Ya...I assumed that I would just top at KVNY. At SDL we get fuel for $2.50 gallon vs $3.22 at KVNY. Truth is we could have made it to KSDL in the G100 w/o fueling at KVNY. Here are the numbers showing the trip back to KSDL.o

When I had the MU2, I had a trade show in Reno. We did it round trip, four legs. The following year, I did the same trip in the Beechjet. I still had to stop, so again, four legs. I don't remember the flight time comparison off the top of my head, but total flight time in the Beechjet round trip was less than the CLE-AIA-RNO one way in the MU2. Those longer legs really show the speed difference. Plus, the bonus, with the SPX there would be no fuel stop.

I seriously considered the Astra, but 95% of my trips are 1000nm or less. I think the all in costs per hour would be more with the Astra and wouldn't benefit me hugely over the Beechjet. It's faster by ~30 kts. (M.78 vs. M.82), much longer range and has a steering wheel.

A copilot or JJ specifically? A great copilot is a wonderful asset. Great one’s are hard to find. JJ can fly with me anytime he wants. All he has to do is to drop everything and be ready to go at drop of a hat. He would tire of me quickly.

BTDT, had to overfly my customs stop because of weather.
Lots of question ask when I landed at my alternate and had to wait an hour for customs to drive to the airport but nothing came out of it. I dont remember that it was an AOE.









I would pick the closest airport that I could safely land and call customs on the ground. Tell them what happened and that you have not yet opened the cabin door. Yup, it'd be a goat rodeo.

A copilot or JJ specifically? A great copilot is a wonderful asset. Great one’s are hard to find. JJ can fly with me anytime he wants. All he has to do is to drop everything and be ready to go at drop of a hat. He would tire of me quickly.

Well no offense to JJ but I meant a copilot in general. Of course in the 100 that will be a a given.

Well, mostly.

Counter example: the Gulfstream at KBED, well past V1, did not abort.

There are still reasons to abort above V1, so the "V1, must fly" requirement is not absolute, you still need a flyable airplane.

Mike C.

Well, mostly.

Counter example: the Gulfstream at KBED, well past V1, did not abort.

There are still reasons to abort above V1, so the "V1, must fly" requirement is not absolute, you still need a flyable airplane.

Mike C.

It was more a general statement. There are a very few exceptions. KBED being most notable.

If you successfully complete a preflight checklist the chances of not flying at V1 dwindle to nearly zero.

Aborting past V1 you negotiate with the end of the runway. V1 ensures you have the planned stop distance.

With the KBED Gulfstream accident they handled the whole situation badly. Once they saw they didn't fly at Vr they had a few seconds of confusion where they accelerated more rather then immediately slapping the throttles closed.

In Citations V1 and Vr are close together in dry takeoffs. When V1 and Vr are far apart there is more of a problem when the aircraft will not fly at Vr.

Also, the KBED accident crew had several opportunities (something is not right) to abort prior to V1 and did not. I wonder what it would have taken to get them to abort.

One of the reasons that V1 is really trained as non-negotiable is time. The time that it takes to run the info through your mind and trouble-shoot is longer than the time available. It is better to have absolutes to use will keep you safe 99.9999999% of the time. Not following these absolutes have a better chance of biting you in the ass than not.

Obviously, in any airplane, if you realize you are not going to fly and you are going to crash, it is best to close the power levers. That should be a memory item:

PRIOR TO CRASH: REDUCE POWER

That's some solid risk assessment to me. It isn't only the safety margin you are concerned about but the variance of the risk factor in relation to the margin.

My fav moment was on departure. At V1 a turbo jet pilot must remove their hand from power levers and place it on the yoke. Piston drivers NEVER get this right at first. They are always ready to chop power amd keep it in the ground. Jets are designed such that after V1 you fly regardless of what happens. If your hand doesn’t move off the power levers you will risk chopping power. In the video I knock Jesse’s hand off the power levers. My copilot in the SIM at simcom did the same to me. Lol. I was so shocked. Payback is fun!

Opportunity:Citation trip from Scottsdale to DFW airline home tomorrow 22nd. Leave at 1pm. Who is in!

Good thing these jet jockeys aborted above V1:
https://www.ntsb.gov/news/press-release ... 70322.aspx

NTSB Issues Investigative Update on Rejected Takeoff, Runway Excursion
3/22/2017

​WASHINGTON (March 22, 2017) — The National Transportation Safety Board issued an investigative update for the March 8, 2017, rejected takeoff and runway excursion at Willow Run Airport, Ypsilanti, Michigan.

All 109 passengers and seven crewmembers evacuated Ameristar Air Cargo Inc., flight 9363 via escape slides after the Boeing MD-83 came to rest about 1,000 feet past the end of runway 23L. One passenger sustained a minor injury during the evacuation.

This update does not provide probable cause for the accident and does not contain analysis of information collected thus far in the NTSB’s ongoing investigation. As such, no conclusions regarding the cause of the incident should be made from this preliminary information.

The following facts are provided as an investigative update:

Parties to the investigation include the Federal Aviation Administration, The Boeing Company and Ameristar Air Cargo, Inc.
Both pilots held airline transport pilot certificates with DC-9-series type ratings (this rating includes the MD-83).
The pilot-in-command, who was the Ameristar chief pilot, was in the right seat and was providing differences training to the captain, who was in the left seat and was the pilot flying the aircraft.
The Ameristar chief pilot had 9,660 total flight hours, with 2,462 hours in DC 9 series airplanes. The captain (flying pilot) had 15,518 total flight hours, with 8,495 hours in DC-9-series airplanes.

MD-83 elevator diagram

(In this NTSB graphic, one of two elevators of the MD-83 involved in the March 8, 2017, rejected takeoff and runway excursion at Willow Run Airport, Ypsilanti, Michigan, is diagrammed. The elevators are the primary means of controlling the airplane’s pitch.)

Post-accident examination revealed movement of the control column in the cockpit appeared normal; the control columns were free to move, and the elevator control tabs moved as commanded. However, when investigators tried to move the elevator surfaces by hand, the left elevator moved normally, but the right elevator was jammed in a trailing edge-down position (airplane nose down). Upon further inspection, the right elevator geared tab inboard pushrod linkage was found damaged which restricted movement of the right elevator surface but allowed movement of the control tab. After the damaged components were removed, the elevator could be moved by hand.

MD-83 displaced geared tab linkage

(This March 10, 2017, NTSB image depicts the displaced inboard elevator geared tab linkage, highlighted by the arrow, from Ameristar Air Cargo Inc., flight 9363. The red piece of metal is included in the image for reference only an is not part of the elevator system).

Examination of the flight data recorder data indicates that during the taxi and take-off roll, the left elevator moved normally, but the right elevator did not move. During takeoff roll, the left elevator began a large airplane nose-up movement (consistent with rotation) at an airspeed of about 152 knots and continued for five seconds to about 166 knots. There was no change in the airplane pitch attitude during this time. The airplane data then are consistent with the takeoff being rejected. The maximum recorded airspeed was about 173 knots.
Review of previous flight data showed normal movement of both the left and right elevator surfaces. The airplane flew to Ypsilanti two days before the accident.
The flight and cabin crewmembers indicated in post-accident statements that all slides except for the forward right door deployed correctly. The slide was removed from the airplane and will be examined by investigators at a future date.

No further updates are planned for this investigation. The docket for the investigation will be opened to the public prior to release of the final report. NTSB investigations generally take 12 to 18 months to complete. The preliminary report for the investigation is available online at http://go.usa.gov/xXkVK.