Excellent presentation..now I know what a pro is supposed to be…just started watching your creations..great service to our beloved profession..piloting..kp the Gd work ..if you happen to be in Socal area.. lunch or dinner is on me..thnx again..
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.
Thanks for the great videos. I studied them before my type rating training. Are there some standard flow patterns that everyone learns and uses for line operations?
Every operator is different and I have not seen any particular flows that are universal to every operation. In fact every time I fly with other pilots outside my company, there are usually a few things I notice and think, "Ok, I've never seen it done that way before, but I guess there's nothing saying it can't be done." As with most things in aviation, do whatever the entity signing your paycheck tells you to do!
Correct, the master warning during the annunciator check using the rotary test is "noncancellable" meaning if you push the master warning reset button during the test and it clears the warning, something is wrong with the system. You shouldn't be able to reset it. However, this only applies to the one rotary test function. In flight, under non-test conditions, the master warning should always be able to be reset no matter which of the six conditions tripped it (four red lights, dual gen failure, TR arm/unlock light in flight). It's designed this way so the crew can be alerted to a serious problem, acknowledge the problem, then be alarmed again if another problem pops up.
I'll review your Ultra rotary test video & circle back to this Master Warning video; they're like peas & carrots. You also have rotary test videos for the Citation II and Citation V but the Ultra video is closest to the Encore.
Thanks for subscribing! For information about the galley area, watch the last few minutes of my "Cabin Preflight Setup" video. The Citations have a couple of options for galleys and my company uses the smallest, most compact galley which is really just a narrow cabinet right behind the copilot seat. The larger style of galley, which our fleet is not equipped with, takes up the entire space of a passenger seat just aft of the pilot.
Excellent presentation..now I know what a pro is supposed to be…just started watching your creations..great service to our beloved profession..piloting..kp the Gd work ..if you happen to be in Socal area.. lunch or dinner is on me..thnx again..
thank you sir
@@cartercampbell4646 Thanks for watching!
Appreciate the good video! Thanks for sharing!
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.
Thanks for the great videos. I studied them before my type rating training. Are there some standard flow patterns that everyone learns and uses for line operations?
Every operator is different and I have not seen any particular flows that are universal to every operation. In fact every time I fly with other pilots outside my company, there are usually a few things I notice and think, "Ok, I've never seen it done that way before, but I guess there's nothing saying it can't be done." As with most things in aviation, do whatever the entity signing your paycheck tells you to do!
Isn't there a master warning you cannot acknowledge? I seem to remember one from your rotary test video. Thrust reversers?
Correct, the master warning during the annunciator check using the rotary test is "noncancellable" meaning if you push the master warning reset button during the test and it clears the warning, something is wrong with the system. You shouldn't be able to reset it.
However, this only applies to the one rotary test function. In flight, under non-test conditions, the master warning should always be able to be reset no matter which of the six conditions tripped it (four red lights, dual gen failure, TR arm/unlock light in flight). It's designed this way so the crew can be alerted to a serious problem, acknowledge the problem, then be alarmed again if another problem pops up.
I'll review your Ultra rotary test video & circle back to this Master Warning video; they're like peas & carrots. You also have rotary test videos for the Citation II and Citation V but the Ultra video is closest to the Encore.
Could you make a video on the gally of the citation. Also great content and you have a new subscriber
Thanks for subscribing! For information about the galley area, watch the last few minutes of my "Cabin Preflight Setup" video. The Citations have a couple of options for galleys and my company uses the smallest, most compact galley which is really just a narrow cabinet right behind the copilot seat. The larger style of galley, which our fleet is not equipped with, takes up the entire space of a passenger seat just aft of the pilot.