This was a two day trip that involved flying two very different airplanes. One was a single pilot light jet with advanced avionics and the other was an older midsize Citation business jet. The plan was for me to fly the Cessna Citation M2, a single pilot private jet, to the Raleigh-Durham International airport for a pick up and be back in St Louis in time to fly the Citation XLS to the Chicago Midway airport. I would fly the Citation XLS back the next day. Unfortunately, the return time was an hour before the XLS flight. So, just to be on the safe side, I arranged for a part-time captain to be ready to fly the trip if it looked like I wouldn’t be back in time for the departure. I was really glad I had setup a contingency plan because as soon as I checked on with st Louis approach I head the XLS being handed off St Louis approach to Chicago center. I had missed the connection by 45 minutes. Fortunately, as a precaution, I had already purchased an airline ticket to the Chicago Midway airport. As soon as I shut down I secured he aircraft and jumped in my car getting to the St Louis airport in time to catch my Southwest Airlines flight to Chicago. The other Captain was flying back on the Airlines later that evening. I made it to Chicago, checked into the hotel and was ready for the return flight the next afternoon. This video is that two day trip with ATC, cockpit views and takeoffs and landings. Enjoy and safe travels.
Flying the Citation M2, the newest version of the Cessna Citation Jet. The M2 is an absolute pleasure to fly. It’s an upgrade of the original CJ that has six passenger seats and is powered by the dependable Williams FJ-144 engines. It cruises at 400 knots and has the original service ceiling of 41,000 ft. The instrument panel has been completely redone and is now dominated by the three panel Garmin 3000. The new Garmin avionics are incredibly capable but, require a steep learning curve. FlightSafety is now requiring any pilot upgrading to the M2, who doesn’t have previous Garmin 3000 experience, to take a one time two day course on the avionics suite. Half the switches are gone and the systems they controlled are now selected and managed through the Garmin touch controllers, GTU’s. This isn’t always a plus. Now instead of just flipping a fan switch, you have to flip through a couple of pages to get to the selection option. The avionics master switch has been removed and when you turn on the battery the avionics come on. This is an odd adjustment if you transitioned from aircraft that would drain the battery in ten minutes if everything is powered up. The avionics now have their own full size battery. Systems are powered by the original battery. With the loss of both generators, and both batteries fully charged, you now have one hour till the total loss of avionics power. A properly managed electrical failure in this airplane is almost a non event. You still have one full panel in front of the pilot providing all the required information. Some of the other changes are the removal of one of the engine fire bottles, no inverters due to the fact that all lights are now LED’s and all equipment requiring ac power have integral inverters. The aircraft now has little winglets I like to call them stubies but, they are more for marketing appeal than anything else. Cessna had originally planed to provide the M2 with an option for an electric windshield but, recently announced that they had discontinued any plans to do so. In this video we go out for some training before picking up our clearance to Punta Gorda Florida. Some of the basic weights are maximum ramp weight 10,800 lbs., Maximum takeoff weight 10,700 lbs, maximum landing weight 9,900 lbs. Maximum fuel is 3,296 lbs and fuel burn is 800 the first hour then 700 lbs and 600 lbs.
A Cessna Citation II (CE-550) departing just before a thunder storm moves over the airport. As we taxi the aircraft to the runway you can see the shelf cloud of the approaching storm. This was an empty flight where we were doing some flight training so you can hear discussion of speeds to use and technique. The Citation is a probably on of the easiest jets to learn to fly. During the visual approach we pick up some light rain and the landing is on runway 2C at the Nashville International Airport (KBNA).
Cessna Citation Encore flying a visual approach and landing to runway 12R at the St. Louis Downtown Cahokia Airport (KCPS). The copilot is the flying pilot and we have a good view of downtown St. Louis and the Gateway Arch as we turn from the downwind to base leg. This is my first aviation video with a Gopro camera.
A very short repositioning flight in the Cessna Citation Mustang from the St. Louis Lambert Airport to the Spirit of St. Louis Airport. As I taxi onto the runway for takeoff, the airport diagram is displayed on the MFD for easy reference. Once On the runway the synthetic vision shows the runway and center line stripes on the pilot Flight Display. This is so accurate that our position several feet right of the center line as seen through the windshield is accurately displayed on the PFD. The takeoff is on runway 30R and the landing at Spirit Airport is on runway 8R. Straight line distance between the two airports is only 15 nautical miles which makes for a very busy single pilot trip. As soon as I level off, ATC confirms I have Spirit in sight and I’m cleared for the visual to 8R. This was a Saturday afternoon so there isn’t much ATC radio traffic.
