Відео

@@Unkawz About 2600 hours. And still learning something new on a regular basis!

@@getn609 Nice! Enjoy it.

Yes, it does. It can be running as high as 30,000 feet (FL300) but must be below 20,000 feet (FL200) for starting it.

@@citationproThank you.

Thanks for watching! I've been flying professionally for over 20 years now and haven't lost sight of what an amazing experience I get to have on each flight.

Unfortunately my company prohibits releasing internal documents to outsiders. They're fine with having a short clip in a video, but sending an exact full copy might be too much.

Not necessarily the cockpit, but nearby. This is a somewhat ambiguous area. The APU is not approved for "unattended" operation, although this term is not clearly defined. It generally is taken to mean a crew member must be in or around the aircraft while the APU is running. They might be sitting in the cabin, loading bags in the baggage area, outside but only a few feet away to supervise fueling, etc. The main issue is that the APU has numerous safeguards to shut itself down in the event of a mechanical problem, but if it shuts down with all of the lights/avionics powered on, the main ship battery will only last for about ten minutes. If a crew member is not present to promptly shut down the avionics and lights after an APU failure, they'd be stranded with a dead APU and dead battery.

Thanks, I'm glad you found it helpful! One of the weak points I've seen from every sim center is a lack of detailed avionics training. Unfortunately there is so much other mandatory training that needs to happen in such a short time, avionics training often goes by the wayside.

Thanks for watching!

I'm glad you liked it. Enjoy flying the Encore! It is a rocket compared to the rest of the 500 series Citations.

Congrats!

Thanks for watching! Flight sims are what got me started in aviation. That was back in the day of Microsoft Flight Simulator 5.1 though, so I feel old now! I have it on my to-do list to shoot some systems videos in the maintenance shop, but haven't found the time to put anything together yet. Thanks for the suggestion and I hope you enjoy the future content.

@@citationpro Great to hear it's been on your radar. I know it takes time to make, edit, on top of everything else going on. Take care!

That's a great idea I haven't put much thought into. My videos have always been more technical in nature, whereas my new captain mentoring is more philosophical. It's a lot of reminding a pilot that the best captains are marked by those who say "no" rather than those who say "yes." To always have clear, documented, objective reasons why they will or won't do something. If they have to cancel or delay a flight, don't only say what they can't do, but also what they can do...give the passengers options for a new timetable or new destination. Operate every flight to the same standard no matter if it's an empty leg or not, start or end of a long duty day. Visualize if your actions will sound reasonable or ridiculous when the accident report is written about you. Those types of ideas. I'll see if anything can be put into video format without getting too boring.

Glad you liked it. Thanks for watching!

Thanks for watching! I try to keep everything as technically accurate as possible. Lots of aviation "influencers" on UA-cam these days but very little technical information.

Good question. Technically speaking, the annunciator would be the CABIN ALT annunciator indicating the cabin altitude has climbed above 10,000 feet. It would remain illuminated even after resetting the master warning if the condition still exists. If the condition is corrected (cabin altitude descends to less than 10,000 feet) the annunciator would stay illuminated only until the master warning is reset, at which point the CABIN ALT annunciator would extinguish. I might not have done a clear job of explaining the significance of this concept in the video. After getting a master warning, the pilot should always look to the annunciator panel, note what caused the master warning, confirm it with the other pilot, then reset the master warning. Every single time. This procedure helps ensure a second glitch/failure in another system won't be "masked" by either leaving the master warning flashing (causing the pilots to not notice the second failure) or resetting it too quickly, thus causing them to not notice the second failure because they assumed it was the first problem glitching on/off.

Great question. Cabin air temperature is controlled by using a mix of pure bleed air, which is always hot, a little less than 500 degrees fahrenheit, and ACM conditioned air, which is always cold, about 40 degrees fahrenheit. The ratio of hot or cold air determines the air temperature coming into the cabin. On a hot day you might have pure cold air with little to no hot bleed air. On a cold winter day you might have mostly hot bleed air with just enough cold ACM air to bring the temperature down to 200-250 degrees fahrenheit. Does this answer your question?

I get it, but I am asking about times when the ACM overheats and all we get is the bleed air from EMER source

@@romanmandeleil In the case of the EMER pressure source, there is no way to regulate cabin temp. It's hot bleed air coming straight into the cabin. The only way to manage cabin temp under this circumstance is to reduce the power on the left engine, thereby reducing bleed air volume, or by descending to a low enough altitude to not need the pressurization system and turn the pressurization system off entirely by selecting a pressurization source of OFF.

