… by now, this goes years back and I have to think for a moment. During the procedure turn outbound CALDO speed control and the pre-establishment of the challenging steep approach configuration is everything. Theoretically you could fly the turn in NAV or RNAV, but I recall I and the colleagues would have preferred an additional level of manual control, so most probably we approached the final approach course in HDG and ALT mode with APPRCH pre-selected; an additional challenge on this one is - with the right speed and config established to fly into the VNAV needle as well without having to much oscillation around the 6.6 degree glide path. Whatever, flying into Lugano was always a highlight, a challenge in the most positive ways - thx for your question!

@@helicopterovirtual-msfs6254 thx

😊

Thx

Thx Burak … you can google yourself to the entire CJ4 handbook - at least I did so years ago. I cannot hand out the (company internal) checklists unfortunately

… this is an amateur channel just trying to share information as good as possible

Thx for acknowledging

Thx!

Thx flywhithneil - have fun in the SIM ... FO only, though :-)

Thx for your comment(s). I made these little instructional videos always with minimal effort. Basically I made it a rule to only use my Iphone + sometimes a Ramm mount and a cable stereo mic. I did not want to go to deep into setting up to much technology in the cockpit, because, you know, my main job was to fly the airplane safely. I know that this comes with a lot of compromises in sound and also picture quality unfortunately. In a way, this is the best that was possible under the circumstances ... I appreciate all the nice feedback, such as yours, very much

Thank you Artan for your appreciative comment(s). I am a professor in my main job and I sort of made it my mission to teach effectively. Of course I can always learn more and I am currently trying to incorporate more digitalized content in my teaching ... no surprise during covid, I guess. Thx again! We made these videos on the side of flying commercially, so always neede to keep a low profile and do not interfere in our service with our customers. The Captains I made this series of instructional videos with, are also very good friends and we ha a lot of fun both flying and producing these little „how to‘s“

Just put the next waypoint you are cleared to (ATC will give a next waypoint to you when your holding is cancelled) into the scratchpad and activate it

I am not sure; editing goes a few years back

Thx Robert!

... do you mean an entirely new user-generated waypoint with some name at your own discretion? Or merely how to activate an existing waypoint which is already in the database?

@@MehrSpaamSpaHabenHaben Yes, entirely user generated waypoint with some name

@@rajanalluri6223 I am sorry, but I cannot answer your question right now

@@MehrSpaamSpaHabenHaben No problems at all. Please update when you have time.

Thx Ruben!

Dr. Wilfried Hitzler ... das weiß ich nicht

@@MehrSpaamSpaHabenHaben Jedenfalls eine schöne, zuverlässige Maschine. Das Design des Bugrades hält aber jetzt wirklich nicht mehr mit der Gesamtentwicklung der CJ3 mit....

@@MehrSpaamSpaHabenHaben Oh ja, das ist fantastisch.

Tomas Muller ... verstehe nicht ganz?

@@MehrSpaamSpaHabenHaben Bozen will doch eine eigene Airline gründen. :) Dauert wohl noch....

Tomas Muller Aahh!

Thank you CRJ900

:-)

... pretty much. This is a highway that pretty much runs through to the beach and it is close to the base's perimeter. There is a website, forgot the name, that has all the viewing spots for different launch pads at Vandenberg embedded in a google map - take a look for very specific info there

Thank you

Hi Mark, thx for your nice comment. I once made the decision to limit myself to an Iphone only as recording device. Sound is always an issue with that. I have an external stereo mic, still never get the right mixture of ambient noise, intercom/ATC or my own voice. So, yes, it remains a challenge. When I do a new batch I keep this in mind and think about a better setup

Tony Skeate :-)

Thx for you question, its a really good one! When you initiate a vertical direct-to the FMS generates a vertical glide path from your current position to the direct to. At the point of initiation you are on the crossing point of the 3 degree glide path with your current vertical plane by definition and the magenta diamond is vertically centered. However, if you do not start descending now the initiated glide path line is now behind you and you need to increase you (negative) attitude in order to intercept the vertical path from above. Once you are on the glide path and adjust your attitude accordingly the magenta diamond will be centered again. If you want the autopilot to follow the glide path you need to activate VNAV mode, that is correct. Be aware though, when you are away from the glide path the autopilot will react with pretty hefty attitude changes in order to capture the glide path. This can be particularly uncomfortable for passengers if not managed carefully.

