That’s already been discussed and identified as the Ram Air Exhaust Vent Doors!  Nice try though.

1 hour ago, DavidP said:

Out of interest, what type of jet? As an owner of a mere Mooney M20M, I'm insanely jealous!

David,

A 1985 Cessna Citation S/II.  Absolutely marvelous little airplane.  Was the beginning of Cessna really trying to figure out how to increase speed and range from the original 500 series, which they did through changes in the wing, tail and a slight uptick in engine power.  Carries more fuel, has greater MGTW.  The down side is that it does require special certification to fly single-pilot, or you can operate with two pilots, and while some pilots shy away from the S/II because it uses TKS fluid for ice protection, they miss out.  I have a friend who operates a regular Citation II and the S/II outclimbs, out cruises, out ranges and out carries his airplane in all categories.

The other nice thing about the airplane is that the straight wing gives it great climb performance and forgiving handling.  The down side is that the drag curve becomes basically vertical at around M0.65, so at FL410 you have to turn the TCAS from "ABV/BLW" to "BEHIND"  😎

 

 

4 hours ago, calzonister said:

Dan, correct me if I’m wrong, but isn’t your beta version based on a release from 2 weeks back? Chewwy said in his stream last night, that his beta was from 2 weeks back or so. 

Or are you flying a newly released beta?

Leo,

Our beta team has been getting updates internally about every 48hrs for weeks...  Dan is actually flying the RTM version we think.

41 minutes ago, rsrandazzo said:

David,

A 1985 Cessna Citation S/II.  Absolutely marvelous little airplane.  Was the beginning of Cessna really trying to figure out how to increase speed and range from the original 500 series, which they did through changes in the wing, tail and a slight uptick in engine power.  Carries more fuel, has greater MGTW.  The down side is that it does require special certification to fly single-pilot, or you can operate with two pilots, and while some pilots shy away from the S/II because it uses TKS fluid for ice protection, they miss out.  I have a friend who operates a regular Citation II and the S/II outclimbs, out cruises, out ranges and out carries his airplane in all categories.

The other nice thing about the airplane is that the straight wing gives it great climb performance and forgiving handling.  The down side is that the drag curve becomes basically vertical at around M0.65, so at FL410 you have to turn the TCAS from "ABV/BLW" to "BEHIND"  😎

 

 

I was amazed at how many people would still charter a pre-2000 Citation, even to this day.  Still the work horse of the light jet biz.  It's really still the only light you can get on the cheap with a true 8 config.

44 minutes ago, rsrandazzo said:

Leo,

Our beta team has been getting updates internally about every 48hrs for weeks...  Dan is actually flying the RTM version we think.

Noted Rob!

Very much looking forward to this release. It’s the same anticipation for the -400, all over again 😄

47 minutes ago, rsrandazzo said:

A 1985 Cessna Citation S/II

Nice! Still officially jealous!

48 minutes ago, rsrandazzo said:

because it uses TKS fluid for ice protection

Now that's something I didn't know. My Mooney also has TKS.

I would love to have a go at doing a jet rating - unfortunately I don't think that will ever happen 😪

David,

Never give up.  You just never know what opportunities might come your way.

TKS is interesting, and I have collected a veritable library of information about how it works and how best to use it.  I am a *huge* proponent of continual, professional training so I go to FlightSafety annually for recurrent, but even at FSI there seem to be few people who really understand how the TKS fluid works and what strategies to recommend for it's use.  I have learned that TKS at high/cold altitudes and TKS at low warmer altitudes call for two totally different strategies.  This lesson was learned the hard way- and i'm really not a fan of this learning style as it tends to add grey hair.

M20 is a great ride and if that is what fits your lifestyle don't ever put the world "only" in front of it!  Airplane is an airplane is an airplane.  Some go further/faster/higher- but at the end of the day it takes more skill than driving a car- and we are all in this insane club together.  😋

2 minutes ago, rsrandazzo said:

David,

Never give up.  You just never know what opportunities might come your way.

TKS is interesting, and I have collected a veritable library of information about how it works and how best to use it.  I am a *huge* proponent of continual, professional training so I go to FlightSafety annually for recurrent, but even at FSI there seem to be few people who really understand how the TKS fluid works and what strategies to recommend for it's use.  I have learned that TKS at high/cold altitudes and TKS at low warmer altitudes call for two totally different strategies.  This lesson was learned the hard way- and i'm really not a fan of this learning style as it tends to add grey hair.

M20 is a great ride and if that is what fits your lifestyle don't ever put the world "only" in front of it!  Airplane is an airplane is an airplane.  Some go further/faster/higher- but at the end of the day it takes more skill than driving a car- and we are all in this insane club together.  😋

Couldn't agree more, very wise words. Fly safe!

