Mark,

You and I had a conversation that your classmates from college maybe thought you didn't have a sexy enough job or business. It just doesn't get any better than this.

Congratulations

I have a Garmin Virb camera. I use the mounting cradle and a simple suction cup stand (see photos) that mates to the cradle. In the shots where you can see the panel the suction cup stand is attached to the flood light glass behind the pilot seats. http://www.gpscity.com/search/q=virb+mounts/&p=1&c=3 The camera mounts upside down. I go into the menu on the camera and indicte that it is upside down and it adjusts accordingly. You can also make it rightside up in during editing if you forget. No need to panic!

The audio cord is a Garmin option (see pictures). It connects to camera using a miniusb and to the audio system of the aircraft through the headphone speaker jack which in turn interfaces to the headset. http://www.gpscity.com/garmin-virb-and- ... cable.html No big deal. Takes about 30 secs to get it all set up. Slide the record switch to on and forget about it.

Full charge lasts about 3 hours. I have extra batteries.

Alex, I'm having similar conversations with my friends and former colleagues.I just smile and .....fly!
Mark is a devious man.

Wow Mark, it really gets a guy thinking. Im defiantly not ready to make that jump yet...but it gets ya thinking.

Someone once said "buy your last airplane first"

Someone once said "buy your last airplane first"

Alex, I'm having similar conversations with my friends and former colleagues.I just smile and .....fly!
Mark is a devious man.

[youtube]http://youtu.be/L1mCCMr3Xl0[/youtube]

This is a pretty good look at what a crew goes through departing in a jet at a busy airport late at night

One wonders if single pilot would have been easier.

That wasn't busy, either.

Mike C.

One wonders if single pilot would have been easier.

That wasn't busy, either.

Mike C.

There seem to be places each is better
On the takeoff roll, I am pretty focused on the runway. Co-pilot might pick up a caution or warning light or some other abnormality, I would miss. Nice to have V1, Vr and V2 call offs. He also called positive rate and got the gear up when I asked, called 400 feet to clean flaps up. Normally, that's all reasonable, but when something goes wrong: that's very helpful. On the Citation II, if there is an electrical failure, the instruments powered by the emergency battery buss favor the co-pilot. One can fly left seat and look over to co-pilot instruments, but it's more difficult. The airport area was so busy Friday when I flew, one person was needed just to coordinate and communicate with approach; tower. Doing that alone in IMC would have been a real handful.
OTOH, most of the trips I go on to secondary airports where I know the area are certainly doable single pilot. Once out of the departure/arrival area, not too challenging unless there is an abnormality in the plane. Of course at FL290 and up, AP is coupled as required under RVSM. Most of my trips are a couple hours and AP coupled at altitude most of that trip.

Take off brief I used on the check ride was runway dry and length; under 80 knots abort for any abnormality (lots of caution/warning lights on these birds); 80 knots to V1 abort for any of the big five (engine fire, engine loss, loss of directional control, runway incursion, thrust reverser deployment: after V1 the loss is treated as an inflight emergency. Co-pilot may see something develop or annunciator before pilot on the takeoff roll and avoid it becoming an inflight emergency.

I would add confirm takeoff runway and heading on lineup.

Above 80 kts runway incursion would not be an automatic abort. Depends how down range the infusion is. Within another second I can fly at least in ground effect. If the incursion is that close to when I can fly I can't stop in time. What I do depends on the situation.

I would add confirm takeoff runway and heading on lineup.

Above 80 kts runway incursion would not be an automatic abort. Depends how down range the infusion is. Within another second I can fly at least in ground effect. If the incursion is that close to when I can fly I can't stop in time. What I do depends on the situation.