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 Post subject: Re: Flying the Citation II
PostPosted: 05 Dec 2018, 08:04 
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Username Protected wrote:


Once you get into PT135 the entire AFM becomes incorporated into your FAA approved Opspecs and it all becomes regulatory.


Erhm?

135 GOM is accepted, not approved.

Op Specs are cookie cutter documents, nothing to do with AFM.


Like part135.com?
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 Post subject: Re: Flying the Citation II
PostPosted: 08 Dec 2018, 02:46 
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Username Protected wrote:
If I use the info in this section and there is a problem am I at risk of a violation...

Taking the question at face value...

No. Lots of advisory information is published and I don't think anyone has been violated for using it.

Quote:
if I don’t use the info and there is a problem am I at risk of a violation?

Possibly.

For example, FAR 91.103 says you have to get "all available information". Since this is now manifestly impossible in modern times, we all violate this rule on every flight.

Never the less, I would expect there is far more chance of violation for not using advisory information than for using it.

Consider the entire AIM is advisory. I believe the FAA has violated pilots for not following it in some cases. Not following the AIM (or other advisory material) could be considered "careless and reckless" under 91.13, which is what makes some advisory material have regulatory teeth.

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What is the significance of this section not being approved by the FAA? No answer. :bang:

Means simply that this portion of the manual isn't required to get FAA approval. Typically that means the information presented is NOT tied to certification requirements.

Mike C.

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 Post subject: Re: Flying the Citation II
PostPosted: 08 Dec 2018, 02:50 
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Username Protected wrote:
If I use the info in this section and there is a problem am I at risk of a violation...

Taking the question at face value...

No. Lots of advisory information is published and I don't think anyone has been violated for using it.

Quote:
if I don’t use the info and there is a problem am I at risk of a violation?

Possibly.

For example, FAR 91.103 says you have to get "all available information". Since this is now manifestly impossible in modern times, we all violate this rule on every flight.

Never the less, I would expect there is far more chance of violation for not using advisory information than for using it.

Consider the entire AIM is advisory. I believe the FAA has violated pilots for not following it in some cases. Not following the AIM (or other advisory material) could be considered "careless and reckless" under 91.13, which is what makes some advisory material have regulatory teeth.

Quote:
What is the significance of this section not being approved by the FAA? No answer. :bang:

Means simply that this portion of the manual isn't required to get FAA approval. Typically that means the information presented is NOT tied to certification requirements.

Mike C.


Other than to win a trivia contest (or show how smart they are) why even bring it up? That it is not approved my the FAA matters how to a pilot? That’s my point.
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 Post subject: Re: Flying the Citation II
PostPosted: 08 Dec 2018, 07:36 
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Seems to mean that using it is fine but not using it in favor of some other defendable action is (could be) ;-) fine too.

As in, “this isn’t written in stone (blood).”


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 Post subject: Re: Flying the Citation II
PostPosted: 10 Dec 2018, 22:54 
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Ok sports fans. Let’s try this again. I will be flying a C550 from KLIT via KDAL to KSDL Tuesday or weds (18-19th). Just me. Takers?

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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 19:42 
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Can anyone answer the question if you need to cut the antiskid off during taxi? I thought it just didn't work below 12 kts but the brakes are markedly better with it off during taxi. Is something wrong or is this simply how it works.


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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 19:46 
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Username Protected wrote:
Can anyone answer the question if you need to cut the antiskid off during taxi? I thought it just didn't work below 12 kts but the brakes are markedly better with it off during taxi. Is something wrong or is this simply how it works.


Seems like something might be wrong. You should never have to turn if off for taxi (CJ3-4 experience here, not the older Citations).


Last edited on 11 Dec 2018, 20:30, edited 1 time in total.

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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 19:56 
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Username Protected wrote:
Can anyone answer the question if you need to cut the antiskid off during taxi? I thought it just didn't work below 12 kts but the brakes are markedly better with it off during taxi. Is something wrong or is this simply how it works.


I believe there is a serial number range that dictates via the checklist that anti skid should be off after landing, and dictates that it should be armed prior to takeoff.

Robert


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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 19:59 
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Username Protected wrote:
Can anyone answer the question if you need to cut the antiskid off during taxi? I thought it just didn't work below 12 kts but the brakes are markedly better with it off during taxi. Is something wrong or is this simply how it works.


I believe there is a serial number range that dictates via the checklist that anti skid should be off after landing, and dictates that it should be armed prior to takeoff.

Robert


That's what my checklist says, this is an early S/N II. Perhaps it's that simple; follow the checklist?

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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 20:19 
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Yeah it’s by S/N and if yours falls in the range you have to shut off the anti skid. Because if you don’t and drive around a corner and one wheel turns faster than the other the anti skid will prevent you from having any breaks.

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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 20:28 
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Oops, that could kinda spoil your day... :ohno:


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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 21:05 
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Username Protected wrote:
Oops, that could kinda spoil your day... :ohno:


yeh, I learned a lesson in thinking quickly today.


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 Post subject: Re: Flying the Citation II
PostPosted: 11 Dec 2018, 21:09 
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Username Protected wrote:

That's what my checklist says, this is an early S/N II. Perhaps it's that simple; follow the checklist?


Why would you elect to not follow the checklist ? That is Jet flying 101 for every jet and every training experience I have ever had. Checklists are gospel (and a safety feature).


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 Post subject: Re: Flying the Citation II
PostPosted: 15 Jan 2019, 00:49 
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Decent day. Ended with a 600 ovc and 6 ILS. KSDL-KMKC today. Kmkc -kump-kmdw Kojc tomorrow. Kojc-kokc-KsAT-KABQ weds. Kabq-ksdl Thursday. Night. Available weds night in ABQ . Any of these legs are available if someone wants to join.


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 Post subject: Re: Flying the Citation II
PostPosted: 15 Jan 2019, 15:50 
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These ADF antenna are a weak point. Ice I suppose


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