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CitationPro
United States
เข้าร่วมเมื่อ 18 ต.ค. 2020
CitationPro is a professional pilot actively flying a collection of 500-series Cessna Citations. He is involved in the training and checking of pilots in Citation II, Citation V, Citation Ultra, and Citation Encore models. These videos are intended to provide useful tips for a wide spectrum of viewers, all the way from experienced pilots transitioning into the Citation 500 type to low time pilots hanging on by the tail at their first jet job.
Cessna Citation Operations - Deice and Anti-ice Procedures
This video shows the process of deicing and anti-icing a Cessns Citation Ultra. The same process and procedures would apply to most 500-series Citations, such as the Citation V and Encore. A Citation Excel or XLS would be nearly identical procedures, with the addition of shutting down the APU while fluid is being applied.
Specific topics covered in this video include how to configure the aircraft for deicing, the difference between Type I and Type IV fluid, planning considerations using the FAA Holdover Time Guidelines document, and economic considerations for when to apply deice fluid versus sitting in a hangar or waiting for weather to clear.
Specific topics covered in this video include how to configure the aircraft for deicing, the difference between Type I and Type IV fluid, planning considerations using the FAA Holdover Time Guidelines document, and economic considerations for when to apply deice fluid versus sitting in a hangar or waiting for weather to clear.
มุมมอง: 1 176
วีดีโอ
Citation 500 Series / 560XL - Pressurization System Part 2
มุมมอง 8568 หลายเดือนก่อน
This follow-up to the pressurization system video I produced a few years ago demonstrates additional pressurization system functions in flight. This video uses a Citation Encore, although the information presented applies to all of the Citation 500 Series lineup (Citation V, Ultra, Encore, etc.) as well as the 560XL, meaning the Excel and XLS. The "pressurization source" selector is the primary...
Citation 560 / Excel / XLS - Flight Director and Autopilot
มุมมอง 2.6K8 หลายเดือนก่อน
The Citation Ultra, Encore, Excel, and XLS all use the same flight director and autopilot as part of the Honeywelll Primus 1000 avionics package. This video goes into a detailed description of how the flight director and autopilot are used in normal operation. In-flight clips show how various modes are used during climbs and descents.
Citation 500 Series - Engine Failure After V1
มุมมอง 1.8K10 หลายเดือนก่อน
This video includes a demonstration of a simulated engine failure after V1 in a Citation Encore. The same procedures apply to the Citation V and Citation Ultra as well.
Citation 500 Series Maneuvers - Landing Config Stall Recovery
มุมมอง 90610 หลายเดือนก่อน
Watch this demonstration of a landing configuration stall and recovery in a Citation Encore. The procedures shown are the same procedures used on all 500 series Citations, such as the V and Ultra.
Citation Excel/XLS - Cabin Door Indicator Lights
มุมมอง 47911 หลายเดือนก่อน
This video provides a brief description and demonstration of what the main cabin door indicator lights mean in Citation Excel and XLS aircraft.
Citation Encore vs Ultra - Aircraft Differences Guide
มุมมอง 3.9Kปีที่แล้ว
The Citation Encore and Ultra are the two newest models in the 500 Series line of Citations. Although they share the CE-500 type rating, there are numerous differences between systems on each aircraft. Notably, the Encore has a hot wing for ice protection, trailing link landing gear, and more powerful PW535A engines capable of producing more bleed air, while the Ultra uses pneumatic wing boots,...
Citation Encore Systems - Emergency Electrical Bus
มุมมอง 1.1Kปีที่แล้ว
This video outlines the emergency (EMER) electrical bus used in Citation Encore jets. The system is also compared to older 500 Series Citations and operational considerations are discussed.
Citation 500 Series - Power Brake Accumulator
มุมมอง 818ปีที่แล้ว
This video discusses the power brake accumulator system used in Citation 500 series jets and shows what to look for when performing a preflight inspection of the system.
Citation 500 Series - Cabin Door Operation
มุมมอง 878ปีที่แล้ว
The 500 Series Citations all use essentially the same main cabin door. This video outlines features of the door, as well as operational considerations when using the door. The door shown in the video is a Citation Encore, but the same information would apply to a Citation II, V, Ultra, and so on.
Citation Excel / XLS - Oxygen Mask Repack
มุมมอง 558ปีที่แล้ว
This video illustrates how to repack the EROS quick donning crew oxygen mask used in Citation Excel / XLS aircraft.
Citation Encore / Excel - Digital Pressurization Controller
มุมมอง 1.5Kปีที่แล้ว
The Citation Encore and Excel / XLS use a digital pressurization controller which has numerous differences from the analog pneumatic controller used in older Citations. This video covers the most significant details for the digital controller's operation in both normal and abnormal circumstances.
