BeechTalk - BT

Username Protected · **Posted:** 07 Dec 2017, 23:06

Thats right. The sim allows you to keep stacking the deck against yourself to find the weakness.

Username Protected · **Posted:** 07 Dec 2017, 23:27

I filmed my sim sessions and posted on “Flying the Citation II” thread starting on page 137. Judge for yourself.

viewtopic.php?f=49&t=96065&start=2040

Username Protected · **Posted:** 07 Dec 2017, 23:39

My take (as someone who has done my best to avoid the expense of sims) is that I have NEVER heard anyone who's been to a sim do anything other than praise it highly.

Now ... that said - the sim lets you stack the deck against yourself until you fail. Don't want to do the sim? Fly in situations where the plane can take a joke.

Username Protected · **Posted:** 08 Dec 2017, 03:17

Username Protected wrote:

I've never been in a simulator. Please tell me what I'll get out the experience in six months.

After studying the systems, here are the failure scenarios:

1) Thrust reverser deployment: hit emergency stow.

2) engine fire: (never happened in the history of the plane) poke the red button and then hit the white bottle button

3) Pressurization fail: don mask and descend

4) Engine failure: climbs great on one, land.

5) landing gear fail, pull handle and blow the bottle

6) brake fail: pull handle.

Simple airplane, I've never been in a simulator but want to learn the failure scenarios that you can practice in the sim versus the airplane.

What's the plan for in-aircraft emergency training where the aircraft is at the limit of its performance? How are you going to train for wind shear? How are you going to train to recognize system abnormals - just talk about them? In airplane V1 cuts are a joke. No instructor (in their right mind) would do a V1 cut at exactly the worst possible moment in hot-high and heavy conditions. Try it in the sim.

It's a simple airplane... until its not. Do a SE no-gyro approach in LIFR on your emer bus in the sim with legacy avionics and if you don't get a work-out I'll be impressed. Look up N711BX and see what can happen with an inverter failure in these very simple airplanes flown by a pilot who had a helmet fire when he wasn't able to recognize what was happening. This is what you hope to train for in the sim.

Username Protected · **Posted:** 10 Dec 2017, 20:50

I survived my grueling 3 days of in airplane training burning prodigious amounts of fuel and feel pretty good in it. I'm comfortable and feel safe. I look forward to sim training in the future. The Citation series is a nice honest safe machine.

I plan on flying it VFR with a copilot for a while for safety.

Username Protected · **Posted:** 10 Dec 2017, 21:49

Username Protected wrote:

I survived my grueling 3 days of in airplane training burning prodigious amounts of fuel and feel pretty good in it. I'm comfortable and feel safe. I look forward to sim training in the future. The Citation series is a nice honest safe machine.

I plan on flying it VFR with a copilot for a while for safety.

Congrats Michael.

What's the long term plan? How many hours/year do you fly and do you anticipate owning this aircraft the 800 hours to overhaul are up?

Username Protected · **Posted:** 10 Dec 2017, 21:55

I buy all planes at part out prices or the price of the motors so the plan is to fly until something expensive happens and then part it out. Hopefully 5 or more years this is great machine

Username Protected · **Posted:** 10 Dec 2017, 22:42

Username Protected wrote:

I buy all planes at part out prices or the price of the motors so the plan is to fly until something expensive happens and then part it out. Hopefully 5 or more years this is great machine

Those engines have over 5.5 years of service left at 150 hours per year. Why would someone have sold it at "part out" prices?

Username Protected · **Posted:** 10 Dec 2017, 23:01

Username Protected wrote:

Those engines have over 5.5 years of service left at 150 hours per year. Why would someone have sold it at "part out" prices?

Supply and demand.

High fuel burn compared to newer airframes

5 years of calendar maintenance ain't cheap

The parts that are valuable are basically the engines and those are getting less valuable by the year.

Username Protected · **Posted:** 10 Dec 2017, 23:19

Username Protected wrote:

Those engines have over 5.5 years of service left at 150 hours per year. Why would someone have sold it at "part out" prices?

Supply and demand.

High fuel burn compared to newer airframes

5 years of calendar maintenance ain't cheap

The parts that are valuable are basically the engines and those are getting less valuable by the year.

Username Protected · **Posted:** 11 Dec 2017, 00:19

Congrats.

Look forward to hearing many great trip stories.

Looking down on the weather sure is nice...

Username Protected · **Posted:** 11 Dec 2017, 00:22

Username Protected wrote:

I plan on flying it VFR with a copilot for a while for safety.

Why not fly it how it is meant to be flown, IFR in the flight levels? IMO, there's not a lot of VFR boring holes in the sky that translates to IFR operations such as SIDs, STARs, flight level ops, etc. Why not spend that two pilot time learning the "real" stuff?

Mike C.

Username Protected · **Posted:** 11 Dec 2017, 03:48

Username Protected wrote:

I plan on flying it VFR with a copilot for a while for safety.

Why not fly it how it is meant to be flown, IFR in the flight levels? IMO, there's not a lot of VFR boring holes in the sky that translates to IFR operations such as SIDs, STARs, flight level ops, etc. Why not spend that two pilot time learning the "real" stuff?

Mike C.

Username Protected · **Posted:** 11 Dec 2017, 08:07

Maybe he meant VMC...at least that is how I read it.

Username Protected · **Posted:** 11 Dec 2017, 08:30

Is the plane RVSM approved?

What GPS does it have? DME inop for the FLs.

Citation 501sp