Thank you so much for your nice comment!

Hi Jose, thank you for your great question! Two or three things are important upfront: Lugano is in the close (air traffic wise) vicinity of Milano-Malpensa. Basically the extended centerline of Lugano runs straight into the Malpensa complex. The Lugano approach is very steep (initiates high, approach angle is 6.6 degrees) and the surrounding terrain does not leave many options on missed approaches. Add to that the often tricky weather over Lugano and the fact that the IGS can only be flown when properly qualified (most pilots have only the level 1 qualification for Lugano which does not allow them to fly the IGS). So, yes, approach control is initially provided by Malpensa Radar. Malpensa will hand over to Lugano approach sometime during the initial phase. As soon as an approach is active, could be a visual, too, the succeeding traffic will hold over PINIK before commencing the final approach. Hence, when two aircraft are on approach or preparing so, the Lugano system is already congested and Lugano will not accept the handover from Malpensa, while Malpensa will typically extend the downwind indeed. They have a few other options but not many. Anyway, the Lugano approach is one of the finest challenges the European system offers. Good teamwork and exact approach briefings are essential, particularly in IMC. The rewarding feeling on the ground is always good. But I do nit mean this in a way that any inappropriate risks are to be taken, not at all. Lugano can be done with simple and disciplined training very well.

Mehr Spaß am Spaß Haben Haben , thk you ver y much for your comment, very interesting ! I’ve got a further question concerning the IGS approach: do you have a glideslope indicator or it is just horizontal guidance?

Jose, an IGS is - in simplified terms - an ILS that does not lead to the runway. It leads you to a point where you have to make a decision if you can land visually. Take adjacent Sion with it´s IGS where the concept is even more clear. The IGS into Sion starts in the vicinity of the Aletsch Glacier and passes a point called ALETO shortly before final approach guides you down to a point offset to the right from the centerline and some distance from Sion airport. However, both in Sion and Lugano the visualization in the cockpit is like on an ILS. So yes, you have a glideslope like if you were flying on a regular ILS. Keep in min, though, that only a few operators are actually certified to the fly the IGS in Lugano. Most operators have to fly the LOC/DME H for RWY19 approach. This sounds complicated, ... and it is. Basically the LOC/DME follows a slightly shallower glide angle than the IGS to a slightly higher decision point at which the decision is to be made if a circling approach for 19 is possible - that is a sort of visual traffic pattern starting with downwind for 19. The visual circling approach is tricky in itself, particularly when WX is almost at limits. Typically and if the wind situation allows pilots would fly down the LOC/DME 19H approach, use the IGS for additional guidance and if at the decision point they have RW01 in view they will opt to continue visually straight in to RW01. It is also good airmanship to discuss this beforehand with the controller so he knows upfront that if you can you want to go visually into 01. I hope answer is not to complicated with all the additional information.

Mehr Spaß am Spaß Haben Haben thank you very much, that was a very clear explanation, best regards.

Ja. Typischerweise haben aber aktuell die meisten Piloten einen „frozen“ ATPL (einen CPL mit bestandenem ATPL Theorie Credit, also die 3-Tage Prüfung über 12 Fächer beim LBA) oder bereits einen vollwertigen ATPL, weil fast jeder diesen Ausbildungsgsweg geht. Nach dem CPL müssen auch noch MCC und mindestens eine Musterberechtigung erworben werden ... und dann eine Vielzahl an lfd. zu aktualisierenden kleinere Trainings (viele inzwischen online, aber auch noch einige Seminare)