Mountain Flying in a Citation Excel, with ATC Audio! Jackson Hole to Idaho Falls
มุมมอง 903ปีที่แล้ว
This video includes the taxi, takeoff, climb, cruise, descent, and landing during a short flight from Jackson Hole (KJAC) to Idaho Falls (KIDA). Weather conditions were VFR through the entire flight.
Citation Ultra Operations - ILS Approach in Ice
มุมมอง 1.9K2 ปีที่แล้ว
This video demonstrates a normal ILS approach through a cloud layer containing ice using a Citation Ultra. The lessons to be learned with regard to leaving engine anti-ice on until the airframe is clean apply to all Citations with booted main wings (Citation II, Citation V, Citation Ultra, etc.)
Citation 500 Series / Excel - Visual Approach Tips
มุมมอง 3.1K2 ปีที่แล้ว
This video shows a straight in visual approach to South Lake Tahoe, California (KTVL) as well as a traffic pattern at Hayden, Colorado (KHDN). Tips are given for flying visual approaches in jets, specifically the 500 series Citations as well as Citation Excels. Both demonstrations come from the cockpit of Citation Excels.
Citation V & Ultra - Boot Inflation Cycle
มุมมอง 8552 ปีที่แล้ว
Citation V & Ultra - Boot Inflation Cycle
Citation Excel Operations - Temperature Controller
มุมมอง 1.8K2 ปีที่แล้ว
Citation Excel Operations - Temperature Controller
Citation Ultra Avionics - Primary Flight Display
มุมมอง 4.6K2 ปีที่แล้ว
Citation Ultra Avionics - Primary Flight Display
Citation Flights - Departure from Aspen, Colorado
มุมมอง 1.9K3 ปีที่แล้ว
Citation Flights - Departure from Aspen, Colorado
Citation Excel Operations - Auxiliary Power Unit
มุมมอง 6K3 ปีที่แล้ว
Citation Excel Operations - Auxiliary Power Unit
Citation 500 Series - Master Warning System
มุมมอง 2.8K3 ปีที่แล้ว
Citation 500 Series - Master Warning System
Citation 500 Series - Cabin Preflight Setup
มุมมอง 3.7K3 ปีที่แล้ว
Citation 500 Series - Cabin Preflight Setup
Citation 500 Series - Cockpit Preflight Setup
มุมมอง 16K3 ปีที่แล้ว
Citation 500 Series - Cockpit Preflight Setup
Citation II Flights - ILS Approach - KSGF
มุมมอง 5K3 ปีที่แล้ว
Citation II Flights - ILS Approach - KSGF
Citation Ultra Flights - After Start / Taxi Checks
มุมมอง 6K3 ปีที่แล้ว
Citation Ultra Flights - After Start / Taxi Checks
Citation II Flight Clip - Engine Startup
มุมมอง 7K3 ปีที่แล้ว
Citation II Flight Clip - Engine Startup
Citation 550 Systems - Lavatory Service
มุมมอง 2.5K3 ปีที่แล้ว
Citation 550 Systems - Lavatory Service
Citation 560 Systems - Lavatory Service
มุมมอง 2.5K3 ปีที่แล้ว
Citation 560 Systems - Lavatory Service
Ultra / Encore Avionics - Display Reversion
มุมมอง 1.2K3 ปีที่แล้ว
Ultra / Encore Avionics - Display Reversion
All that but you don't show the actual thust reversing action????
@@jimprior5700 What would you like to see? I show the landing rollout in several unrelated videos.
The AoA indicator is one of the most critical, yet frequently underutilized, gauges you can have in the cockpit.
@@cogitoergospud1 I agree. Thanks for watching!
Thanks for doing the videos. Recently typed in an XLS+ and these help with visual learning instead of just reading out of a manual.
@@eclipsetravel4926 the XLS+ is a great airplane! Thanks for watching.
how many hours you have on citation 500 series
@@Unkawz About 2600 hours. And still learning something new on a regular basis!
Does the APU works in the air also,if so what are the limitations.
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.
I lived across the highway from Tiehack/Buttermilk back in the late seventies and once caught a ride on a Citation from Aspen to Dallas/Fort Worth and back . This brought back such a great memory. I never made it past my private. Thanks for your post.
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.
Do you have that entire condensed checklist for the Citation II 550 that you show in some videos that you could make available for download? I would like to use it in the simulator at home!
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.
Does a crew member have to stay in the cockpit during the apu operation
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.
Great video nice explanation. You did far better than what CAE did during my training.
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.
I love your videos. Thank you for posting these useful videos. I am Citation pilot
Thanks for watching!
Thank you for the video. I have over 2,000 hours on a Bravo and Ultra. Never have flown an encore, but I have a contract trip coming up in one and this was supremely helpful.
I'm glad you liked it. Enjoy flying the Encore! It is a rocket compared to the rest of the 500 series Citations.
