Class Mark. You put yourself out there and often attract criticism and advice. I appreciate the way you take it so graciously. I've seen you do this on numerous occasions. There is a reason you are the pilot you are.

I'll never be there myself, but my brother is a jet owner and pilot. He is a lot like you when it comes to valuing advice and he, like yourself, is an excellent pilot.

I often learn from you both. Thanks for the videos.

Class Mark. You put yourself out there and often attract criticism and advice. I appreciate the way you take it so graciously. I've seen you do this on numerous occasions. There is a reason you are the pilot you are.

I'll never be there myself, but my brother is a jet owner and pilot. He is a lot like you when it comes to valuing advice and he, like yourself, is an excellent pilot.

I often learn from you both. Thanks for the videos.

Class Mark. You put yourself out there and often attract criticism and advice. I appreciate the way you take it so graciously. I've seen you do this on numerous occasions. There is a reason you are the pilot you are.

I'll never be there myself, but my brother is a jet owner and pilot. He is a lot like you when it comes to valuing advice and he, like yourself, is an excellent pilot.

I often learn from you both. Thanks for the videos.

For the benefit of those who follow this thread without having been there before I want to point out how challenging this low approach was. In a two-crew cockpit it's structured such that each pilot has specific responsibilities and the non flying pilot, past a certain point (usually below 500' AGL) transitions from making pre-established call outs of height above minimums and speeds relative to ref, to looking outside while the pilot flying picks up the call outs. The PNF's job then is to call what is seen (lead-in lights..., approach lights..., threshold lights, continue...) or "missed approach" at the PF's call of "Minimums". The PF does not raise his or her head until the call of "runway in sight # o'clock", at which point the PF calls "I'm outside" or the company's version of it, and the PNF goes back to monitoring and calling ref speeds. Done right this is a well choreographed process that helps to safely get the plane as low as possible in conditions like the ones in the video.

Doing this without a second pilot, trained as a crew, requires a lot of additional skill and work from 500' on down, because your scan now includes intermittent looks outside, presumably at 200', 100', and 50' in addition to all of the other monitoring. It's no small task.

Yup, Mark is one heck of a pilot. I've flown with him.
I admire how he puts it all up here for us to pounce on.
And we do, but it's usually a learning moment.
It's one of the reasons I don't have a video camera in my cockpit. I'm not near the pilot he is and the pouncing would be ferocious.

Well said John! I have done a few of these, but always two pilot, which is done exactly as you describe. An approach like this to 100' AGL, single pilot is a handful, to say the least.

I don't remember my Citation 500 numbers, but for flaps 20, your Vref (for flaps 30) +20 is much closer to to your correct speed. Again, I don't remember what you add to Vref for 20 flaps. If you choose this config, would you be better off just landing flaps 20? Adding those last flaps can cause a balloon and will keep you floating longer and becomes an additional task to complete.

Disregard if there are no numbers for this, but I believe there are.

Tru dat. I wish I had worn my heart rate monitor. Would have told the tale. Turns out the SPW for the 500 series prohibits approaches to minimums SP until you have 100 hours SP. I see why.

Not perform any straight-in instrument approaches to minimums of less than 100 feet and one-half statute miles visibility above published minimums until after completing 100 hours of single-pilot flight experience in CE-500 series airplanes

I would have gone missed if my non-pilot pax hadn't said "ohhh I see the lights". I remember that the RA said 190 as my eyes went back to instruments after seeing the lights myself. If I could get one eye to look outside and one eye to look at the instruments it would be helpful.

Again the 12,000 feet and being that it was the home drome was psychologically helpful if nothing else.

Good point. That would have sucked because I could have reentered IMC after I had committed to visual.

I just wanted to add that I've spent a few hours reading and watching the videos in this thread.

As a relatively new turbine driver in a 501, moved up from a T210. Such good information shared here!

Thought this was an interesting comparison. Clear day view vs Minimums View

[youtube]https://youtu.be/gXTv751xf9M[/youtube]

[youtube]https://youtu.be/fFh1PnllZYg[/youtube]

Landing and Departing KMCD - Mackinac Island in a Citation. 3500 foot runway. Landed on 26 in 2400 feet.

[youtube]https://youtu.be/izvZi1ayxlM[/youtube]

[youtube]https://youtu.be/K65dySk15p8[/youtube]

Meh...there was bugs on the windshield...

[quote="Mark Hangen"]Thought this was an interesting comparison. Clear day view vs Minimums View

Its neat to see the bomber "Alert Facility" to the left of the departure end of rwy 01 as you're landing. Lots of history there.

Friday KTEB was down to a single room way. 45 minute start to depart. Goat rodeo.