When the company first got it I wasn’t too sure but the more I fly it the more I like it. For a smaller jet it is a very stable platform. Thanks for watching!
Thanks ! I watch the PAPI initially until I know I am clear of obstacles and then I concentrate on the numbers on the runway keeping the numbers slightly above the nose of the aircraft. Now at night I will follow PAPI close to the runway especially at unfamiliar airports. When I was flying King Airs the old hands I flew with landed basically the same way. I’m more apt to focus on runway because the PAPI may not be working and I don’t want to be so reliant on the lights.
@@planeanddirtsimple That makes sense, good explanation. I pondered about this a long time ago, but I never really pushed it through, because lights and CDI deflection were considered kind of minimums. I think your method is excellent and again, this shallower end-approach makes sense.
@RaccoonAir Having two engines is good but was always taught to expect one to quit. If it does I have the other engine to continue with. I also carry a higher speed on approach only slowing to ref close to the runway threshold or at the threshold. If I were single engine probably would do a steeper approach giving me more altitude in case of engine failure. Just be mindful in your pattern if your engine(s) quit can I make the runway?
@@planeanddirtsimple I know, and there are also issues as spool up time and density altitude terrain go around procedures. We are both talking about two engines, slowing to V-REF at threshold, clear of obstacles, runway insight and a familiar airport environment. I do agree, single engine you can’t be high enough, but you can still perform the procedure further down the runway, length permitting. Nevertheless all considered I do believe that your way makes it definitely a much more stable approach, with no flair (jet) and less flair (others). Your remark about a slightly higher V-APP and keeping the numbers just above the nose is key!
Looking at the tops of those clouds never gets old. Nice job all the way around!
Thanks!
pumping out videos. love it
Thank you!
Love that Citation, what a machine ! Thanks and looking forward to more of your videos.
When the company first got it I wasn’t too sure but the more I fly it the more I like it. For a smaller jet it is a very stable platform. Thanks for watching!
Still very impressed with your landings. Did you - at one point - purposely decided to always stay just under the PAPI/ glideslope to accomplish this?
Thanks ! I watch the PAPI initially until I know I am clear of obstacles and then I concentrate on the numbers on the runway keeping the numbers slightly above the nose of the aircraft. Now at night I will follow PAPI close to the runway especially at unfamiliar airports. When I was flying King Airs the old hands I flew with landed basically the same way. I’m more apt to focus on runway because the PAPI may not be working and I don’t want to be so reliant on the lights.
@@planeanddirtsimple That makes sense, good explanation. I pondered about this a long time ago, but I never really pushed it through, because lights and CDI deflection were considered kind of minimums. I think your method is excellent and again, this shallower end-approach makes sense.
@RaccoonAir Having two engines is good but was always taught to expect one to quit. If it does I have the other engine to continue with. I also carry a higher speed on approach only slowing to ref close to the runway threshold or at the threshold.
If I were single engine probably would do a steeper approach giving me more altitude in case of engine failure. Just be mindful in your pattern if your engine(s) quit can I make the runway?
@@planeanddirtsimple I know, and there are also issues as spool up time and density altitude terrain go around procedures. We are both talking about two engines, slowing to V-REF at threshold, clear of obstacles, runway insight and a familiar airport environment. I do agree, single engine you can’t be high enough, but you can still perform the procedure further down the runway, length permitting. Nevertheless all considered I do believe that your way makes it definitely a much more stable approach, with no flair (jet) and less flair (others). Your remark about a slightly higher V-APP and keeping the numbers just above the nose is key!