Previous comment was in reference to AFTER LANDING the Citation V regarding directional control and possible unexpected cross wind gusts with thrust reversers deployed.Thought in was a good habit to always keep one hand on the controls at all times.AFTER LANDING. However there is an exception to this rule if you are operating an aircraft that has a tiller wheel used for steering when rudder is no longer effective at reduced speed after landing.In which case the left hand would be on the tiller wheel and the right hand on the throttles. The advanced high tech. autopilot operation IN FLIGHT does not require a high degree of airmanship skill, more in the nature of command input management and aircraft control monitering.(i.e. navigation,rate of climb,airspeed,altitude, etc.)
Great Videos-Keep up the good work.
Correct me if I am wrong on my comment.
What is the stall speed on that airplane with the gear up, and flaps set at approach?. And I wonder what the calculated Vref was? Think about it! Could they fly Vref +5 with the gear up and flaps at approach that close to the end of the runway without stalling? Vref is a calculated speed reference for landing based on several factors but assumes gear down and flaps down to landing configuration. Obviously this crew was flying well above Vref in that confirguration, or they would have recieved a stall warning. Since stall speed for gear up ,flaps approach is higher than the Vref speed for landing gear down and flaps down. If one engine failed at that point the airspeed would have deteriated rapidly and the air craft would have stalled. Because the stall recovery precedure would call for max power flaps approach. Now if the Vref is 145 kts. the sink rate is around 750 - 850 fpm .
This is the result of poor crew procedure, deviating from standard procedure,checklist, I have witnessed mo