This isn't G3000 magic, in the G1000 you highlight the waypoint, hit menu, and select "Create ATK Offset Waypoint" and then dial in the distance

[youtube]https://youtu.be/SVMMkH3QxfM[/youtube]

If you feel the need to use an E6B at any point flying behind a G1000 or G3000, then you need better training

Uh, that's simple. Go to the referenced waypoint, hit VNAV, say 20 miles prior, enter altitude, activate. It will create a waypoint 20 miles prior to the reference waypoint even if there is a flight plan waypoint between that and the reference one. It works the same regardless of the intermediate waypoint or not. It then gives you vertical guidance so you reach the crossing altitude at the right spot.

I get this a lot from ATC, like every third flight, very common for jets apparently. Not difficult with my setup (GTN 750 Xi).


Not that hard, you can always go heading and pitch pointed in roughly the right direction, then sort it out.

Every pilot needs to know how to revert to basic modes while resolving complex situations. This was dealt with in the famous Children of Magenta video.

[youtube]https://youtu.be/5ESJH1NLMLs[/youtube]


I think the logic is pretty similar to my GTN on the high end G systems.

Mike C.

For the benefit of all, I have some specific information in regards to what is required to fly an M2 from an insurance perspective.

The first thing to understand is that what really matters is what an underwriter will agree to in a specific situation. So, what I am providing is a general guideline and hopefully an explanation of why Mike's assertion is simply wrong.

I also want to be clear that I am not an insurance guy, I just know who to call to get the answers.

The most important thing to understand in the M2 insurance situation is that when they say "time in type" they DO NOT mean 525 type! They mean time in the Citation M2. So, if you have an Open Pilot that states 250 hours time in type, that means 250 hours in an M2. In this case you will have to have each non-qualifying pilot submit an application to get approved, the approval can vary from underwriter to underwriter.

This is the issue my client had, he couldn't just grab any 525 pilot as Mike had said, whereas on the King Air, he can. The only requirement is X hours in King Airs and school in the last 12 months.

It's also an issue for our pilot-owners moving into M2's, you may get an underwriter that approves you based on being 525 typed and completing M2 sim training, and they may require 10 -15 hours with another pilot in the airplane.

So, in summary, the Citation M2 (and CJ3+) are not just another 525, it doesn't matter how much Garmin experience you have, it means nothing.

The fact is that everything about aviation is harder, more complicated, more expensive and takes longer than it did just a few years ago. I've had to learn to overlook my conventional / tribal knowledge and make the phone calls and ask the questions.

We all know what happens when you ASSume.

I don't think so. Time in type is time in type whether it be a CJ or a 172. B200 time in a King Air is not C90 time and vice versa. Even C182 time is not the same as R182 time according to Avemco. You'll never meet the open pilot clause unless the type matches. this is nothing new.

I don't think so. Time in type is time in type whether it be a CJ or a 172. B200 time in a King Air is not C90 time and vice versa. Even C182 time is not the same as R182 time according to Avemco. You'll never meet the open pilot clause unless the type matches. this is nothing new.

Yeah I've had it come up more times than I can count. Ask your guy if C90 time meets the time in type requirement of the open pilot clause on a B200 policy. The answer will be no.

In King Airs, you do have to have training, B200 with 90 differences, etc. but almost any contract pilot is going to have time in a 90 and 200!

I know at least 5 guys at my airport that have open pilot time in the 90, including me, but no time in the 200. There is nothing special about the KingAir vs the m2 in this regard... you either have the time in type or you don't. If you don't, call the insurance company and get added as named insured, and do whatever requirements they ask for to accomplish that. As Mike stated, most of the time its differences training and some number of dual hrs in type. This is standard stuff, it should not be advised to be a blocker for an owner.

I know at least 5 guys at my airport that have open pilot time in the 90, including me, but no time in the 200. There is nothing special about the KingAir vs the m2 in this regard... you either have the time in type or you don't. If you don't, call the insurance company and get added as named insured, and do whatever requirements they ask for to accomplish that. As Mike stated, most of the time its differences training and some number of dual hrs in type. This is standard stuff, it should not be advised to be a blocker for an owner.

Mine did.

They counted all my mentor's CE-500 Bravo time as "time in type" for my C560V. They basically lumped all CE-500 type rating airplanes together.

This is logical since the FAA basically does the same thing. One type rating, just need some minor differences training for systems variations. In practical terms, all the CE-500 planes really are quite similar. it was a solid design in 1970 that lasted 40+ years in the market place with relatively few changes.

My insurance also accepts that I get Citation 550 sim training to fly my C560V. The sim has steam gauges and a GNS 430, my panel has glass and GTN 750. No big deal.


Another reason to avoid those high priced newer planes that everybody thinks will cost less to own. The owner flown buyers of those just have lots of money and won't balk at 6 figure insurance premiums. They are already into about $800K/year just in cost of money, so that's no big deal. High hull value is a major driver off the total cost of ownership.

I currently carry $3M/$250K liability, $900K hull, $14,785/year. My insurance costs went down as compared to my MU2 with the C560V. I'm single pilot.

Mike C.

Mine did.

They counted all my mentor's CE-500 Bravo time as "time in type" for my C560V. They basically lumped all CE-500 type rating airplanes together.

This is logical since the FAA basically does the same thing. One type rating, just need some minor differences training for systems variations. In practical terms, all the CE-500 planes really are quite similar. it was a solid design in 1970 that lasted 40+ years in the market place with relatively few changes.

My insurance also accepts that I get Citation 550 sim training to fly my C560V. The sim has steam gauges and a GNS 430, my panel has glass and GTN 750. No big deal.


Another reason to avoid those high priced newer planes that everybody thinks will cost less to own. The owner flown buyers of those just have lots of money and won't balk at 6 figure insurance premiums. They are already into about $800K/year just in cost of money, so that's no big deal. High hull value is a major driver off the total cost of ownership.

I currently carry $3M/$250K liability, $900K hull, $14,785/year. My insurance costs went down as compared to my MU2 with the C560V. I'm single pilot.

Mike C.

Doug:

I may be wrong, and someone will correct me if I am, but I believe that the Mustang is a 510 type rating, the M2 is basically a re-imagined CJ and is a 525.

Brad

I know at least 5 guys at my airport that have open pilot time in the 90, including me, but no time in the 200. There is nothing special about the KingAir vs the m2 in this regard... you either have the time in type or you don't. If you don't, call the insurance company and get added as named insured, and do whatever requirements they ask for to accomplish that. As Mike stated, most of the time its differences training and some number of dual hrs in type. This is standard stuff, it should not be advised to be a blocker for an owner.

This argument about insurance is meaningless without addressing how Hull and Liability limits affect the policy.

Doug:

I may be wrong, and someone will correct me if I am, but I believe that the Mustang is a 510 type rating, the M2 is basically a re-imagined CJ and is a 525.

Brad