Gettin my type sj3+
Congrats!
Thank you for the great informative video. As a strictly simulation pilot. These videos are pushing me to take aviation much more serious. It's just fun to geek out on these amazing features. It's like behind the scenes of making a movie. Thank you for taking time to explain these complex systems. I would love if you could do some videos related to the engines. Maybe during a hot inspection. Forgive me if that's not the correct name. Basically when the engine is opened up. The different systems attached. You explain complex things in a very understandable and engaging way. All the best and thanks again!
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!
Excellent videos for those of us transitioning into turbines... Anything on the horizon for people moving from the right seat over to the left?
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.
Great informative video
Glad you liked it. Thanks for watching!
At 9:52 you talk about resetting the master warning which extinguishes the annunciator fault that caused the warning. In your example of the pressurization failing, would the pressurization annunciation extinguish after canceling the master warning? Or would the annunciator stay illuminated b/c the pressurization system is still failed)?
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.
Never understood how the temperature is actually managed while by passing the ACM . What is your take on that?
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.
Awesome video as always. Gotta give Kudos to those de-icing guys being out there in the cold working for us. Round of aplause and all my appreciation
True story! Those guys deal with some tough conditions on the line! Thanks for watching.
When I was working on the line (and running that exact truck!) we had a transient pilot who insisted on being pushed into a heated hangar to de-ice his aircraft. This despite our warnings at the risk of pulling it back out while it was still snowing. The airplane got cleared of ice. But sure enough, when we pulled it back out by the time they were ready to go, snow was hitting the warm wing, melting and quickly refreezing into ice so he ended up needing the deice truck anyway. Hate to say we told ya so, but we told ya so! Good and informative video. Still haven't got a chance to introduce myself since I don't even know exactly who you are even though I've probably seen you a dozen times.
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!
Did you have to spray the tailplane?
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!
Great video, I think in the 560xl series, there is no manual ground idle switch.
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.
Going to type school for an encore/bravo differences. This would be the correct/similar type of airplane,correct?
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.
Any possibility of sending that digital check list via email… txs
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.
I would tell the passengers the lav is inop but if it’s an emergency use a styrofoam cup and take your shit with you.
Thank you! This is very useful but very terrible news - line guy Wish me luck
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!
Appreciate your work. Happy New Year.
Thank you, Happy New Year, blue skies and tailwinds to you!
Thank you sir!
Thanks for watching!
Helpful vid, cheers. Find it slightly curious that ATC give you ALT/HDG instructions for a later phase of the flight.
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.
Worked out perfect thx!!!
Glad you found it helpful! Thanks for watching.
Love love love these videos. Thank you. One small correction: during the discussion about VNAV, you say “… we will come down at 1200 FPM…” I believe the display is indicating “2200” FPM. Am I mistaken? Appreciate your work. Keep the videos coming.
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.
Fantastic tutorial
Thanks for watching!
I get a lot of pushback ftom more experienced pilots than me insisting you should extend the gear before initial flaps. I would love to hear your thougts on this
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.
Can't thank you enough for these videos. Extremely helpful.
Thanks for watching, I'm glad you like them!
superb
Thanks for watching!
Excellent. If video qualities could be better:)
Thanks for watching!
I won't dox you. But I recognized the ramp, buildings, vehicles and the aircraft immediately. I work in the maintenance shop so I've been elbows deep in every aircraft you've shown. Working on my commercial now and hoping to fly with you guys someday. Great video and very informative! I even learned a few things I didn't know!
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.
This series is so amazing! Brand new 500 pilot here. These are gold!
I'm glad you find them useful! Thanks for watching.
Yep, that's what I remember as well; thanks for sharing.
Thanks for watching!
That is true luxury :) I'm thinking there is a better way
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.
Thank you sir !
Thanks for watching!
Very nice, thank you. I have a lot of time in these Citation Ultras. Fun airplane.
Indeed! Very capable airplane in so many ways.
Nice, this was a very good explanation. Do you have any video explaining the VNAV function of the MFD?
No, I don't, but that's a great idea. I'll see what I can put together!
@@citationpro Thanks!!
Would love to see more XLS info!!
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.
thnx very informative!
You're welcome!
Thank you for sharing your information about great looking aircraft.
Thanks for watching! I'm glad you enjoyed it.
@@citationpro You are welcome.
@@citationpro You are welcome.
As always, outstanding job. Thank your sharing!
Thanks for watching!
Amazing explanation! Thank you.
I'm glad you find it useful! Let me know if there are any other topics you'd like me to go over.
Great explanation. Thank you for sharing.
Thank you. Great video.
Thanks! Glad you liked it.
Amazing way to explain the procedure. Thank you for sharing your knowledge.
Thanks for watching! I'm glad you find it useful.