45 minutes ago, Jeff Nielsen said:

I was amazed at how many people would still charter a pre-2000 Citation, even to this day.  Still the work horse of the light jet biz.  It's really still the only light you can get on the cheap with a true 8 config.

Now now!  You make it sound unsafe!  LOL

There is definitely a "new airplane" myth in charter circles that costs clients lots and lots of money they don't need to spend.  Our bird is very low time (7,300hrs) compared to most airplanes her size (normal for this age is about 15,000) and continues to be really well maintained.  Lets just say that a well known bizjet manufactuer asked if they could hire our airplane to fly a mechanic to a location to trouble shoot the flight controls on a 1 week old, $65M copy of their latest offering...  So... the age of the bird doesn't always tell the client how things will go.  LOL

When I make charter recommendations, I generally tell people to focus on the training/pilot skills side and not worry about airplane age.  Plenty of very new airplanes have crashed due to poor piloting skills- and plenty of old battle worn birds have soldiered on at the hands of skilled crews.

I love this little machine.  Is very quiet up front once you get up to FL370-FL430.  Much more so than anything else I've flown.  And the view for the pilots is pretty darn nice too... but you can say that about anything when you are looking out the front windows. 

I am wondering if the "crash-to-desktopness" of the captain's PFD when clicking on it is solved for this release?

Edited September 21, 20187 yr by kityatyi

12 minutes ago, kityatyi said:

I am wondering if the "crash-to-desktopness" of the captain's PFD when clicking on it is solved for this release?

You may want to go back through old posts to find out why we added that prevention in there...you’re pointing in the wrong direction.

Edited September 21, 20187 yr by scandinavian13

9 minutes ago, scandinavian13 said:

You may want to go back through old posts to find out why we added that prevention in there...you’re pointing in the wrong direction.

I do know about the prevention - kind of locking the screen from popping up. But that is not a complete solution. The solution would be the pop up screen working without triggering a CTD. Maybe one day...

On 9/20/2018 at 7:03 AM, rsrandazzo said:

 

Nope.  I got more.

This is one of my favorite views of this airplane.

 

 

Hmm...actually...it looks like it's crashing...

Soon (TM)...into my desktop!

😎

 

Edited September 21, 20187 yr by rheinis

11 hours ago, downscc said:

Takeoff calcs only for TO thrust, no ATM or derate yet.

Here she is on 6 nm final ILS25L VHHH holding 160 KIAS until 4 nm final then we'll dump the flaps to 25 and setup the landing:

 

Hello,

I'm not sure, that's why I'm asking. I think the PMDG 747-400 Base package has the option to set a assumed temperature to derate the takeoff or you can select To -5% (CLB 1) or To -15% (CLB 2).

Will it be possible to derate the takeoff thrust in the FMC THRUST LIM page for the 747-8?

5 hours ago, rsrandazzo said:

David,

Never give up.  You just never know what opportunities might come your way.

TKS is interesting, and I have collected a veritable library of information about how it works and how best to use it.  I am a *huge* proponent of continual, professional training so I go to FlightSafety annually for recurrent, but even at FSI there seem to be few people who really understand how the TKS fluid works and what strategies to recommend for it's use.  I have learned that TKS at high/cold altitudes and TKS at low warmer altitudes call for two totally different strategies.  This lesson was learned the hard way- and i'm really not a fan of this learning style as it tends to add grey hair.

M20 is a great ride and if that is what fits your lifestyle don't ever put the world "only" in front of it!  Airplane is an airplane is an airplane.  Some go further/faster/higher- but at the end of the day it takes more skill than driving a car- and we are all in this insane club together.  😋

Ah, a good ol’ JT-15D Citation!

I used to maintain a fleet of Hawkers, so TKS fluid is an old friend. Only real problem is the fact that is extremely slippery when spilled on a hangar floor. which can present a serious slip and fall hazard. The leading edges inevitably drip residual TKS after landing if it has been used in flight. 

Interestingly almost all FedEx C208 Caravans, which originally came equipped with pneumatic de-icing boots, have been modified in recent years with TKS systems. There have been multiple C208 accidents over the last 30 years caused by severe inflight icing, and TKS has proven to be a better solution for ice prevention/removal  than boots on this model.

One company I worked for had an S550 with a first-generation Cessna glass cockpit, which was kind of a nightmare to maintain and troubleshoot. Parts availability for the displays was becoming a problem even 10 years ago. Curious as to how yours is equipped avionics and instrument-wise.

Jim Barrett