coming from Canada. Now we are CYKF to KICT and KICT to KVNY vs CYKF to KBUF to KSLN to KVNY Huge!

Thanks Mark!