A Cessna Citation Encore (CE560) makes a visual approach and landing to runway 2R at the Nashville International Airport (BNA). This early morning arrival into Nashville starts with a left downwind to runway 2R that takes us over the downtown area of the city. This can be a surprisingly busy airport. At times there are so many Southwest flights arriving and departing that you would think they owned this place. For student pilots this video has lots of ATC radio communications traffic as well as a good cockpit view of the landing.
A Cessna Citation Encore CE560 landing in snow showers at the St. Louis Cahokia Downtown airport KCPS. We’re landing after the heavier snow showers have moved off. The white flashes you can see on the windshield are individual snow flakes hitting the windshield at 135 mph. Flying in snow can create a couple of problems. If the runway is snow covered it increases our stopping distance and with a strong cross wind can create control problems on the runway. The other problem is an inflight issue of precipitation static. When flying through snow the aircraft can accumulate a static charge on the airframe faster than the static wicks can dissipate it. When this happens the radios pick up a loud static which can make them unusable till the static discharges.
A 10 minute repositioning flight in a Cessna Citation Encore from Flagstaff Arizona to the Sedona Airport (KSEZ). It’s a beautiful clear day but the winds are very gusty. The Sedona airport can be a very challenging airport to fly into. Field elevation is 4,827 ft., the runway is 5,132 ft in length and runway 3 has a 1.8% up hill gradient. Add to this high temperatures or unfavorable winds and normal takeoff distances can be dramatically increased. In some cases you may need to leave fuel behind or wait for more favorable conditions before departing. This airport sits on a mesa that rises 500 ft. above the town of Sedona and is surrounded by an other worldly landscape that has to be seen to be believed. The draw back to this incredible vista is that it’s composed mostly of rapidly rising terrain. When winds pickup from the southwest treacherous downdrafts can be expected northeast of the approach end of runway 21. Unfortunately, a series of fatal accidents have occurred over the years at this airport. But, with a little preparation this airport is worth flying into just for the experience of being there. Just make sure to check your aircraft performance charts before departing. Before you leave, stop by the Mesa Grill next to the runway, it has excellent food.
Today’s modern corporate jets fly at altitudes that place them in the earths stratosphere. The highest flying corporate jets can fly as high as 51,000 ft. Commercial airliners normally fly between 30,000 and 40,000 ft. The Cessna Citation Encore is certified for flights up to Flight 45,000 ft. At these altitudes the atmosphere is extremely thin and temperatures may be as low as -60 C. If the aircraft cabin were to suddenly depressurize at 45,000 ft a pilot would only have 9-15 seconds of useful conciseness to get his oxygen mask on and sealed. I say sealed because at these altitudes even though the mask provides 100% oxygen, there isn’t sufficient atmospheric pressure to move the oxygen through the membranes of the lungs. A pressure demand mask such as the EROS has inflatable straps that tightly constrict around the head and when you take a breath it forces oxygen under pressure into the lungs. The mask is deployed by squeezing two red triggers at the base of the mask. This inflates and extends the straps on the mask allowing the mask and straps to be placed over the head with one hand. The triggers are then released and the oxygen is released from the straps and the straps constrict around the head, pulling the mask tightly over the mouth and nose. Once the mask is secured in place every time the pilot takes a breath oxygen under pressure is forced into his lungs. a small microphone is embedded in the mask so that the pilot can still communicate over the radio or intercom. This video starts with a demonstration and explanation of the EROS quick donning pressure demand oxygen mask. Pilot oxygen mask are considered quick donning if they can be donned and secured with one hand. It ends with a landing at the St. Louis Downtown Cahokia Airport (KCPS). Just before landing you can hear a “glideslope” audio warning. This is because the main runway with the ILS is closed but the frequency for the ILS is tuned in.
The Cessna Citation Encore (CE-560) is an 8 seat private jet that cruises at 420 kts, has a 1,800 nm range and will climb non stop to 45,000 ft. It’s powered by two Pratt and Whitney PW535A engines generating 3,400 lbs of thrust each. It has great short field performance and is a favorite among the straight wing Citations. This video shows the cockpit instrument panel with the Primus 1000 avionics suite and cabin interior as well as a cockpit view of the landing at Sarasota Bradenton International Airport SRQ.