Mark,

Flaps zero might be the best configuration for the Citations OEI, but for the heavies, they depend on all of the leading edge devices being deployed for a much lower stalling speed for maneuvering for an emergency return; for the 747 it's 5 degrees of trailing edge flaps, which also has all leading edge flaps deployed. The first flap notch is one degree that deploys half of the LED's and extends the trailing edge flaps outward for expanded wing area, the second notch of flaps is five degrees that extends the rest of the LED's, and deflects the trailing edge flaps down five degrees to increase wing camber, lowering the stall speed 40 knots.

I've been regularly flying a straight CJ and a CJ2 and I can definitely tell you the V1 cuts in the CJ are more sporty than the CJ2. I was told it was lack of rudder bias on the straight CJ and the shorter fuselage that caused the difference. Of course I just recently did my multi commercial in a travel air, so both the CJ's seem so much easier than that. The hardest thing to do in the jet, is to do nothing at all.

How are you liking the bleed air? Am I correct this will be your first jet without wing boots?

Allen,

Although that would work, personally I've never used that method at high altitude, but rather maintain a cruise Mach number and let the plane drift up.

The high altitude CJ2 accident that I provided the link to in an earlier post happened when the pilot used VS and got distracted, stalled, and rolled about 8 times, with permanent deformation of the wings.

We've talked about buffet margins of the Citation, which don't seem to be much of a concern, but stall the airplane at FL450 and it might be your last flight. This is where flying SP has some of it's pitfalls; operating in an extremely unforgiving environment, no matter how docile the plane is thought to be.

Hot wing will be great. Yes my first. In the sim it isn’t really a factor obviously.

I would not be in a rush to make changes.

Use the extra time to think.

Remember to turn off wing heat immediately after landing. Or it can be a $150K mistake.

Remember to turn off wing heat immediately after landing. Or it can be a $150K mistake.

Loft Flashcards.

Obviously the jet has a good stall margin with zero flaps at V2+10, but I don't understand retracting flaps at 400 feet and accelerating to Venr (enroute speed) before 1500.

Weird certification thing. I just climb to 1500 like all other jets do. They removed that in the CJ1 and brought it in line with the rest of the jet world.

Andrew

Well that’s a good tip that no one has shared. Oral test / flash card item is the 2 min ground limit of pitot heat. Not a word on hot wing limits.

I assume the WING ANTI-ICE light is only on when the wing leading edge is above a certain temperature? If that’s true, is idle thrust enough to extinguish the light? If not, reading the manual section that you’ve posted, it seems there’s little to no risk of doing damage by simply forgetting to turn off the wing anti-ice after landing, since you’d be at idle, or close to it, with the WING ANTI-ICE light on.

Problem is after landing, which is when I told Mark to make sure to turn off wing heat, the WING ANTI-ICE light will be off and the wing LE very hot. You don't want to keep the LE hot on the ground, even with idle thrust level of bleed air.

Seems like the system should have an interlock based on WoW switch or a temperature sensor to prevent this.

The WoW switch should be an easy method to make sure you are not heating on the ground.

Mike C.

Except you want to heat the wings while on the runway before departing into icing conditions.