Do you have any experience of something like that? It sounds very scary to push hot bleed air directly into the cabin. What temperature range are we talking about while regulating with left throttle?

@@romanmandeleil I've never had to deal with that situation for long. The most common reason for the ACM to shutdown is an overheat situation when basically the internal components of the ACM are too hot and it shuts down to protect itself. EMER pressurization automatically activates. All the pilot needs to do is give the ACM a few seconds to cool down, select a warmer cabin temp to prevent the ACM from overheating again, and reset the system. So EMER pressurization is only on for thirty seconds or so, at most. It definitely gets warmer in the cabin, but it's not terrible. Think of sitting in a car without the air conditioner working on a warm day. It's not the most comfortable, but a pilot can still get the job done.

True story! Those guys deal with some tough conditions on the line! Thanks for watching.

I've heard other pilots advocate for putting a clean airplane into a cold hangar to cold soak it and prevent ice from sticking when pulled out. I can see how that might work, but I don't know how much it would cost to intentionally lose all the heat out of a heated hangar, or how long it would take either. Pilots come up with all kinds of odd ideas. The surefire approach is to either deice or stick it in a hangar until the weather clears. We'll meet one of these days!

Yes, we did to be safe. The airplane was pulled from a warm hangar out into the blizzard. We started engines and got moving as quickly as we could, but some of the snow was melting on the warm airframe and refreezing, so we opted to deice. Due to the extremely cold temps, we knew the Type I would freeze before we could get to a runway so we opted to apply Type IV as well.

@@citationpro thanks for the video. That was great info. Especially the cost.

@@johnnyz8423 You're welcome! Most pilots new to this world have no idea what the costs come out to and it's rarely talked about publicly for some reason. Glad you found it helpful.

@@citationpro I’m coming to the US in 5 weeks to fly an XL full time and my cold weather real world experience is limited so the video helps a lot. Glad I’ll be starting the job when the weather is warming up!

@@johnnyz8423 Have no fear, deicing is not rocket science and most pilots only do it a handful of times per year. Know where to look up procedures in the AFM (Cold Weather Operations in the Normal Procedures section and Ground Deicing in the Advisory Information section at the very back of the AFM) and talk to the ground personnel about their procedures before starting. You'll be fine. Welcome to flying in the US!

I don’t think there is either but it’s an ops manual requirement to spool up to 60%N2 for 15 sec every 4 minutes to shed ice if in icing conditions on the ground.

That is correct, there is no Ground Idle switch in the Excel / XLS.

Yes, the generator systems are basically identical across the 500-series line.

Thank you@@citationpro

@@ralyssaburton7579 Congrats on moving into the Citation lineup! They're really enjoyable to fly.

Sorry, our operation prohibits sharing internal documents with outside parties. If you'd like feedback on a checklist you're developing, I'd be happy to discuss further. My email address is cessnacitationpro@gmail.com.

Ha! At my operation pilots get the lav in and out of the plane and line service only takes over outside the aircraft. Good luck, we're all counting on you.

@@citationpro that would be wonderful, and might be what is necessary. I go to service this Lav and the connection you mentioned that connects to the battery is taped up with electrical tape!

Thank you, Happy New Year, blue skies and tailwinds to you!

Thanks for watching!

The altitude/heading clearance was actually for only a few minutes in the future. Since this was a checkride we were departing the airport, immediately turning around and flying an approach back into the same airport, then going missed approach. The altitude and heading were for the missed approach a few minutes in the future.

Glad you found it helpful! Thanks for watching.

I see how that's confusing. I was referring to the small numbers right above the 3100 feet I had just input. They said about 1270 fpm and I rounded it off in my mind to 1200 fpm. That's the descent rate needed to go from our current altitude to the target altitude if we had begun descending at that moment.

Question about the toga button. When you hit toga does this put the system into a pure wings level mode or does it hold heading like the other roll mode does. If it holds heading when does it lock onto the heading. Obviously this is often used pre take off on the ground and may be pressed facing another heading…so I assume it is a pure wings level or locks the heading at some later point. Many other systems roll is just wings level or holding bank when pressed and some advocate using heading mode and runway heading on take off to keep from drifting in the case of an engine failure. Would be great to have the detail how this system is designed. Thanks for the awesome videos.

