Moving up from 1 Pilot CJ4 to 2 pilot Citation 10
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As a single pilot captain flying the Ultra, Primus 1000, stocked...3 EFIS, 2 MFDS, 2 FMS...for me the issue wouldn't be the gear, but the speeds and having to deal with a crew member.
I'd be tempted to fly it single pilot and maybe trade seats with the copilot for his PIC empty legs to get some experience.
That might seem blasphemous for the crew concept folks, but just about every aviation accident we have are two guys watching the ground come up...maybe just having a right seater 'watch' and step in if he needs, rather then find things for him to busy himself with might be a better way to go for a transitioning single pilot captain.
Keep in mind they tried to certify the Excel single pilot.
I'd be tempted to fly it single pilot and maybe trade seats with the copilot for his PIC empty legs to get some experience.
That might seem blasphemous for the crew concept folks, but just about every aviation accident we have are two guys watching the ground come up...maybe just having a right seater 'watch' and step in if he needs, rather then find things for him to busy himself with might be a better way to go for a transitioning single pilot captain.
Keep in mind they tried to certify the Excel single pilot.
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Mutt and Brian's vitriol is a response to having exposed them for the frauds they are. So it's all name calling now. The fact that John puts up with this is telling of the core sensibilities and purpose of this forum.
As for staying on topic, readers have a right to expect people are what they say they are. Not all are aviators, and if they are, may be reading, or asking questions to further their knowledge. Either way, getting answers/information from an individual who clearly has no aviation experience, though pretends to have, leaves them misinformed, which can have grievous consequences.
FlyTCI says teh Citation X, due to its higly swept wing would bit you. Can I ask exactly how.
Years ago when I was a lowly PPL with an IR, I bought an Aerostar. Thats way too hot for a lowly PPL the detractors said, it will bite you. Several years and a few thousand, happy and uneventful hrs later I traded it it in for a Mu2. Thats too much of an aircraft for you they again said. I had that for a couple of thousand hrs too.
However, I was lucky in that I got good training on ech aircraft, and had a mentor with many many thousands of hrs in both types, who trained and checked me, just like a charter outfit. he also deveolped an ops manual that I followed religiously. The first hundred hrs on each type had a limitation of VMC conditions for take-off and landing. Then as my experiance grew, the limits were gradually reduced.
His advice was, no aircraft is fundiamently too hard to operate. But fly them as they are supposed to be. Fly a C172 like one, and an MU2 like an MU2. In other words, in high poerformance equipment, a serious professional approach is requred...and good and recurent training.
Years ago when I was a lowly PPL with an IR, I bought an Aerostar. Thats way too hot for a lowly PPL the detractors said, it will bite you. Several years and a few thousand, happy and uneventful hrs later I traded it it in for a Mu2. Thats too much of an aircraft for you they again said. I had that for a couple of thousand hrs too.
However, I was lucky in that I got good training on ech aircraft, and had a mentor with many many thousands of hrs in both types, who trained and checked me, just like a charter outfit. he also deveolped an ops manual that I followed religiously. The first hundred hrs on each type had a limitation of VMC conditions for take-off and landing. Then as my experiance grew, the limits were gradually reduced.
His advice was, no aircraft is fundiamently too hard to operate. But fly them as they are supposed to be. Fly a C172 like one, and an MU2 like an MU2. In other words, in high poerformance equipment, a serious professional approach is requred...and good and recurent training.
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His advice was, no aircraft is fundiamently too hard to operate. But fly them as they are supposed to be. Fly a C172 like one, and an MU2 like an MU2.
I had the 'pleasure' to fly with an owner on his MU2 for about an hour and I did one of the two landings. It was perfect weather but I remember being thankful that my boss liked the B200 better than the rice rocket.
Flight Safety used to have a relatively high min hour threshold (1500IIRC) for training pilots in the Sovereign (which is easy to master IMO) - isnīt the same thing there for the X?
I once had a very interesting lecture in CRM, where a psychologist explained how it comes that we use a very small core part of our brain when in emergencies.(what used to be, say, a bear to run from) When your brain goes into that mode, the chances that your brain canīt get to the special training you had for a certain aircraft, but reverts to basic training scenarios, is high. His words, I find them plausible and that would - to me - explain why airplanes such as the MU or the MD-11 have such a high accident rate in special regimes where they obviously are different to handle.
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I find them plausible and that would - to me - explain why airplanes such as the MU or the MD-11 have such a high accident rate in special regimes where they obviously are different to handle.
His dudeness, you might find this interesting...
Mutt
PS.... dont tell anyone that it was a Lufthansa aircraft as the report is trying to keep it secret
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I don't think they are trying to keep it secret. Normally, the BFU never mentions the operator of aircraft in their publications. And from the pilots perspective, I'd rather know how and why someone crashed, helping me to not repeat their mistakes, rather than pointing at some operator.
