It looks like a Gazelle should be poking it’s head up in that swash ahead…(the helo kind, not the animal kind)…
Just got back from the mountains…took the opportunity a few minutes ago to take a picture of the “Super Moon”…I thought with all the forest fires we have burning here in the Carolinas we might not see it…but visibility is actually pretty good tonight south and east of the fires. Shot handheld with my Nikon P900…
Wow, that looks amazing! Nice get away!
Not great weather but nice enough underwater anyway. Back to the rain here though:
@fearlessfrog METAR raw report: CYVR 161900Z 10007KT 15SM SCT008 BKN013 OVC035 08/07 A3001 RMK SF3SC4SC1 CIG RAG SLP162.
That last photo is quite pretty.
@BeachAV8R: blah blah blah words words blah science science blah blah
J/K, you know me.
My landing…not the best or worst. ATC asked to maintain 170 to 6 dme. At glideslope, we rolled flaps 40, but I was slow on descent so had to fight to return on glideslope. Then on final did a bit ducking under…and speed control was a bit meh.
Beforehand PHNL was running on single runway ops - so we had to hold for good 20 minutes and then get short vectors with a bunch of speed restrictions.
Just spend 30 hrs flying in 75 hrs with longest flight being 14.3 hrs.
Cool. You have a tiller on two sides or just the left seat? Yeah…noticed your little duck under there at the end. If I were following you in my dinky airplanes I’d be flying that glideslope a dot high to be over your wake. Neat to see your Vref airspeed 145-150 and the white tick on your AOA pretty much locked on. And yeah, 170 to the FAF is pretty much the norm in most international airports. Which is hilarious because the FAA busted one of our guys a few years back for being “non stabilized” because he was Vapp + 20 outside the marker (in a real aircraft). If the FAA busted me for that I’d fly the rest of my career at Vref +10 and tell every controller the name of the FAA guy that told me to do it…lol…
Tiller is only on the left side and so is ABS system. So if right seat is landing, braking is done by the left seat.
IIRC that approach - our ideal speed for flaps 40 was 147. I (we as community) don’t use AOA, ( just reference to it) during approach because sadly system is not maintained well and can be +/- quite a bit from pilots and copilots side.
[quote=“BeachAV8R, post:881, topic:1282”]
And yeah, 170 to the FAF is pretty much the norm in most international airports.
[/quote] Yeah, pretty much each time hawaii asked as to maintain XXX until XX so things can get sporty. But it’s easy enough to slow down to approach speed. It’s just with so many power changes, it takes a bit to find sweet power setting for an approach.
How the heck would FAA know your approach speed? My approach speed can vary quite a bit depending on flap selection.
Thanks. I was trying to get a sweet spot to get instruments and outside.
It was an in the aircraft checkride - the FAA guy was checking the check airman, so basically he’s sitting on the “jumpseat” as it were, watching our checkairman give the checkride. He thought the plane was being flown too fast outside the FAF on the last approach into Charlotte, so he implied that the checkairman should fail the pilot, and he did. I guess it was one of those things where you have to choose your battles…but as you know, the controllers aren’t going to be really loving you if you are out there doing Vapp running around their airspace.
That seems odd. Sounds like there might’ve been more to the story. I wouldn’t say Vref + 10 is unstable especially before FAF. But I don’t deal with FAA much…
No…there really isn’t much more to the story. The problem in the FAA inspector’s mind wasn’t that Vref + 10 was unstable, but rather Vref + 70 outside of the marker was. The controllers regularly ask us to maintain 170 until the FAF. Our Citation Vref speed is anywhere from 96 to 107. So yes, it is way over Vref + 10, but it isn’t unsafe, nor unstabilized. At the marker you throw the gear, add the landing flaps and slow down…but you certainly don’t slow down to Vref + 10 or every American Airlines flight on final is going to go around. Fly as you train, train as you fly works to a large extent, but not in this situation. Sure, in a simulator, where sending 767s around behind you isn’t costing anyone any money, Vref+10 at the marker is fine and dandy. Giving line checks, you sorta have to slot yourself into the flow of reality as well. I thought the recommendation to fail the guy based on that was bogus, and it wasn’t the culmination of a bunch of other bad mistakes on the checkride, it was just one moment in time that was operationally normal. I thought it was unreasonable and had it happened to me, I would have had a lot to say about it. There are lots of good reasons to ding somebody on a checkride, and they aren’t hard to find, but that one was Mickey Mouse all the way.
Out of curiosity, I looked up the data for my last approach two days ago in our Citation into Charlotte…here it is - 170 to the marker, then continuous slowing to 134 (which would be about Vref + 30) until the last ping at about 700’ AGL (2 mile final) and I’m positive I was no more than Vref + 10 crossing the fence.
It’s interesting to compare it to typical airline arrivals…they look pretty much the same 170 at the marker, continuous slowing throughout the remainder of the approach until settling a bit above Vref before the data ends…here is a Southwest 737 tonight landing at CLT…
And an A321…you can pretty much see the pattern…
Obviously the lighter GA stuff won’t show the same pattern, but the wheels of ATC depend on the regularity of all the rest of us. Heck even the Dash 8s go fast…lol…I love the last ping though 116 knots. They can slow down fast…
We began tilting up and unwrapping tanks this week. 4 down and 6 more to go. Even though the big ones weigh 5 tons when full, a single person can move an empty one around with a pallet jack. When they are laying down in their cradles, you need a forklift to move one. Tilting takes some time as we don’t have much clearance. Total damage for the week: 2 x fluorescent light bulbs.
From our security camera a view of the rigging. So, we bought the boom from our forklift sales person for $1900, whom said that he got it at auction. Then found it on Amazon for $1200. Such is the plight of the uninformed consumer.
Thats one hell of a home brew kit