@@MilazzoTony Great questions! The Go Around mode, annunciated as "GA" on the top of the PFD, is a true wings leveler. It does not hold any heading the way ROL mode holds a heading. For this reason, the pilot must select a lateral mode appropriate for their intended flight after pressing the TOGA button. In my operation, preparing for takeoff, we press TOGA on the ground followed by HDG or NAV, as appropriate, depending on if we expect a heading assignment or SID. So the flight director commonly shows "HDG - GA" for lateral and vertical guidance on most takeoffs. In flight, in the event of a go around, usually after calling for Gear Up, the pilot flying would either select or call for the pilot monitoring to select HDG or NAV as appropriate, depending on if they intend to stay in a visual traffic pattern or follow an instrument approach missed approach procedure.

Another question. In my ultra after take off climbing with FD but AP not engaged…when I set FLC and a speed the FD will give guidance to that speed. If I set something like 250 for example and then engage the AP before we have accelerated to 250 the FLC will change to what speed we are at when I push the AP button. I assume this is the normal functioning, but it’s different than other systems Im used to. Whats the logic behind the AP changing the speed to match current vs continuing to get to the speed selected with the FD only setup.

@@MilazzoTony , great question. This is a normal function. When engaging the autopilot, it will always sync to the current condition. So if vertical speed is selected on the flight director, it will maintain the current vertical speed, if pitch is selected it will hold current pitch, etc. I don't know exactly why the designers built it this way, but I suspect it might be to minimize abrupt commands at the moment of engagement. If you select a 6000 foot per minute climb then engage autopilot, you don't want it aggressively pitching up. Likewise, if you select FLC 250 KIAS and engage it in a 190 knot climb, you don't want it to pitch down and briefly begin descending to try to attain 250 knots.

Thanks for watching!

My philosophy is to fly in a way such that the pilot is mentally "ahead" of the airplane enough that they don't need to throw out devices right at the max speed. There's a difference between "could" and "should" to think about. Could you throw out the gear at 250 knots, flaps right at 200 knots, etc? Sure, there's nothing saying you can't. But it's both less strain on the machine and more comfortable for the passengers if you put flaps out about 195 knots about 7-10 miles from touchdown, follow up with the gear about 5-6 miles from the runway, then full flaps at about 150 knots at 4-5 miles from the runway. When it comes to the order of gear and flaps, think about this...how does every airline out there operate? It's nearly always flaps, gear, more flaps. That's not by coincidence. It's the optimal balance of maintenance on the aircraft, fuel efficiency, passenger comfort, and stabilized approaches. Long story short, do whatever you want as long as you're not exceeding a limitation, but I don't see any benefit to gear first and I do see potential downsides.

Thanks for watching, I'm glad you like them!

Thanks for watching!

Thanks for watching!

Haha, thanks, I stay generally anonymous but I also know I'm not exactly protecting my identity with CIA-levels of secrecy. The company I work for knows I produce these videos and they're fine with it. Next time you see me in person, say hi and maybe we can team up on some cool videos showing the nuts and bolts of how some systems work or something!

@citationpro Oh I figured that you wouldn't be making these if it would be an issue. Next time you're at home base and in hangar #1 or #2, look for the white toolbox with the San Jose Sharks sticker on it and leave a card or something.

I'm glad you find them useful! Thanks for watching.

Thanks for watching!

There is a better way. It's called an "externally serviced lav" and it's found on larger/newer jets. The system is designed to dump and refill the lav using external ports by a line service worker from an FBO. It's much easier and more sanitary. Like most things in aviation, the downsides are added expense and complexity.

Thanks for watching!

Indeed! Very capable airplane in so many ways.

No, I don't, but that's a great idea. I'll see what I can put together!

@@citationpro Thanks!!

Thanks for watching! I'll try to get some more XLS info put together. Unfortunately I'm only flying XLS models about 10% of the time.

You're welcome!

Thanks for watching! I'm glad you enjoyed it.

@@citationpro You are welcome.

@@citationpro You are welcome.

Thanks for watching!

I'm glad you find it useful! Let me know if there are any other topics you'd like me to go over.

Thanks! Glad you liked it.

Thanks for watching! I'm glad you find it useful.

Thanks for watching!